MOTORING & MOTORISTS

Evening Star, Issue 20057, 24 December 1928, Page 14

MOTORING & MOTORISTS

[BY'RADIATOR.]

1 TIMES roll LIGHTING UP. . ■ ; To-day 8.59 , I Tuesdav ... ■... ... ... 9.0. : | ‘Wednesday ... ... ... 9.0 . Thursday .... ... ... ,9.0 Friday ... ... ... ... 9.1 j" . ■ Saturday ... 9.1’ Sunday 9.1 To my brothers of the road—Christmas greetings and trouble-free days,— “ Radiator," ; : PUBLICATIONS RECEIVED. Tiie ‘ Radiatorfor December; and ‘Motoring in -Marlborough.’ FIXTURES. • February 2.—Track races, Forbury Park. February 16.—Beach races (car and cycle), Waikoujriti Beach. , March 2.—Kill climb. HINTS. AND TIPS EXAMINE THE WIRING. Tn many low-priced cars the tail lamp - wire passes through a hole drilled in 4he mudguard or rear cross member, which, having sharp edges, will cut the insulation and short circuit-the ■wire within a/Tew months. As this exposes the .‘owner to the risk of a fine the wiring should be examined; and if it passes through such .a hole mensures should b~ tnkon to protect the insulation. The best why, is to get the local parage man to turn up on his lathe a r small fibre brush to fit tightly in the oflending hole. Another, good plan is to wind, insulator tape round the wire until it is ;,a very tight fit in, the hole; and as no nicyement is then possible there is little risk of the insulation being damaged A further safeguard is to. pass . a short length of rubber tubing over the wires. •- - CAUSE OF BRAKE FAILURE. When brakes fail to act effectively, •< the cause ma- be found in worn brake Timing. This requires immediate rebecause there can bo no safety in travelling in a car with 'faulty brakes. The job is a - simple’*- one, and;, need mot eny ;tail any long retention of the car by -"the garage engineer. The Job is best s to by brake speembsts . Blit - a more common cause of brake failure "is leakage of oil through the tclt brake Mining into the hub. This is a rather - ■"■weak point in certain makes ot ear ‘that sWuld be watched. /Excessive • oil may cause saturation of the telt, "and when the machine is warmed up .(tin softened oil will seep through into ■ the hub and soak the brake lining. t But; oVeu wfigh thcro/is/mp saturation , oil may-; find -its Way Mong the ax e. and through any small apertures left through imperfect fitting of; the lolt .tpad. It is advisable to remove the ■ occasionally' and examine thfe^ ||]iub ff)r vagrant oil. ! /FILLING BATTERIES. ft Batteries require topping up with disf tlllecllvater, or M times require the a - ' ditioir of acid, and both operations m- ' volve considerable care if the contameis T are not to be overfilled. Any ordinary ■ bottleican bo used'if-fitted with a cmk .’or rubber ping with two , boles dn led -in it-ior the reception or two glass , tubes; No fluid will escape from the " delivery tube while a linger is held over the vent tube. By this means the flow * can- -be- regulated tout nicety. Glass .4. tubes are easily bent when they have- ; t ' been heated gradually over a> Bunsen / flume, or they can be procured of suvtV able shape Irom chemists. If any dimculty is experienced in.-obtaining the right shape *1 short length of glass tube ■ aim rubber pipe will suffice. ' 'A SIM RLE FAN BELT FOIL FORDS. An easily adjustable and serviceable ■ ■ fan belt for model T Fords may be made from an ordinary', leather belt ■ with a buckle fastener, the width of • 'the belt 1 to bo not less thanjih, and not more than IJin. These small dimensions reduce the risk of the belt reaching and chafing the commutator .wires. NEGLECTED WHEELS. Very little attention is given to the •wheels of a motor vehicle, and in view of the stresses they bear and the, probable effect of -climatic ' conditions, neglect... is unwise. Artillery wheels W'ithf) ‘detachable rims should be examined periodically to see that the spokes are not loose. 1 ' The'wedge'pieces and bolts which hold the detachable rim should be kept lubricated. The whole rim should be removed periodically and lubricated where it comes in contact with the rim of the wheel. When replacing the rim after examination, or .when repairing a tyre, care should be taken to see that the bolts and nuts or set screws ai. pulled up evenly all round. - The best method is partly to tighten one nut, and then pull up on the nut or sere;/ immediately opposite. Follow’ this procedure until all are partly tightened, and then begin again at Number l. ; common cause of .wheels'running out of true is/unequal tightening of rim fastenings. Detachable '■■■- wheels ' should bo removed at regular periods and lubricated at the points'where they come into contact .with the hub and locking device. Detachable wheels are of three general wire, and disc. The aclvii-e-/in regard to tightening and lubrication applies to all typos of wheel which are fitted with studiattachments. Many of the wire, tlisTc, and artillery •v- wheels ,are attached to the hubs by means of patent locking caps or rings. It is wise to observe the makers’ in*. ... btructipns. It is essential that they be kept tight,; and that all metal surfaces, brought.'.p'nto contact be kept clean and well lubricated. STRAIGHT EIGHTS ! AT OLYWFIC ..SHOWAmilcar. —Diminutive 1,696 c.c. engine, l , with overhead valves and camshaft. ' : Arrbl-Asier.—Single-sleeve valves, •two-piece crankshaft. . B.everley.—2o h.p. overhead camshaft engine;«internal-gear transmission. Bianchi.—23-75 h.p. 23-litro model, with overhead valves. ■ Hillman.—l 9.7 h.p. 2i-ljtre oyer-head valvo'.clmssla;/saloon, pricbj £485.,'■ / . Lanchester.—3o.7 h.p. 4i-litre chassis, modelled on tlie lines of the 21 h.p. “ six.” Mercedes.—32 h.p. engine, unsupercharged, with sjdc-by-side valves.

