MOTORING & MOTORISTS

Evening Star, Issue 20133, 25 March 1929, Page 12

MOTORING & MOTORISTS

[BY RADIATOR.]

TIMES FOR LIGHTING UP. To-day 6.43 Tuesday ... ... (>.41 Wednesday 6.31) Thursday 6.36 Friday G.-J4 Saturday 6.31 Sunday 6.2!) HIHTS AMD TIPS ELECTRIC N UTFINDER. Hunting for stray nuts in the undergear of the car is the cause of jmich loss of time and temper. The electric uutlinder is shaped like a long linger of steel, and has a holder of non-con-ducting material. The instrument is connected by means of q long, flexible •wire with the battery of the car. When the switch in the handle of the tool is pressed bv the operator’s thumb, the end of tiie tool becomes a powerful magnet, and will pick up small articles of steel or iron. DECARBONISING. There is 'no precise method or mileage at which it can he said that the combustion chambers of the engine need decarbonising. Usually it will ho necessary to decarbonise alter the engine has run anything from 4,000 to B,(XX) miles. Excessive carbon deposit causes the engine to knock and overheat when Vlimbing a hill. Although it is not beyond the powers of the unskilled car owner to decarbonise, it is a job best left to the skilled craftsman iu the service station. The cost is not high. CARE OF GEARBOX, The gearbox should be cleaned periodically, as the old oil and grease collect impurities, which not only reduce free running, but are apt to wear the parts, ft otten happens that in the first thousand miles’ running, small particles of metal break off from ihe teeth of the gears. These should he got rid of by draining the gearbox and flushing it out with paraffin. Care should be taken to replenish with thick gear oil to the correct level. The thinnest of oil which will remain in the gearbox should he used. Overthick oil causes wastage of power.

