THE MOTOR WORLD

Otago Daily Times, Issue 22985, 14 September 1936, Page 3

THE MOTOR WORLD

By ACCELERATOR

Items of news—short descriptions of tours, the state of the roads, etc., comment, or inquiries—will be welcomed by Accelerator.

DANGER IN SPEED * “ Safety ” men are becoming concerned over the fact .that experienced and usually safe drivers are becoming involved in motor accidents to an increasing degree. In many cases the trouble lies with those who, after purchasing the latest type vehicle, fail to realise that they are driving far different cars from those of six or seven years ago. It is urgent (says “Chassis,” in the Dominion) that this class of driver should learn to appreciate the difference. The latest machines represent a contiguous addition to engine power and speed over that period, with braking and other safety factors provided in just proportion, but the mental hazard, over which automotive engineers have no control, appears to have been overlooked by some motorists who have been involved in accidents since stepping into more powerful and faster machines. During the last seven years the power output of most makes of cars has increased 60 per cent., and this fact, coupled with unexpected silence and lack of vibration, has resulted in sonae drivers who have been used to handling old-type machines underestimating the speed of their new car. Lulled by the smooth operation and unaccustomed to new extremes of acceleration and quietness, even experienced drivers, unless they closely watch the “speedo,” are apt to go into curves at higher speeds than they realise, and maybe get into difficulties. This is probably because most drivers have been accustomed unconsciously to judge the speed of the vehicle they have been used to handling by the noise it made. The wide gap between the road performance of the car of 1928 and' the highly efficient machine of 1935 is such that all motorists who change over to the tremendously improved and speedier car of to-day should handle their new vehicle with restraint until they have become thoroughly acquainted with its power, its deceptive speed, its acceleration, and its braking machines are unquestionably safer vehicles to drive than any previously obtainable, but the increased forces masked under the bonnet and the smooth deceptive speed of the vehicle need to be clearly realised and understood, so that the driver has complete control at all its paces and under varying driving conditions and circumstances. RULE OF THE ROAD For the first time in history (writes the motoring correspondent of the Observer) the rule of the road was altered from left to right, at Ascot during the four days' racing, an experiment that was watched with interest by every road user of experience. It is the belief of most drivers, of horses as well as of cars, that_ the natural side of the road is the righthand side, that left to himself every road user would instinctively keep to the right hand and overtake on the left. The right hand rule obtains in nearly every part of the_ world, the exceptions in Europe being Czechoslovakia, Hungary, Sweden, and some districts of Austria, and the question of altering it in England to conform with almost universal practice abroad has often been raised. , ~ , . The accepted reason for the left-hand rule is that a postillion leading a horse on his near side was able to ride between the led horse and the traffic —a pretext that has by now lost some of its force. On the other hand, the right-hand rule helps the man who is walking and leading a horse in the natural way, with his right hand. Led horses are still to be met on country roads, but never on the near side of the road, and there seems to be no reason why Great Britain should keep to a rule that serves no useful purpose. RACING AND FUEL RESTRICTION In the wake of protests of race drivers who competed in the 1936 event at Indianapolis the Rules Committee of the Contest Board of the American Automobile Association has decided to lift the restrictions on fuel consumption for the 1937 speedway classic. As a result, there will be no limit to the amount of fuel the cars in the race may use, but the petrol must come from the same pump that serves the public. . , , The first restriction on fuel was placed on the 1934 race, the figure being 43 gallons. . The winner, W. Cummings was well under the quota with only 35 gallons consumed. The following year the limit was reduced to 42J gallons, but K. Petillo had no difficulty in setting a new track record. This year L, Meyer used only 34.59 gallons for an average of 14.455 miles to the gallon. , ~ , The race drivers and their mechanics have always doctored the petrol to their own needs, of course. Their mixtures, accordingly, were not always of the kind that would have suited the carburettor of an ordinary car. The fuel was designed to produce speed and, in the last two years, to provide economy at the same time. The action of the Contest Committee in compelling the adoption of standard fuels will furnish a better parallel between the action of the race cars on the speedway and the road performance of vehicles built by the manufacturers for daily use. The speedway management itself has fallen in line with the new policy by offering a special prize of £SOO for the best fuel economy performance under the 1937 conditions. NEW ENGINE DESIGN An engine of entirely new design invented in France has so impressed engineers in other parts of the world that it is at present undergoing development in Italy and the United States of America as well as the country of its origin. One of the features of the engine, which is known as the Babel, is that it occupies about a third of the space of a four-cylinder engine of the same horse-power output. The engine is extremely simple, but a little diPcult to describe without the aid of a diagram. However, the reader may imagine a single-cylinder or drum which is divided vertically into two semi-circular compartments. Portion of the division at the centre is removed just sufficiently to allow a substantial shaft to pass down the centre of the cylinder, and from opposite sides of this shaft fixed vanes extend outward and make contact with the cylind r walls, thus further subdividing the two halves of the cylinder. In these four sections of the cylinder ordinary inlet and exhaust valves are placed, and the force of the explosions in turn is taken by the four different faces of the vanes, which thus take the place of pistons. The effect is to impart a reciprocating motion to the central shaft, and this reciprocating movement is converted to a rotary motion by a very short crank at the end of the shaft which rotates at balance single-throw crankshaft through a connecting rod. The external and radial edges of the blades are provided with cast-iron segments held outward by strips of corrugated spring steel. They are, so to speak, rectangular piston rings, and a similar arrangement is made between the edges of the division of the cylinder and the axial shaft of the rotor, the object, of course, being to provide a gas-proof seal between the moving pa rts - . , . ~ , An interesting point is that the blades or vanes of the rotor and the fixed divisions in the cylinders are watercooled internally, so that they remain at the same temperature as the walls of the cylinder, and the problems with hot spots which arise in the pistons of normal engines did not exist. The complete absence of side strain tending toward ovalisation of the cylinder and the few moving parts appear to be the important features of this engine, and it will be interesting to see what progress it makes. It is

