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MOTORING & MOTORISTS

[BY RADIATOR.]

TIMES FOR LIGHTING UP. ' To-day ... ... 9.1 Tuesday .... 9.1 Wednesday ... ... ... 9.1 Thursday'... ... 9.1 Friday 9.1 Saturday ... ... 9.1 Sunday 9.0 HELPFUL HINTS In buying a car. insurance should be looked upon as an essential item of expenditure. ' . Turning the wheels from side to side, with the axle jacked up, during the process of greasing the stub axles, helps the lubricant to reach the right quarters, and is to be recommended. There are several proprietary heatresisting paints that can be used for preventing silencers rand the exposed portions of exhaust pipes Irom rusting. Another method that is worth a trial is thoroughly to clean the surfaces with a wire brush, and then, while hot, to rub them over with rag soaked with engine oil. This produces a semi-car-bonised coating, which has considerable durability as a rust-resisting medium. Many motorists make use of. a kerosene bath for cleaning small mcthl parts. The utility of the bath may be increased if the receptacle be provided, with a false bottom—in which a number of holes are drilled—supported one or two inches from the actual bottom .of the bath. Dirt removed from the metal parts by the kerosene will then sink to the bottom. If in your absence, but by your permission, another person drives your insured car, is the underwriting company liable for indemnity in the event of an accident? Motorists should make sure of this point. It can be settled by communicating with the particular insurance company. It is inadvisable to use kerosene lor washing out the crank case after draining the engine oil, because some of the kerosene remains to contaminate the supply of new oil. A dirty windscreen is a handicap to the safety of a driver. An intermittent short-circuit of the ignition current sometimes will make the ear act as if it were not getting a sufficient quantity of petrol mixture. The slightest break in the fabric of the side curtains of touring cars or the smallest rent in the celluloid window should be the motorist’s cue for action. If allowed to go nnmended they quickly get beyond the stage where repairs are possible. SPRING SUSPENSION. | The matter of. spring ol | tl|e motor vehicle In-s always been receiving a considerael- amount of attention from the designer. ”'l m the course ol the development i V. automobile there have been umova-’ tions. Perhaps the mwC rkablc feature oHthis branch ef s-di reopeHed vehicle design is the fact that we have apparently exhausted all the different types and arrangements of the laminated spring, and that to-day we have arrived hack at the point where the ■semi-elliptic spring has come into 'its own again, and is undoubtedly the most popular with the manufacturersBut it is not the same semi-elliptic spring of the early days. It may look similar, but it is a very different proposition, because the art of the steelmaker and the investigations of the chemist and metallurgist have produced spring steels of very, much greater flexion ability, and even the heaviest car on the worst road can be controlled, as to smooth riding, by a carefully-considered application of this simple system. And, again, whatevei the drawbacks of the old type, they have .been-.overcome simply by the, inclusion in the system of shock' absorbers or dampers, by means of which a very flexible spring can be made to operate efficiently, and to give smooth progression under conditions which would preclude its use uncontrolled by shock absorbers or dampers. It is undoubtedly the introduction of the damper which has enabled us to get this new efficiency for the semi-elliptic spring. Its main function is to isolate the body, and chassis of the car from road shocks and undulations. This, properly effected, would be the end of the matter were the vehicle a horsedrawn one or a trailer. But the vehicle which is driven by its own wheels calls for something more. The pneumatic tyre has given us the firm yet flexible frictional connection between wheel and road surface which will allow the power to bo transmitted from one to the other—the propulsion’ of the vehicle along the road surface. Hut the full value of the pneumatic’ tyre can only be obta' red, and the smooth propulsion only effected, if the tyre is kept in constant rolling contact with the road surface. If the swing is so effective (as springing) as to Jet the wheel bounce on the road,, then it will defeat this part of its objective. The tyre which leaves the road cannot again come in contact with it at the same relative speed of wheel and road. It cannot in making contact again at once commence to roll. In. the ease of the front wheels the wheel will decelerate as soon as it leaves the ground, because the road is no longer driving it. Tn the case /of the rear wheel there, will be acceleration, because the wheel Is being driven by the engine, and once the wheel leaves the road Surface the engine will drive the wheel feebly-arid faster. Thus the road will have, to accelerate the front wheel when it again conies into contact with it, while it will have to put an actual frictional brakfe on the rear wheel when contact is again -made—two opposite conditions. Wit botli conducing to tyre wear. and. in the ens? of the back wheel, conducing to- milch greater tyre wear, ahd to slip if the road is greasy. It will be seen, then,- that the springs must function Wot only to absorb the road iiTbgularities, and isolate the chassis and body from -them, • but also to keep the feres always in contact with the road—a : perhaps more important function, but one which is often disregarded. COMPULSORY INSURANCE. A nuniber of insurance companies have taken .stops, to ■ register lor the compulsory third party insurance which will be introduced at the time of relicensing next May, The motorist will be required to pay a fee of £l, and to nominate the company to which, ho wishes the. Premium to be paid. ’ Ihe , operation of* the Act is not clearly understood in .some- quarters, and the piiestmn fits arisen as to whether a., clrivor who ir notorious for , nec’denta wmv corni , *l i • reluctant company to wc <»j»l Hs

Brief accounts o! holiday trips, roads, and places of interest are ' invited for this column.