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

STARTING TROUBLES. The air strangler fitted to the dashboard of the car fulfills the function of excluding the air from the carburetter so that a richer mixture of petrol shall be supplied to obtain prompt ignition when the starting switch is pressed. Normally it should not be neecssary to operate the air strangler, hut tardiness iu the first flow of petrol is apt to occur when starting from cold. Before pressing the switch, the spark should be fully advanced and the throttle opened. WHAT LIGHTS CAN BE SEEN FROM SIDE. Present automobile light ing systems are now so constructed and installed that it is possible to view the car from the side without being able to see the light from (lie lamps at all (says an American paper). This is particularly true when headlamps are dimmed and when weather conditions are bad This situation has aroused so much interest on the part of many who are concerned with safety work that Colonel Barber, of the Chamber of Commerce of the fnited vStatcs, has called the attention of the Society of Automotive Engineers to it, and a special sub-committee has been authorised by the society to consider the matetr. . It is possible that a recommendation will be made to the National Conference on Street and Highway Safety for a requirement that motor vehicle lamps he constructed so that their light shall he visible from ail angles when viewing the car. The chief engineers of motor car companies have been asked by the society whether the lack of side illumination is a real source of danger, what construction they would recommend to make the light visible from all angles, and what action they would should lie taken. FOR QUICK JACKING UP. Mu ch time can he saved when jacking np ,a car if the wheel brace be utilised lor winding the jack handle. The latter should, of course, be adapted in such use by having a short holt, the head of which is the same size and shape as the nuts securing the wheels, and screwing it into the jack handle, riveting its end over so that it does not work out when unwinding the jack, which can then ho fully raised or lowered iu the minimum of time. A USEFUL GRADIENT METER. A very simple "radiant meter can be made in the following manner:—A small rectangular piece of three-ply wood is fastened to the side of the body. On this board should he hung, by a bolt or screw passing through a single pivot hole iu one corner, a triangular piece of tin. A strip of lead should he riveted to the lower extremity of this, so that it acts as a pendulum. The effect will be that this triangular piece will remain in the same position, no matter what gradient the car is on, so that if the car is put on known gradients, and each gradient marked on the board where the pointer (represented by the top corner of the triangular metal piece) rests, the motorist will he able to toll, with a fair degree of accuracy, the steepness of the various hills he climbs iu the course of a day’s run. TYRE SIZE AND WEIGHT. It may be on account of bad roads Unit the majority of cars on the Continent are equipped with a more generous section of tyre than is the average British production of the same class. Whatever the reason may be, a glance through specifications at the French Salon and at Olympia respectively 10111 show how different arc ideas as to suitable tyre equipment. One finds that tyres of the same section are carrying much more weight iu England. For example, a 4.40 in section tyre—one of the very popular sizes in most countries—is fitted in .England to cars weighing as much as 25cwt. In Fra nee the heaviest car using this section of tyre weighs about 12cwt unladen. Similarly, with 5.25iu section, another popular size; the heaviest French car using this section weighs approximately one ton unladen, whereas in England this size of tyre is used on ears weighing over 33cwt. The moral suggested is that, where it is financially possible to have oversize tyres fitted, the small additional expenditure will mean money saved in the long run, to say nothing of the pleasure of comparative immunity from trouble. EFFECTIVE BRAKES. LEGAL INTERPR ETATiON. Every motor car in New Zealand, irrespective of size or seating capacity, is required to have a foothrake which will bring it to rest from 20 miles per hour in a distance of 50ft. The hand brake must be effective within 75ft under the same conditions. The regulations relate to a test taken on “a hard, dry, level road of bitumen, concrete, or similar surface, free of loose metal.” The braking effect of the engine against compression with the throttle closed may not be used in tests. The Department of Highways of Canada has just issued brake specifications identical with those required by the New Zealand regulations. An ingenious device which is applied to one wheel is being used in Great Britain to indicate stopping ability. Some of the local bodies in the dominion may yet equip themselves with such gear. Brakes are usually in better condition in hilly cities such as Auckland than they arc iu cities such as Christchurch. The many grades encountered in everyday driving compel motorists to look after the foothrake at least. A flying squadron which recently examined 0 ].,000 cars picked at random in New York directed repairs or prosecutions in 700 cases. The stopping ability required bv the New Zealand regulations is well within the capacity of even older twowheel brake system. From twenty miles per hour average rear _wheel should bring a car to rest in 37ft, or 13ft, less than the distance required by law. Four-wheel brakes should arrest a car within 17ft from a speedy of twenty miles per hour. _ With efficient four-wheel brakes, it is possible to stop within 50ft from a speed of thirtyfive miles per hour. It has actually been demonstrated that a car travelling at forty-five miles per hour can be brought to rest in less than 50ft, but this result is* well above the average. The reaction time of the driver has an important bearing on braking, and although ’it can he demonstrated that a car can be halted in even* 25ft,