receiving much more attention from manufacturers than is usual with revolutionary new designs. NATIONAL HIGHWAYS Uniform surfacing of the main roads of Britain will be one of the principal features of the great scheme of national control announced by Mr HoreBelisha, Minister of Transport, in the House of Commons. The Great North road has been cited as an example of Miat changes the new scheme will produce. This road, between London and Edinburgh, is controlled by 31 different local authorities, an average, of 12£ miles of road to each, while on the 110 miles between London and Birmingham there are 23 different types of surface. Under the new scheme the Great North road, after being transferred to the Ministry, would be widened, furnished with cycle tracks and separate carriageways, and given a uniform surface. Similar alterations will be made to all trunk roads wherever possible. All trunk roads will not be made of uniform width. The width will vary with the volume of traffic at various points. The aim will be to secure a gradual “ tapering ” of the widths of a trunk road according to traffic requirements. The minimum standard of lighting recommended by the Departmental Committee on Street Lighting—to enable drivers to proceed with safety at 30 miles an hour without the use of headlights—would also be an ideal to aim at, according to an official of the Ministry of Transport. SYNCHRO-MESH CHANGING Many drivers appear to imagine that the synchro-mesh type of gearbox is provided to enable the ordinary motorist to make the lightning gear changes of the racing man or those, almost as quick, of the thoroughly expert and experienced driver. But that is not its object and purpose. It has been conceived for and supplied to everyday cars to enable gear changes to be made quietly and without skill; it will not give lightning changes unless lightning gear-change methods are adopted. That being the case, the only reduction of time-lag to be expected in changing is that due to the avoidance of “crashing” the gears and generally “ fuddling ” the individual change. The clutch should be fully depressed and the gear lever then moved deliberately but firmly, though without undue force. For a change into a higher gear, the accelerator should be released; but for a change into a lower gear its full release is not really necessary—is not altogether advisable, in fact —if the change is made early to climb a stiff gradient at a fast speed. But the important point is not to hurry the movement of the gear lever; at all events, not unless the synchromesh provision is ignored and changes into a lower gear are rfiade by the double-declutch method that was practically essential, and still is, with the .ordinary, or non-synchro-mesh, type of 'gearbox. IT’S SMART TO DRIVE SAFELY Fewer ’* voodoo doctors ” and more common sense are needed in the current safety problem, according to Mr Paul Hoffman, president of the Studebaker Corporation, who recently delivered his views on the subject in an address to delegates at the annual Mid-west Safety Conference in Chicago. Mr Hoffman said that from a crassly commercial motive” he was interested in educational campaigns to teach motorists that “ it is smart to drive safely.” He quoted statistics to the effect that last year Americans spent 2,638,000,000 dollars (£529,000,000) for new cars and trucks, only to have accidents take 1,680,000,000 dollars (£336,000,000) from their pockets. “How are we going to make better drivers out of the 40,000.000 Americans who consider themselves kings of our roadways? ” asks the speaker, who went on to criticise safety “cure-alls.” “Since traffic safety became front page news,”, he said, "hardly a day passes that some voodoo doctor does not rush into print with his pet panacea which will solve the problem instantly. “ For the most part, they are gadgeteers with some new gadget that will do the trick. Most prominently mentioned of all the gadgets is the governor, which would limit speed to 50 miles an hour. This, they, say, is the answer. “They ignore such obvious facts as these:—First that there are 23,000,000 cars and trucks on the road to-day, which could only be equipped with governors at great cost, and over a relatively long period; second, that engine governors do not control downhill speeds; third, that governors become inoperative and can be made inoperative with ease; fourth, that practically all traffic experts agree that the power to pass quickly is an important safety factor; fifth, that automobiles must have reserve power and speed if they are to operate economically and efficiently; sixth, that 90 per cent, of all accidents occur at speeds below 50 miles an hour, and therefore, at best, governing of speed could play but a small part in the accident problem. , . “ Governors are only one of the numerous gadgets which are advocated Speed control by radio is another. Dynamite caps which could explode tyres when the speedometer showed 50 miles is yet another. “ It is my personal opinion that we can expect little from gadgets in bringing about better driving conditions. We must rely on education, and included in education is that of the punitive type known as enforcement. “Much of the education effort in the past year has taken the form of scare copy. I recognise the need of shocking people in order to get their attention, but, after attention has been secured, a further campaign of fright merely results in the jitters. We must make a scientific approach to this problem of driver education. “In this campaign of education I have a suggestion to make. I believe it would be most interesting to show all drivers their accident expectation, broken down and classified as it applies to reckless, fair, and good drivers. “ As far as the motor industry is concerned, we propose making a determined and concerted drive to have our 4,000.000 employees set an example of safe, courteous driving. That is our particular job The problem of bringing about better driving on the part of the 36,000,000 drivers in these United States is outside our immediate field of action, but we have every desire to be as helpful as possible NEW MOBILOIL DIRECTORY The “ 1936-37 edition of the Mobiloil Directory .of Correct Lubrication” can now be consulted at any garage or service station. The directory covers the complete lubrication of all models of the cars, trucks, buses, iotor cycles, and tractors produced since 1925. Diesel engines are alsc included. As well as the correct summer and winter recommendations for the engine, gear box, and differential, the directory contains complete information about the application of lubricants, central chassis lubrication, uni”ersal joints, shock absorbed systems; in fact, the lubrication of every part of all automotive units is completely covered. Another helpful article deals with the S.A.E. viscosity numbers which are often referred to in car makers’ manuals, and explains their meaning and limitations. In 1906 the Vacuum