The following communication has beer received by the Auckland Automobile Association from the agents handling: its official insurance scheme :—“ Wc cannot believe that the assured will bt able to force any insurer to accept ar unwarranted risk merely by paying a fee and declaring the name of the insurer. Von will see the serious view which the underwriters take on the principle of this Act. Our directors’ opinion is that this measure is a most unwarranted interference with one of the basic principles of insurance.” CHEMISTRY AND THE CAR. Although it is obvious to most people that the modern car is of highly scientific construction, it is not so obvious that chemistry even now plays an important part in its construction, and, furthermore, that its application is steadily increasing. In the prime necessity of fuel chemistry has greatly assisted in the production, of cheap and reliable quality petrol, and in the field of synthetic or chemically prepared fuels and the production of fuel from coal and allied materials the possibilities are very great, judging from the results of recent scientific research.’ In other directions applied chemistry has become of great practical importance, as instance the extensive use of such ohemicalised products as the Makelite class of compositions and cellulose finishes. In tile protection of metal surfaces from rust and corrosion matters are steadily improving, to the benefit of the car owner, due to chemical research. Although glass Ims necessarily to enter largely into body construction, a purely chemical substitute, having none of the fragility ot glass, but having its advantages, is by no means an unlikely product of the future if the intensive chemical research on the subject being carried out is any indication, hi the production ot specially durable fabric compositions for use in the makeup of a car-chemistry is likely to aid much in the future. PRODUCTION IN GERMANY. Car production in Germany increased from 3/,000 in 192(5 to (50,000 last year. About 70,000 cal’s are expected to be produced in 1925. In the absence ot definite figures the Opel car output last year is put at 28,000 units. Then come Brennabor and Horch, with 8,000 and (5,001) respectively. The last-named, with Mercedes-Benz, was on view at the Olympia Show this year. Financial stringency in Germany has resulted in a demand lor'very low-powered cars, virtually one-half of the vehicles in use being ol G -b.p. and less. Only about 3 per cent, of German production was exported in 1927, mainly to ot her European countries. RUST ON THE RIM. One ol the greatest enemies to the life of a lyre is nisi on the rim, as this rots the canvas and may cause the early ilestnietin ot a cover Unit would otherwise bo good for a long .period. A periodical removal of tiie tyre is the tony means provided al present for disco., ring the rust, and the best way of Area wig it is to paint the rim with one of the rmt-preventing compositions sold for the purpose. Should this not be available, ordinary blacklcad will answer fairly well. Covers should be removed at least three , or lour times a year, and, if accessary, heed from rust and repainted. THE COOLING FAN. A component of the water-cooled engine which is often sadly neglected by the car owner—unless the belt breaks—is the cooling fan. , Perhaps it is pot generally known that quite an appreciable vibration and (Jl the bearing is .worn) an annoying rattle can be caused by a lan which is badly out of balance. Should an owner suspect tips trouble the belt should be detached and tests .made to see if the fan will remain in any position. If one blade always finds its’ way to the bottom it is t obvious that it is heavier, than the rest, and its edge should be tiled ufitil the lan will ‘‘ stay put ” in any position. Only very thin oil should be used in , the spindle bearing when the- lost is beiPg made, otherwise oil drag may . cause a misleading result. SUPERCHARGED CARS. When some two years ago a wellknown Continental manufacturer ot large cars placed on the market a standard super-charged inode! a mild sensation was caused, and the bulk of motorists regarded the move as a daring one. The 'super-charger had, of course, proved its merit as a means ot boosting a racing 'car to obtain those few extra miles per hour which make all the difference between victory and defeat, but the common teelnig was that a 1 super-charged, car was of very doubtful reliability, and liable to tail after prolonged use. The, possibilities, therefore, of super-charged models for road work in the hands of ordinary motorists seemed very problematical. Designers have forged ahead since that time, however, and now quite a number of cars of all sizes can be obtained in super-charged form. Light car manufacturers nave not lagged beljind in these developments, and the enthusiast has more than a dozen, makes witn forced induction from which to choose. In some cases a super-charged engine takes a definite placjfc in the maker’s programme; iu others it can either, be fitted to ■ the standard sports mod/i at an extra cost or, is actually listed/ in the form of a special model, which can bo obtained by those who desire .it. So far the super-charger has been applied to light ears only in their sporting guise, and this, of course, is to be expected. After all, the principle is still comparatively in its infancy, and, having been developed from racing, ’.t is only natural that super-charging should find its way first to sports cal’s. It seems possible, that the next tew years ..will see forced ■induction applied to models which have, no pretension, to the term “sporting,” and it is interesting to note in this connection that the possibilities of super-chargers lor motor coaches are,now receiving:the attention of prominent men associated with this branch of motor transnort. SAFE MOTORING. A few reminders to car drivers at this time of the year regarding “ sale motoring” will not be 'amiss,,especially how that traffic has so -greatly increased and "'ill undoubtedly bo very heavy during the (oirjing holidays. Tourists should bear in mind that at present there Is a lack of road sense on . the part of a great percentage of nearly all classes of road users, and motorists should be most particular and regulate thoir rp&ed so as to he able to pull up