from thirty miles per hour, it is a different matter when the stop is unexpectedly required. Tests have shown that the reaction times of some drivers is as low as one-third of a second. Other drivers may allow fully Lsec to elapse before they act in accordance with a warning. The average may be taken as slightly more than half a second. If a driver, with a reaction time of one-half second, was travelling at thirty miles per hour, he would go approximately 22ft, before beginning to comply with a signal to apply his brakes. A driver with a reaction as high as one and a-half seconds would traverse 66ft. From this it will be seen that with the finest brakes it would bo possible to traverse the 50ft allowed before the reaction time expired, THE PUNCTURE AVERAGE. Reference to the big mileage which can he achieved on British roads without a puncture, compared with what obtain on Continental roads, often appears in the British- motoring Press. In an article, ‘ Stars and Their Cars,’ iu the 1 Motor,’ a well-known film actor says that he is always certain of a pnmiture in from 300 lo 400 miles on the Continent, while in England lie has driven over 10,000 miles without one. lb would be interesting to know how this mileage compares with New Zealand conditions. Of course, a motorist who confines his driving largely to concrete roads would have an advantage over one who uses the country roads more extensively. INSPECTION OF WIRING SYSTEM. Start with the battery and iollow each one of the cables through the switches, making sure of every connection. At the same time be sure that there are no short circuits caused by the wearing through of insulation or by bits of wire that sometimes drop in where fjicy do not belong. So much for the wiring, but at the same time it is a good thing to have the starting, lighting, and ignition Units, and the storage battery looked over by a service station specialising in battery and electrical service. There are a certain lew things that it is always well for the motorist lo iwinGinhcr in regard to the electrical system on his car. The storage battery is tucked away out of slight, but it should not be allowed to be “ out of mind.” Even if it docs look as soldi and durable as the rear axles, it should not be taken for granted that it will last as long. On the contrary, a storage battery is an clcctrq-diemicul combination, and very sensitive to influences which would not affect any of (he mechanical parts of the cm. Certain conditions will produce results which may put it out of commission at any time 'during its life. One of the most harmful influences to guard against iu summer is overheating. STRENGTH OF TYRES. Probably few motorists appreciate the remarkable strength that is embodied in the present-day motor tyre. For instance, there are 12,001) miniature cotton ropes or cords, each separately embedded in pure rubber to prevent friction, built into a, Dunlop 30 5.50 cover, and the strength incorporated in, these cords is strikingly emphasised by the fact that 280 of them will suspend a 35cwt sedan car, or the whole ot the cords in one of these covers would suspend forty-two sedans. it is this combined strength that so successhilly enables a tyre to withstand the continual blending and Hexing that tyres when in use are subjected to. As the average-sized tyj-j flexes about 600 times a mile, or, say, 6,000,000 times in 10,000 miles, tlic need for such great strength in a casing will be realised. REDUCING ACCIDENTS. VISCOUNT CECIL’S PLAN. The startling ‘suggestion that the best way to stop motor speeding, and thus eliminate a largo proportion of motoring accidents would be to build “ standardised ditches” across main roads was made by Viscount Cecil in the House of Lords. In introducing the subject lie propounded the statistics of motor accidents in an unusual form. According to his own calculations, during the hours of daylight Great Britain One person is killed every hour by a motor car. One person is injured every two minutes. One accident occurs every minute. Referring to ids suggestion with regard to ditches, or depressions, across main roads, he explained that the object of these obstructions would bo to cause “ very serious inconvenience to any car going too fast in the particular circumstances.” Day-and-night warning signals of the “depressions” would be erected. MECHANICAL CLOCKHis measure also embodies proposals for: Examinations for skill and physical fitness. Compulsory third party insurance. Automatic suspension for not less than three months .of all persons convicted of dangerous or negligent driving. Although the speed limit was twenty miles per hour, cars were advertised, he said, to do fifty, sixty, eighty, and even 120 miles per hour. It was “an outrage on humanity ” Lord Denman, who moved the rejection, said the Bill as a whole would increase road accidents. As to ability-to-drive examinations, more accidents were caused by the skilful driver who relied on his skill than by any other class. Motorists seemed to think; they had a monopoly of the roads, and that all pedestrians had to clear out of their way 11 like bjackbeetles before a broom.” He described an experience nf his own in the streets of Westminster. “ I was crossing the road as a policeman had released the traffic without seeing me. Did any of the motor cars let me pass? On the contrary, they advanced in a solid phalanx without any regard for me, and as best as I was able I had to get out of their way.” He made a strong protest against the use of dazzle headlights, “ that leave you completely paralysed for two minutes aftyr the car has passed.” Those who used these lights knew the danger of them, but they were indifferent to the safety of people on .the roads-.