Brief'accounts of holiday trips, roads, and places of interest are ; invited/fqr this column.

■ Renault.—4o h.p. Oj-Htre engine; radiator built into front ot bonnet, Wolselcy.—Larger 32-80 h.p. version of the previous Wolseley “eight.” ' Chamber.—Two ' new 'chassis, with Westinghbuse vacuum brakes. 'Graham Paige.—4o h p. chassis, with internal-geared four-speed transmission. Moon.—Aero-type chassis, with novel lubrication system. Studebaker -—New President model, with'■‘Si-litre side-valve engine. THE MOTOR INDUSTRY OF GREAT > BRITAIN. The Society of Motor Manufacturers and Traders, Ltd., has recently issued an authoritative survey of the motor industry’• of Great Britain, and from ‘ the information collated therein several interesting -points in connection with the British, motor industry are illustratedGROWTH OF OUTPUT. Possibly on ' of the most striking characteristics of the British motor industry has been ; ts expansion in the matter of the output of its factories, for in twenty years it has increased production from 12,000 cars and commercial vehicles, which was the sum of its efforts in 1907, to 209,000 in 1927. Of this latter total the number of cars" produced was 157,000, while the balance of 52,000 reprasented commercial vehicles. In this latter connection it is interesting to note that the number of commercial vehicles alone, is nearly five times- as-,- great! as the total number of vehicles produced twenty years ago; while the number of cars is nearly fourteen times as great. -This increased production has naturally had the result of decreasing the ratio of cars to population, and while in 1917 there was only one oar to every 550 persons, there is now one to every fifty-six persons. With increased output it is satisfactory .to notice that prices have j fallen until at the present time, taken I on a gold basis (i.e., in pre-war /money), the current prices of private (cars and commercial vehicles are 50.1 1 and 38 per cent, respectively below the [pre-war level. point in conInection with 1928 prices is the radical advance in design, performance, and [equipment both of cars and commercial [vehicles.. As compared with 1914, today's prices include in most cases spare i wheel, four-wheel brakes, lighting and starting equipment, speedometers, etc/i which were all extras on pre-war models. EXPORT’S AND IMPORTS. British exports during 1927 still showed an increase over 1926 despite the conditions prevailing in the second half of the year in one important market. It is interesting to note that while in 1923 the total number of vehicles exported by -the chief producing ‘countries was 271,746, of which Great Britain’s percentage was 2.3 per cent., it had risen to 330,233 in the first , six, months of 1928, and the British .manufacturers’ percentage of the total exports had doubled. The import of complete commercial vehicles into Great Britain during 1928 -'has ‘dwindled to a neglihle quantity, while there has been an increase in the number of chassis and complete private ears. For the nine months ending September, 1928, the total value of exports of vehicles, 'chassis!' and parts exceeded that of importsby £1,341,965. EMPLOYMENT AND WAGES. The motor industry is now one of the most important in Great Britain, and while in 1007 the numbers of people employed directly in the construction and repair of road motor vehicles (excluding motor cycles) and in the manufacture of parts, accessories, and tyres lor the same was 34,000 and the average earnings of all skilled and unskilled men were, up to 1914, £2 0s 83 d per week, the numbers employed in 1927 had increased to; 257,000 earning on an average £4 0s 7\ 1 per week. - ' NEW MAGAZINE. The ‘ New Zealand Motor Owner ’ is the title adopted for the official organ of the South Island Motor Union, the first copy of which is to hand. The magazine, which is to he issued monthly, has but one object—namely, to be of use to motorists of nil classes in the South Island, and in-view-of this fact should have the hearty support of all motorists. News of the various affiliated clubs and associations is given in full, and there are numerous interesting articles ■ pertaining to touring, motor cycling, aviation, wireless, etc. The editor has set a high standard, and there appears to be every possibility of it being maintained in future issues. MOTOR CYCLE REGISTRATIONS. The following is a list'showing the number of new motor cycles sold and registered in New. Zealand for the first eleven months of 1928: B.S.A 571 A.J.S, 203 Triumph ‘ ... 436 Douglas L 434 HaiToy-DaVidson 383 Indian 363 RUBBER PIONEER. In the death of Sir Henry A. Wickham in London recently,-there-passed one of the ! greatest rubber pioneers in the industry—the one man who was responsible for the cultivation of the rubber tree in , Malaya, Ceylon, and India, 'and who made it possible for the British Empire to,rise to its present position in the rubber growing industry in tie. East, from which also has b'eqii made possible the stupendous growth of ; the automobile industry. As the father of the plantation rubber industry, lie was the recipient of many honours, most of which, however, did not comb to.him until after a romantic and varied life. Wickham was born in 1846, and spent the early part of his life as an explorer and planter in many parts of the tropics, including Central America, the . basins of the Amazon atidl Dftnbctf* rivers'in South America, in New Guinea, Malaya, and Ceylon. In the 1870’s Wickham sensed the ‘possibilities "in cultivating the rubber tVee (hevea brasiliensis) which grew wild in the jungles of the Amazon. When he first presented his idea to English'- business executives, he was ‘thought- /Iru- v impractical visionary. After many disappointments he interested the director of Kew Gardens, the English Government’s horticultural centre, and in 1876 was commissioned by. the Home Office to go. to Brazil