I-clear of any possible danger and avoid any unnecessary or thoughtless action which compels other traffic to jam on their brakes or swerve violently to avoid a collision. Undue baste is the cause of most- avoidable accidents Hand signals should be given distinctly and well in advance of the projected manißiivre. It is almost, as dangerous to signal and turn simultaneously as not to signal at all. Road sense implies knowledge of the right thing to do under all varying traffic conditions, combined with anticipation of all the wrong things other people may do. The usual driving, faults of the novice are: Zigzag steering due to not looking sufficiently far ahead; inability to steer accurately when reversing; frequent involuntary stopping of engine; hugging the crown of the road; failure to give signals properly; inability to judge speed and distance accurately, particularly in the ease of vehicles approaching from the opposite direction, resulting in cutting in;, overtaking other vehicles'- improperly; and insufficient caution at junctions. 'The majority of side-slips or skids are due to bad driving and excessive speed. Careful driving is the best guard against side-slip. Reduce speed at all corners, then nothing which caiUMf. easily' be rectified is' likely to occur.’ Never assume that the road will bo clear when approaching intersections, and always give undivided attention to your driving. HIGHER SPEEDS. The last lew years have seen marvellous developments in motor car const ruction, More good roads have created a demand for higher-speed cjjrs, and this demand has been foreseen by motor car manufacturers, with the result that faster and faster cars tiro being produced. Tyre manufacturers have established, through a senes of interesting tests, that tyros wear out much faster at high speeds than at low speeds, not only because more beat is developed in the tyre, but because the abrasion is much greater. For example, a grindstone operated at high speed will sharpen a knife much quicker than when run slowly. Motorists who two or three years ago maintained an average speed on the highways ot twentylive or thirty miles per hour now are speeding up to thirty-five, forty, and forty-five miles per hour. But the motorist who drives his ear at normal speeds is certain to gel more mileage than the individual who covers long distances al high sp’eed. In the United States recently test ears wore fun at, approximately forty-five miles an hour, keeping up the speed as uniformly as possible and taking curves with practically no slowing down. Later the sliced" was reduced to miles per hour maximum, and an immediate increase in tyre mileage was noted. In fact, tyre's which ran about G.UOO miles at high speed gave nearly .12,(100 miles when driven at normal speed. When a car is driven at high speed •there is a great deal more tyre slippage, due to swerving Irom one side of "the road to the other and to. the continual axle bounce resulting Irom inequalities in the mad, winch arc magnified by the speed, j The Dunlop Company stales that it is frequently overlooked that a pneumatic tyre is only an article of use as a component part of a vehicle, and its life and behaviour are necessarily affected to a very great degree by the conditions under which the vehicle is used. HOT WEATHER MAY HURT BATTERY. Hot weather, just like extremely cold weather, is a danger peridd in the life of any storage battery unless proper care is given it. Summer weather is probably the dangerous time the battery must pass through, because the automobile is used more during this period. This is the time when overheating a battery is liable to happen. Motorists 'are prune to forget or neglect to Keep the battery filled with pure distil led water m hot -.leather. Evaporation of the water in the battery solution during hot ■.'Gather is rapid. If the level of the water is permitted to reach a point below the tops of'the plates the upper portion is lelt exposed and useless. The covered portion of the plates is then obliged to assume the extra burden of the useless portion. This causes rapid overheating and damage not seen at the time, but which results in considerable expense later, A doctor will always recommend plenty of ’Hire water. Apply Uris same advice to a battery and it a'll to its work properly. Overheating of a'battery may result from an undercharged condition continuing for some time. This starved condition may be due to the inexperience or lack of knowledge on tile part of the driver, who does not use judgment in operating his lig its, or who uses the starter oftener thru necessary. '. - / ’ ' ; . When undercharged ipr seine lime, plates become hardened arid offer greater resistance to the charging current. If, therefore, a car with ' a starved battery is taken on a long run, tlje normal charging rate will produce intense bent : n the bat renin .such an extent that tin plait’s wt; bmkle. If the battery wn ir a i-ni-il' healthy condition ibis would riot occur., Periodic inspection of your battery's condition during hot summer weather Miy a battery service station is about the best sort of trouble insurance you ,can'carry. , HEAVY DEPRECIATION. THE AMERICAN MARKET. Several factors govern the rate of depreciation on a car, but in New Zealand it is generally considered that 25 per cent, is wiped off in the first year. There are certainly wide variations according to the .mileage covered ;tml the price class of the ear, and some recent second-hand car deals indicate that depreciation • may be as much as 35 per cent, in the first twelve months. Oil the other hand sales showing u loss of less than 2U '.per ; cent, has been, made. . ■ ' , The low cost of new cars in the United States has creiited 'a huge sup : ply of used cars, and the- see,m-.Miand market is very slow. The Amo ’term motorist can afford to scrap a car which would be considered, to be quite serviceable in. Nc\v Zealand, and t; ride-in values are accordingly very small compared with those ruling in counvics which do’ not produce 'cars. According to a table compiled,, two years ago by the/Cleveland Trust Company the value of an American 'motor car after five years’ service is only S per cent, of its -purchase pijco. 'Hus