CAR SAFETY. Many observers of traffic come to the conclusion that tho inexperienced driver'’is a Safer motor car operator than a person who has owned and driven a car for many years. They point out, of course, that the rule is not universally true, but, they declare, it holds in enough instances to make it definitely worth considering. Furthermore, there seems to be sufficient evidence to prove that tiie latest car is as safe in the hands of the inexperienced driver as the earlier cars were in the hands of experts. By psychologists and statisticians much effort has been expended to popularise tho theory that the operation of motor cars would be limited to .people of quick action and acurate judgment, and many who have been most enthusiastic and open-minded over tho future of the motor car have shared this view. True to its nature, however, the automobile has again upset precedent. Everything in the way of control of motor cars is approaching the point of being automatic ,a process which minimises the degree of skill needed to operate a oar properly and safely. In addition, the roads are being made safer, not merely for increased motor travel, but lor the inexperienced driver as well. This is illustrated definitely in the case of the highways in thenrelation to skill in steering a car. Time was when steering was not only difficult because of mechanical shortcomings in design, but also because roads were so narrow that it required the ability of an expert to pass another car and not become “ ditched." Tho driver had to he skilful enough to overcome the disadvantages of a crude sterling apparatus and an awkwardly controlled car, as well as the narrowness and treacherousness of the average road. Contrast this with conditions that are becoming universal to-day. Even tho least expensive cars can he steered accurately and with very little physical and mental effort. The power plants are so flexible and the controls so easy fo operate that the driver can succcssfuilj' extricate himself from a trying situation for the simple reason that he has little but the matter of steering to consider. Moreover, when he passes another ear there can he a considerable error in his steering without in any way producing disastrous results. A driver can get along satisfactorily even though he is unskilful. A large proportion of the cars on tho market to-day can he operated exclusively in top gear, even under some of the ” most difficult circumstances. That the practice of this sort dffiling runs up repair bills does not enter info the subject. The poinfc is that inexperience is becoming less and less an oDstade. to the actual work of driving a car, and therefore must of necessity be of Jess importance in considerations of safety. Just because a motorist is a mug " with the gears is no reason to assume that he is unsafe on the road, for tho facts show that he can get along without knowing much about gear changing. Car owners, whether new or seasoned, should bear in mind that the safety of motoring lies in the ability to pull np, and they should regard brake efficiency as more important tin i engine efficiency. .Road power is of very dubious value unless 'there are proper facilities for curbing it. By making the motor car safe for the inexperienced manufacturers arc making it safe for humanity. ON COWARDS. X.o greater black mark could be placed against the motor'ear than tliat engraved by the coward who iiees from the scene of au accident, regardless of whether it is slight or serious. Tho hit-and-run driver has all sections of the community against him, and tins accounts for his receiving a set-back from thoroughly awakened public opinion. The unwillingness of eye witnesses to come forward with testimony has been the main difficulty in the successful prosecution and punishment of hit-and-run drivers. Public opinion in the matter, however, is now so heartfelt that the time is rapidly approaching when there will he no barriers at all to protect these soulless offenders. ATTITUDE AND POWER. All owners of cars appreciate that there are innumerable factors which have a hearing upon internal combustion engine performance. The average motorist docs not concern himself very earnestly with these factors for the simple reason that car ownership no longer demands more than the merest modicum of mechanical knowledge. Tiukerers only make trouble for themselves, and the “ let-well-alone ” axiom is a good one to follow. Every good rule has a reservation of some kind,”and in this particular case the provision is that lubrication should receive definite attention. A motorist can be interested in mechanical matters without assuming the kole of even an amateur mechanic. Jt is the amateur mechanic who assists, in a large measure, in keeping workshop operatives in employment, and he is thus a necessity in the scheme of things. However, there are a few interesting points which influence engine performance, and which rarely form bases of discussion, indeed among qualified technicians, One of these points relates to tho effect of prevailing atmospheric conditions apart from any difficulties that may be associated with starting from cold. Another has regard to the effect of altitude on horse power. The motorist who states enthusiastically “ My word, the ear is running splendidly to-day,” would be mildly surprised, perhaps, to have it explained to' him that the extra “ pep ” of his engine is due. very likely, to atmospheric conditions, the nature and content of the air happening to synchronise perfectly with the particular carburettor setting. Drivers arc keen observers of engine performance, and it is not imagination that causes them to remark upon a, car’s “ good days ” and “ off days.” A motor car represents a collection of compromises. Jn the matter of carburetion it is impossible to secure a (carburettor adjustment . which entirely is suitable for the full gamut of atmospheric conditions. It ’ follows, then, that quite noticeable differences in engine running may- bo observed without any alteration whatever in mechanical adjustment.