Oil Company produced the first “ Chart of Recommendations” in this country and since then, for thirty years, in keeping with the times they have published a yearly guide. The directory so familiar to all motorists and service station proprietors is the professional advice of the Vacuum automotive engineers in Great Britain, America, France. Germany, Italy, Australia. New Zealand, and other countries, and the company claim it is the nost authoritative and complete guide published. koad safety tips The safety and pleasure of motorists and pedestrians can be increased many fold by the driver’s observation of a few simple rules, according to Ab, Jenkins, known as the world’s safest driver Jenkins, who holds more speed records than any other man in sports, has driven more than one million miles on all kinds of roads without an accident. Besides the well-know., and fairly-well-recognised rules about observing traffic signs, not trying tu beat traffic lights, not passing another car on a turn or a hill, Jenkins has the following advice to give on features of driving little thought about by the average motorist: — 1. Read the road; that is, observe cars far ahead and those directly behind, because’only in this way can you decide whether passing is safe. The car behind can do you a lot of damage, and observing only the next car ahead is no insurance of safety 2. Don’t drive in a slouched position, keep both hands on the wheel. Hands and arms should always be in a position to take care of the ever-impending emergency 3. When making a tarn, use only one hand to apply pressure on the wheel, allowing it to slide through the other hand. This places you in a position to put full strength into a quick turn in the opposite direction should the emergency demand it. 4. Never run a car faster than you can drive it. If you are at all nervous you are driving too fast. 5. Never use the brakes in a skid on slippery roads The best method is to disengage the clutch, which will permit the rear wheels to roll free and follow the front wheels straight ahead. Then apply the clutch gradually. Jenkins places tyre equipment as the first and most important consideration for safe driving. He states that every driver should be compelled to have good tyres on his car. Jenkins is an expert on tyre equipment. He has studied manufacturing methods as well as proved the performance of tyres in his speedway and highway driving. All of his records,, including the amazing performance of 127 miles an hour for 24 hours on the hot salt beds of Utah, were made on Firestone tyres without tyre trouble of any kind. THE MOTOR CYCLE FIXTURES September 35.—Monthly meeting. September 26.—Run to aerodrome. October 10. —Secret trial. October 20.—Monthly meeting. October 24, 25, 26.—Labour Day trial. November 7.—Camborly scramble. November 17.—Monthly meeting. November 21.—Grass hill climb. December s.—Acceleration test, December 13.—Full-day social run. December 15.—Monthly meeting. AUSTRALIAN SPEED RECORD The fastest land speed ever reached in Australia was reached recently on a stretch of bilumen-faced road near Sydney by A. Senior on an O.K. Supreme motor cycle shod with Dunlop tyres. Senior covered a-quarter of a mile in both directions at a mean speed of 123.2 miles an hour. The Australian record was held previously by L. Tobin, who averaged 120 miles an hour. With a breeze in his favour Senior flashed over the course at 130.4