and collect seeds of the rubber tree for experimental purposes. The Brazilian Government, however, jealously guarded the seeds of this valuable plant/ and Wickham knew he would not;-be allowed to take .any from the country. But eventually, by the help of friendly Indians, he smuggled, a collection of seeds packed between wild banana leaves to the coast, and duly landed' the seeds in England. Some few weeks later he had the satisfaction of seeing thousands of little rubber plants flourishing in the greenhouses of Kew Gardens near “London. From this/stock sprung all the nibber trees later raised in the kast. 3u the past thirty vears these seeds have multiplied to over 89,000,000 rubber trees. It is from these the manufacturers of to-day derive most' of the rubber for making tyres, etc. DRY MOTOR DRIVERS. SCOTSMEN SEE NECESSITY. According to a recent cable to an American exchange every application from a professional driver of a. public vehicle should bear his declaration that he is a total abstainer from the use of alcoholic liquors. This forms part of a resolution from Catheart division, which is to be submitted at the Scottish Liberal Federation conference to be .held in the near future at Stanraer.: Jn addition the resolution asks the federation, “ in view ol the -alarming' and steadily increasing number of v m6tor accidents to tighten the regulations for granting licenses, and to insist that every applicant for a license should, before it is granted, give evidence of his ability to drive. RADIATOR TROUBLE. ' STOPPING THE LEAK. While little trouble is experienced through radiator leaks on cars that have done a moderate mileage, leaks are likely to occur . :n very old vehicles. A radiator is a costly replacement if the model is a very old one, and a spare is jnot available. An old method of stopping a leak, not widely known of, is to put linseed meal in the radiator water. There is, however, a right and wrong way to stop a leak with this medium. Linseed meal, when boded and allowed to cool,, forms a tough, glutinous scum on the inner surfaces of-the vessel it is boiled in. Consequently, to allow the meal to remain in the radiator until the engine lias become cold is to defeat the whole purpose of the indiator by insulating from the .cooling air the,inner surfaces of the tubes with the linseed meal scum. To stop a leak properly with linseed meal, the operation should take place in the early morning or late in the evening, when the atmosphere is cool. The 1 water should be brought to boiling point (by running the engine with the radiator sheeted down) before pouring in the “ dope.” Do not be atraid of pouring in too much, but a.ways pour it in gradually. The leaking water will carry the particles of the cooked glutinous meal to the outlet. The cool air will cause iho meal to coagulate at the outlet, and will slop art average leak inside five/ niiiuitbs; The boiling contents of the radiator should bo immediately drawn -T through the largest outlet at the lowest possible points of the radiator. If possible, the radiator should bo flushed out with a strong hose