As atmospheric conditions differently affect individual comfort, so they influence the functioning of internal combustion engines. When tonring in hilly country which rises high above sea level some motorists notice an appreciable increase of engine power. This indicates that for use at sea level the carburettor needs adjusting, because it is natural that there should he a falling off in power corresponding with increase in height above sea level. Barometric pressure influences engine running to a great extent. If at sea level pressure (‘29.92in of mercury) an engine develops 100 horse power, it will develop only 68 h.p. if taken to an altitude of 10,000 ft. The reason of this decrease is the lowering of the air pressure, resulting in ratification of the oxygen content. Authoritative figures show that an engine developing 50 horse power at sea level exhibited' the following characteristics 2,000 ft, 47 h.p.; 4,000 ft, 43h.p.; 6,000 ft, 40 h.p.; B,oooft, 37 h.p.; 10,000 ft, 34

h.p.; 30,000 ft, 16 h.p. In aircraft work, of course, tho matter of horse power developed at various altitudes is a very important one, but for the private owner of a motor car the most' that cam be said for the subject is that it i-s interesting. WORLD MOTOR REGISTRATIONS FOR 1927. It is rather interesting to note that the motor registrations for the whole world for 1927 totalled approximately OQJ millions. The Goodyear Tyre and Rubber Company’s statistician estimates the registrations for each country as follow; — United -States ... 23,127.000 United Kingdom ... 1,173,000 France 956,000 Canada 940,1X10 Australia 42-5,000 Germany 422,000 Argentine 241,000 Spain 176,000 Jtalv 160,000 Brazil 136,000 New Zealand ... 134,000 I-din 117,000 Sweden 110,000 Belgium 1(H), 000 Balance of world 1,283,000 AMERICA’S CHIEF SPEED EVENT, As the outcome of a recent conference held in Baris by the International Sporting Commission radical changes to the rules for the Indianapolis 500 miles j-m-e—the premier speed event of America lor next year have been drafted by the American Automobile Association which amounts to a complete revolution in the policy governing this classic event. The new regulations will allow cars with au engine up to 6,000 c.c. or 6 litres, provided that the minimum weight is 1,7501 b without fuel, oil, or water, and that bodies must have two seats, with tho body width across the driver’s seat- not less than 3lin at the base of the seat. Four-wheel brakes are compulsory—two independently operated systems of brakes will be required on every car. The secondary system must not be vulnerable to am- failure of the primary system. The primary svstem must operate effectively on all four wheels,. and be capable' of continued use without failure and of stopping the car within reasonable limits. The secondary system need he effective on but two wheels, and must be capable of arresting the car from hu ml red -in i 1 e-a n-h o 111 ■ speed not less than five times in succession without failure. Detailed tests will he laid clown by the Indianapolis Race Committee. Onlv two valves per cylinder are allowed,' superchargers are barred for four-stroke engines, two is the maximum number of carburetters, the transmission system must incorporate a declutching device, and a reverse as well as forward speed. The wheel track must he between 54 and 60 inches. It has been agreed that cars were getting too fast for safety of thendrivers, and so it has been resolved that the best way to reduce speed and at the same time to help technical development was to alter the design, limit the amount of Inel, and other slipu.actions in regard to the specifications ol cars for all international races. hi general, the specifications thus laid down for the Indianapolis race arc designed to produce either (a) a ear susceptible of adaption from production car chassis or (b) development cars that embody new engineering principles as contrasted against what may be termed " normal ” cars. PRESSED STEEL FOR CAR CONSTRUCTION. It is quite possible that in the near future there will be seen a considerable development in pressed steel work lor motor car construction, according to the •Autocar’ (England). For many years conventional frames have taken the form of deep-sided members with two flanges, one turning inwards at the top and the other at the bottom. On tins frame is mounted the body by means of nuts and bolts Some manufacturers even further divorce tho body from tho chassis and mount a secondary frame, the .idea being to permit considerable flexibility and to prevent body rattle. This necessarily implies that flexibility in the chassis is conceded. But opinion to-day is tending to the belief that extreme rigidity, ol the chassis is the goal at- which to aim and flexibility of the body is relied upon to prevent doors dropping and general rattles being set up. This state of affairs was the reason lor the development of the flexible labile body, and the very auccess of this type is a tacit admission that flexion between the body and the. chassis as at present known is inevitable. But need'there necessarily be this flexion ? Suppose that a chassis is absolutely rigid, and an equally rigid body is mounted firmly to it, there would thus be a construction which should result in perfect silence and non-distortion over immense distances. Further, if this goal can he reached there.is little doubt that much lighter motor cars would he possible, thus saving tyre,* fuel, engine, and iransmission wear, and at the same time, greatly improving road performance. Suppose a- simple analogy of a metal box such as normally contains a hundred cigarettes be taken. If the box has the lid open and the two ends arcgrasped quite lightly ami a twisting motion imparted to the ends of the box in opposite directions, the box will whip to a great extent. When, however, the lid is closed, even with a very thin metal box, extreme rigidity when it is twisted is immediately apparent. Consider the open box as the car’s frame, the lid as the body side; if coiurentional frame design is abandoned and tho open section, of the flanged frame is upwards, as in the box, and the body be placed on top of this section, and therefore take the place of the lid, even with a; very light gauge steel extreme rigidity of tho whole structure would ensue. When tin's is done on each-side member and the steel floor of the body is employed as a continuous cross member, great strength with light weight is assured. Then, again, ’is it really necessary to use holts to secure one to the other? Every holt implies drilling a hole, and every hole weakens the structure. Would it not he equally strong, much lighter, and far quicker to manufacture if the body lid were spot welded to the chassis at suitable intervals along the joint? We should then have a perfect homogeneous ear. It would not be possible to remove the body from the chassis, hut this should not be necessary except for a complete crash, which, after all. is comparatively rare hi tlie life of the majority of cars. Something in the nature of the development outlined above is probably inevitable, and may not be long delayed. HEAD LAMP DAZZLE. Few motoring problems have attracted so much attention from inventors as that of head lamp dazzle. _ A very interesting new system of, light control known as the “ Miller ” has been evolved —in England—with the idea in minu that it shall be of value to the user, as well as to the driver who meets a car equipped with it. In brief, the scheme consists of a special shutter arrangement, provided with means of pneumatic control from the steering column, which at will can be caused, to spread partially around the