result was arrived at after studying thirteen of the lending Amo.ican makes. The National Association of Finance Companies of Chicago now issues the statement that the average value of an, American car after ere year’s use is only f!8 per cent, of its original purchase price; a depreciation of no less than 62 per cent. ANOTHER SEX PROBLEM. GENDER OF MOTOR CARS. “ It is claimed for the —that he (or she) can do certain things. ’ Unis a writer on the subject of one of the new small cars reminds us that we have come to no final decision about the sex of the motor ear (says the ‘ Manchester Guardian ’). It is true that we are always rather hazy in such matters. Nothing is more firmly established than that a ship is feminine, and yet there are innumerable cases of ships with very masculine names, and, in the old days, with masculine figureheads. One often hears of trains spoken of by railwaymen as “ she,” hut when trains are given names the name is masculine more often than not—Flying Dutchman, the Zulu,.and the familiar titles of to-day. . . With motor ears the position seems to be even more in doubt. It is sometimes the habit of modern youth of both sexes to allude to their cars as “ the old bus,” a term which would still be regarded as rather disrespectful if applied to a person of the feminine gender. On the other hand, when people sneak of a car they often say “she's” this, that, or the other; randy, if ever, “he’s” anything; yet the majority of cars arc named after men. Perhaps it might be possible to discriminate if we took the trouble. Certainly there are cars feminine in appearance, just as there are cars patrician and cars.pic-‘ beian in appearance THAT PASSING GLARE. Are yon an habitual “glarer”? Or are you one of those, like myself, who years ago gave up the silly habit of making fierce faces—worse, ot shooting fierce phrases—at those who cause us deleting annoyance 1 on-the road? There arc many such to be met if you motor much (says a writer in the * Autocar ’),. There is the van driver who orders you out of his road; the errand bicyclist on the wrong side of the road, with passenger on his handle-bar; the lair voting thing who signals right and turns loft; the taxi-cab which turns without any signal at all—they all earn our passiiig glare, and more often than not they jolly well deserve it. Rut, for several good reasons, don’t do it! To begin with, you upset yontself rather .than the “victim." Yon can form a habit of it far too easily, and it makes yon feel very- ill-tempered, unless, happily, yonr sense of humour reminds you that you arc only rendering yourself ridiculous. Again, so far from being impressed by yonr reproof, its object is usually amused. Hqmc weeks ago I was “ticked off” by a well-known actor (whose acting I admire) because my tiny car slightly impeded bis onward rush. f enjoyed it immensely. So when someone dues something sidy on tiie road just smile at him. ft shows that yon arc a driver of experience who has got past, the glaiing stage.

Permanent link to this item
Hononga pūmau ki tēnei tūemi

https://paperspast.natlib.govt.nz/newspapers/ESD19281231.2.52

Bibliographic details
Ngā taipitopito pukapuka

Evening Star, Issue 20062, 31 December 1928, Page 9

Word count
Tapeke kupu
3,731

MOTORING & MOTORISTS Evening Star, Issue 20062, 31 December 1928, Page 9

MOTORING & MOTORISTS Evening Star, Issue 20062, 31 December 1928, Page 9

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