jet. Disconnect couplings from radiator to motor, so /hat the cold water, when flushing,, will not roach the hot engine. The flushing thus carried out ..will clear put the surplus linseed meal before it can scum oil the radiator tubes. ‘' / SPEED; CARS. EXCEEDING 200 MILES TER HOUR. The" Golden Arrow ” is the name selected by Major H, O. D. Segrave for his new car, built for.the attempt on the world’s speed record, and which is claimed to be the most wonderful machine of its type ever created. MajorSegrave, the first man to exceed 200 rn.p.h. on land, is to drive the “ Golden Arrow,” and will p. bably proceed with it to Daytona Beach (U.S.A.) early next year. The design of the machine was evolved by Captain J. S. Irving (England), who \ orked out all the constructional details of the 1,000 h.p. “ Sunbeam ” and has an unrivalled knowledge of the conditions imposed by the speed in view—viz., 240 m.p.h. Ail answers to the problems set by a speed of four miles per minute are embodied in streamlining, power, lightness, strength, and controllability. A brief specification of tig) “ Golden Arrow ” given herewith, aiid also specifications of the three other machines which have exceeded 200 miles per hour, afford an interesting'comparison. Seagrave’s “Golden Arrow.” Napier engine, ,;900 h.p., twelve cylinders in three blocks of four, set in fan formation at an angle of 60deg. ; here siin, stroke s)in; engine speed, 3,400 r.p.m. ; weight of engine, l,0001bs; three forward speeds; gear ratios—top 1.47 to 1, second 2.19 to 1,. third 4.47 to I. ''theoretical speeds—top; 246 m.p.h., Second 166 m.p.h., third 81 m.p.h. Drive is independently conveyed to each rear wheel; rims, Dunlop well-base; tyres, Dunlop, 37in x 7in; .maximum speed of wheels, 2,300 r.p.m. Weight of car, two and a-half tons; height 3ft 9in ;■ wheelbase, 13ft -Jin; track, sft; overall length, 26ft; maximum width, 6ft 4in; clearance, 7in.' Seagrave’s “ Suliheam.’’—(Speed attained, 203.84 m.p.h.). 1,000 h.p. ; two Snnbeam-Coatalen ; twelve cylinder engines, 500 h.p. each, cast in blocks of three, and set in rows 6f six at an angle of OOdeg., placed, one in front and one at reir Of chassis; boro and stroke, 122 mm. x 160 in pi.'; three forward- speeds; gear ratios—top 1.01 to 1, second , 1.56 to 1, third '2.96 to 1; engine speed, 2,000 r.p.m., wheelbase, lift-.; track, sft Sin; weight; three and three-quarter tons; rinis, Dunlop wellbase; tyres, Dunlop, 35in x 6in; overall length. 23ft 6in; clearance, 7in. . CampbeJl’s “ Bluebird.’’—(Speed attained, 206,95 m.p.h.). Napier engine;; 900 h.p.twelve cylinders, in three blocks of four, set in fan formation at an angle of 60deg.; engine speed. 3,069 r.p.m,; bore sJin, stroke,-siin ; weight of engine, 8351 b; three forward speeds ; top gear ratio, 1.5 to I; theoretical top speed, 220 m.p.h.; ■ rinjs, ' Dunlop.? well-base; tyros,- Dunlop,; ; 33in x Sin fropt, 35in x-Sin; rear., weight, two and ' a-half tons; wheelbase. 12ft Ij-inp track sft s}in■ front.- 4ft 9in rear ; ovei--all length, 19ft Keech’s “Triplex Special.’’—(Speed attained, ' 207.55 m.p.h., existing