bulb, and so to deflect the rays of light from each head lamp bulb in relation ,to its reflector that the beams are divided sharply in a vertical sense. The rays are intensified in effect, and not appreciably x-educed in range, on the near side, while illumination on the off side is cut oft' completely. Transformation from normal lighting to the divided-ray'effect is brought about by a simple movement of the control. Tests of the device have shown that an adequate driving ■ light _is afforded * when the device is in action. From the viewpoint of the “ other man ” it is interesting when approaching an oncoming car having both head lamps fitted with,the system, for, dazzle virtually ceases so as to permit a clean driving view on the off side of the car in question. It ‘is claimed that fitting to existing lamps should present no difficulty, all that is necessary being a new head lamp glass provided with the control mechanism and’ its support, with suitable vacuum tubing leading from below the lamp front.

CHICAGO’S MOTOR TRAFFIC. The motor traffic on Chicago’s Lake Shore Drive—one of that city’s principal thoroughfares—is the fastest of any large l city in the world. On that street, either at the morning or evening rush hour, there are eight to twelve lines of traffic travelling at not less than forty-five miles per hour. This remarkable speed of Chicago 'traffic is due to several things,; first, a very effective system of traffic lights, coupled with a large force of efficient and intrarapid motor cycle police. The great north-to-south arteries of traffic are wide and in many cases are subdivided into two or more separate parallel streets, with overhead, intersections. Excellent driving is distinctly the rule. To make a. left or right turn, a driver must edge into the proper line, sometimes as many as ten blocks away, before reaching his proposed turning. On the other hand, the traffic in the city of New York is relatively slow. MOTOR CYCUMU FIXTURES. April 17.— Monthly meeting. April 20.—Sporting trial. May 11.—Club events. May 15.—Monthly meeting. June I.—Cambcrly scramble. THE MAGNETO. Unless the owner ,is a skilled electrician he will be well advised to leave magneto repairs to the capable hands of the manufacturer or to a skilled repairer. The only items which the average amateur is able to handle are the care and adjustment of contactbreaker points and the care of the collector brush and slip ring. Contactbreaker points should be adjusted to give a gap equal to the thickness of the feeler gauge supplied with the magneto spanner usually about 0.012 in. These points must be kept scrupulously clean and free from oil if good starting is to be obtained, but they should never be filed if it is possible to avoid the operation. Very fine emery cloth may he used for polishing, but the dust must be removed with plain paper afterwards. Tungsten is often used instead of platinum, • and this metal is very hard and wears .well. In the case of old and badly-pitted El at inu in points the faces may be gently ammered until the surfaces are almost flat or very slightly convex. The carbon brush which is employed , as a collector for the high-tension current seldom gives trouble, but it should be inspected every now and then to make certain that it is free in its guide. After a little running the end of the brush, which is in contact with the slip ring, will become highly polished. This polish should not he removed. The slip ring may ,be cleaned, after the brush holder has been removed, by inserting a stick covered with petrol damped rag and turning the armature. A pencil is'often recommended for this purpose, but if used the unsharpened end should be employed and great care taken to prevent the lead touching the slip ring. If these precautions are not taken a lead track will be formed on the insulating material, and