miles an hour, but on the return trip against the wind this was reduced to 116.8 miles an hour. There are many racing cars which could do better than this, but none has been imported t < Australia. It is possible; however, that a machine may be brought out for the South Australian Centenary Grand Prix, and will be used to attack Senior’s record. The highest speed officially recorded on a motor cycle was accomplished by the German Ernest Henne, who, in October last, on a paved road at Frankfort, reached a mean speed of 159 miles an hour over a kilometre and 157.1 over a mile. Ho rode a 750c.c twin-engined 8.M.W., whereas Senior's machine was only 500c.c. capacity. SPARKS Bubwith toll bridge over the River Derwent on the Selby-Bridlington road is to be freed. The bridge is about 140 years old.

In one day at Bristol there were 64 cases of road offences in one court and 84 cases of failing to stop at “ halt ” signs at another. The local press referred to this as a “ Motorists’ Field Day.”

A fox terrier at Clifton has learned to use the Belisha crossing when he wishes to cross the road, and waits with other pedestrians for the policeman’s hand to go up to give him the right of way.

A farmer thought to test his wife’s driving ability before buying her a provisional licence, and allowed her to try her hand for some 200 yards along a quiet road. Result: A total of 50s in fines at Axbridge Police Court. Nearly half a million acres of countryside have been acquired in Britain for building purposes in the last 15 years, according to a leading agricultural authority.

An American doctor states that streamline cars, when they hit anyone, are responsible for more severe bone injuries than the ordinary type of car, and that a new medical technique is 'being evolved to deal with these injuries.

Colwyn ratepayers are up in arms against the decision of the council to allow motorists to park their cars on the promenade free of charge. At a protest meeting the chairman complained that the “ day motorists ” did not spend a penny in the town.

_ The sixteenth driver in England to license a taxi has received his first summons for a road offence. He had been driving for 49 years with a clean sheet. The offence alleged was failing to allow a pedestrian free passage at a crossing. The case was dismissed.

A motor cyclist on the Sleaford main road in Lincolnshire was unable to avoid a snake which was crossing the road. The reptile, just over three feel long, was one of the largest seen in the district for some lime. The snake appeared to be more or less uninjured, and evaded capture for a while.

The A. A. have been informed by the Ministry of Transport that it has decided not to proceed with the proposed regulations governing the use of wireless sets in cars. The matter may be reconsidered should evidence be adduced as to danger arising from the use of sets not properly constructed or fitted, or from nuisance from the inconsiderate use of loud receivers.

Have you heard this one? There were two magistrate-motorists on a Welsh bench, and both also figured on the charge sheet for the same kind of incorrect driving. They sal in judgment on each other’s case in rotation.

Magistrate “A” imposed a fine of 10s on magistrate “ B,” and then retired to the dock. “This kind of offence is far too common,” said “ B ” haughtily, '■ this is the second case of the kind we have had here this morning. Fined 20s.