world's record). 1.500 li.p.;. throe Liberty engines, twelve cylinders' each, one engine placed-In front and twb : at rear of chassis; tyres, Dhyidson, 46iu x 6.5 in; wheelbase, 14ft B,ooolb. : ' ' ;

MOTORING IN MARLBOROUGH; From the Marlborough Automobile Association comes an attractive booklet giving motorists all the information as to tours, camping places, etc., in this “ideal holiday ground.” From Blenheim all main roads radiate, and iVny point can bo motored to from that centre, but Marlborough itself lias many claims to the attention of the sight-seeing tourist, hence this publics tion will be of value to’ visiting motorists and North Islanders touring the South. The booklet is excellently compiled, an.d there are numerous: illustrations ami maps. FORD AT 5,000 A DAY, The production of Ford Model A cars is approaching 5,000 units daily, according, to Mr Henry Ford. On August. 9 the company manufactured 3,951 completed cars in the United States factories alone. The Canadian plant made 500, and overseas plants produced nearly 400 cars. This gave the company the world production on that day of 4,800 cars. “ Although one-third of our capacity is still applied to the manufacture of pants for the old Model T car our production is increasing gradually by several hundred cars daily/’ said Mr Ford. Because of demand for the :-ew car Mr Ford plans a maximum production of from 10,000 to 12,000 cars daily, which is 2,000 more daily than he previously expected to roach. On the basis "of ’ this statement it appears reasonable the company will reach 5,000 cars daily by September 1.- By December 1 tl'ie company expects to roach 10,000 cars daily. _ “ Our present goal is 10,000 daily. When we will reach it I don’t know— I no one knows, for what we are doing is building for a long run. I. .am entirely satisfied with the way things are going up to now.” There are now 119,797 employees on the pay roll' at the three Detroit plants, which is adding another 100,00CMi.p. to its production strength at tls* FordBougo plant, and there will be more additions !to the pay roll. Commenting on the new braking system, Mr Ford said that more than 100 mechanical operations have to be changed when the brakes were redesigned. The original brakes, be said, were adequate, and Mr Ford added: “But I am glad wo made the change, because wc now have two independent braking systems. — 1 Automotive Industries. ARMY ON WHEELS. RECENT MANOEUVRES. Amongst the changes that were hound to follow as a result ol tho Great War, possibly not a single one is more astounding than the alteration brought into the conduct of war itself. Some indication of the important role which motor transport could play in the waging of modern campaigns was given during tho 1914-1918 era, but the development that has actually taken place in the mechanised arm of the service has exceeded even the most optimistic dreams. The result of the recent army manoeuvres in Sussex has been to conjure up vivid pictures of the time when every soldier will motor into battle. Tho army'of the past “ iii arc lied on -itsstomach.'” That of the 'future will certainly move “ a-wbcol.” So sweeping is the change which is being brought about by ■mechanisation, 'that wheels arc now iiulispensible to the ready and rapid movement of troops, and the infantryman and the trooper are making way for the men who understand machinery. Petrol is the moving “ spirit ” of the up-to-date British Ariny, and that spirit is displacing hay as the fodder that is most essential. " Where one gallon sufficed before the war, thousands of gallons arc now iieedcd, and although it may bo some years before a soldier will bo conveyed to the advanced areas by motor bus or charabanc, there is no doubt, that the- recent manoeuvres 1 have demonstrated that tho .mechanical transport section of the ariny is asuming increasing importance. Every type of mechanically propelled vehicle was in evidence during the mimic warfare in Sussex, doing indispensiblc and useful service. Even the ordinary “ push-bike ” was pressed into service when necessary, while the • dispatch rider still relies ou the motor cycle. Where commanding and staff officers once surveyed Operations mounted on horseback, there is now a fleet of cars varying from “babies” to .six-cylinder “ sixties.” The car park outside headquarters is a constant reminder that the cars which the ordinary civilian motorist uses for business or , pleasure are capable of much sterner work when necessity occasions. Every kind of vehicle is now found to serve the purpose of military operations, for the army needs all tlie i transport that industry needs, ami much more besides. At one end of the scale is the light delivery van such as tho local tradesman uses, while in contrast there is the huge six-wheeled, pneumatic-tyred vehicle which carries its, cargo of ma-chine-gunners -or infantrymen smoothly over the steepest and deepest hillocks and hollows. The mechanical transport section of the army is for over exercising the inventiveness of the British motor engineer. Tt demands from him a siiiall “semi-track vehicle -which may be seen hustling signallers or staff over broken ground to some new location. It demands a full-track- vehicle for towing 18-pounders or howitzers, and carrying gun crews; it demands a monster twelve-ton tank ’ that snorts and rattles over and through obstructions at a speed that seems more suitable to a modern road; and it demands the light two-man tank v*ith its curious steel Just what further developments may take place in this section is a matter wjiich the future only can determine, .hm- there is no possible doubt that the requirements of the War Department authorities and the efforts which British have 1 made to meet these requirements have had £ most beneficial results upon- the British, motor industry.