in the case of a twin magneto both brushes will be connected at the same time. In the unlikely event of a broken carbon brush it is possible to get home by replacing the brush with a piece of lead pencil whittled down to shape, hut in the case of a twin engine this is undesirable for the same reason—i.e., that both brushes will be electrically connected by the lead track. The average rider seldom needs to render his magneto more waterproof than it is when delivered, though competition riders who expect to encounter water splashes have a habit of filling eye.ry cranny with thick grease or plasticine. In very wet weather, if the magneto is in an exposed position, it is wise to grease the brush holder at the point of entry of ;the high-tension cable, as’this will prevent rain creeping ■down the cable and on to the slip ring. ‘Another method of attaining the same end is to punch a small hole in a tyre patch and thread it.on to the high-ten-sion cable so as to form an umbrella for the brush holder.

COMMERCIAL SIDECAR OUTFITS IN THE UNITED STATES. The commercial sidecar outfit is at present enjoying a great vogue in the United States of America. Dealers in all the big towns and cities are doing excellent business with local tradesmen, who have come to realise that the motor cycle and sidecar represents the cheapest and most economical form of goods transport. Motor cycles are very popular for the delivery of newspapers in the States, and. this is especially so in the case of evening journals, which have to he . rushed, quickly from the presses to the public. Sidecars are, of course, used for this work, and one paper recently employed a number of solo riders to transport important news from one place to another when no telegraphic facilities were available. ■ PJcture framing concerns, motor car spare part companies, State automobile associations, ice cream merchants, chemists, printers, grocers, milkmen, radio dealers, and tyre suppliers are among those who utilise, the coramex;cial sidecar outfits in America, while oil firms ate buyihg a special tank sidecar for oil delivery. A developing and printing service in Springfield (Mass.) utilises an Indian Scout With a sidecar designed to represent a large box camera; The appearance of the. outfit is rCry effective, and the owners-say it has brought them in • added business by reason or its originality. It is used for collecting and delivering amateurs’ photographs. *, For commercial work Indians and Harley-Davidsons are used almost ex- ' clusively'; in the main the big twin models are employed, but Indian Scouts ' ot 396 c.c. and 750 c.c. are also popu-

HERE AND THERE * It is interesting to not© that in Australia there are 330 Rolls-IViyc© cars in use. Victoria’s quota of this exclusive make is 152. • * » » A defaulting motor mechanic was recently described as being sft tall and £6O short. * * • • Last year Great Britain’s motor cycle exports exceeded £8,525,000 in value. * * « • A thing to remember when approaching a railway level crossing is that a motor car has never yet succeeded in knocking a train off the line and continuing its journey, ♦ * * • It is popularly thought that the sale of expensive high-grade cars compared with those of low-priced cars is restricted to a small veflume of business. This supposition is erroneous. Last year, for example, the Packard factory sold cars aggregating £18,935,478 in value. In Detroit, by the way, the company employs 13,350 men. Motor vehicles in Germany are required to have tail lights of orange colour. * * * » Motor manufacture is now France’s greatest industry. » # * * The trouble with many car owners who endeavour to restore the original lustre to their dull cars is that they overlook the main ingredient in any good polish—elbow grease. No polish is any better than the “ elbow grease ” the motorist adds to it.