, THE REAR AXLE. v The rear axle assembly is made up of the following, parts or mats;—The differential.'■■■’the driving shafts, the housing, the bearings, and wo might say the brakes;;

■. There are a number of different ways in which the:" above members are coupled together, and these differences, in design result in the units performing different services or accomplishing different* results. • Thus we have what is termed the full-floating axle, the seini-ftoating axle, and the live axle. axle differs much f -om the full-floating. In it the driving-axle shafts carry the weight of the car and take care of the side thrust, the wheels

being directly fastened to the ends of tho shafts. To remove the shafts the wheels must be dismounted, the entire assembly must bo taken out of the oar, the- housing then pulled - apart, and ,finally the differential: must also :be taken apart. ■ ■> _• As sbmo_of the highest priced cars have the live axle, it- .is a matter; of engineering opinion as to which typo is the best. The cost of repairs of the full-floating will'usually be very much leu than for the live axle, because it is ,so easy to get at".' _ - ■ Here is something worth knowing: Should a gear of the - differential or transmission break, so that a movement of these parts would result in the ruin of other parts, the car equipped with a full-floating axle can be towed to a garage by simply pulling out the driving axles. This‘ would in reality convert the automobile into a carriage. It cannot be done where the car has a live axle, it being necessary, in this case, to put a truck under the wheels. It is important that the oil or grease in the differential bo kept at just the right level. If too much is put in it will run along the shaft and get into the brakes. Most cars have a plug screwed into the housing, about three or four inches from the lowest part, and grease or a heavy oil “should be maintained at such a level that it will just flow out of this plug hole. If oil or grease gets on to the brakes, even though the level is right, then the felt washers will probably' bo found to bo badly worn and will need replacing. WHEN OLD FRIENDS MEET. AN UNEXPECTED ENCOUNTER. After a certain period of ownership one is liable to become attached in no uncertain fashion to/a car that has proved a trusty and willing servant. Perhaps for several years, with a minimum of attention and without more than minor troubles, it has done all that has been asked of it. Annual holidays, week-ends, hundreds of shorter, but none the less enjoyable, periods of leave, have been shared with it; always the car has given of its best. Then came the inevitable wrench, to provide increased accommodation that it was essential to. possess, or in a weak moment of acquisitiveness , the faithful mount was sold to make room for the most modern model, or maybe for a newer second-hand machine. In due course the characteristics and associations of the previous car are all forgotten; methods of control become adjusted in sympathy with tho requirements of the latest possession. ■*, Probably the change of vehicle is pleasing to tho owner; he finds joy in the use of a more up-to-date design; the memory of the old car fades into the background that is made up of things pleasant but past. Then one day, in totally unexpected circumstances and surroundings, '"the previous car is encountered, perhaps miles from one’s home or in. a remote part of the country. Always there is something of a thrill in thus meeting a car that one has owned; recollections rush back; interest is very thoroughly aroused.

'WhaV 'does the new owner thing of the ear? How does it run nowadays? One hesitates to approach the driver —there may ‘be.practical reasons why one should'refrain from doing so—but from a distance one makes as thorough an inspection as possible. It looks rather shabby; the new owner does not lavish upon it the care it was wont to receive at one’s own hands. Those extra-fittings,” for'example, which' we bad/ lovingly, amassed with the expenditure of much time, trouble, and money, have been taken off. or othrs have’been added, and in more ways ’ than one the old car may hardly be recognisable. That scar on one of the wings—still there; how vivid, even now, are the circumstances that produced it. • It rvould be; - pleasant to have; just one more run’ in the' old bus, - in spite of the well-remembered faults that probably remain. No doubt the old outdated car represents the last word in antomobolism -to the.-present proud owner—and well for our depleted exchequer that it appealed to him.