MOTORDOM

Southland Times, Issue 21091, 24 May 1930, Page 16

MOTORDOM

OF GENERAL INTEREST. It is announced from New York that an amalgamation is to take place between the Standard Oil Co. and the Vacuum Oil Co.

The gleaming metal forming the body of Kaye Don’s “Silver Bullet” is actually 16-gauge aluminium sheeting built on to a steel framework with strips of rubber interposed.

Italy’s most luxurious production, the Isotta-Fraschini, is one of the most imposing cars manufactured. This concern were the first to standardize the eight cylinder inline type of engine.

There will be two main air displays held in England this year. One is the annual R.A.F. Display at Hendon, and the other a Pageant in connection with the Centenary Celebrations of the Liverpool—Manchester Railway.

Features of the 1930 model motor car are, 4-speed gearbox, central control, junction box for wiring, centralized lubrication system, oil and air cleaners, wire wheels, coil ignition, automatic radiator shutters, and silent bloc bushes.

The only twin-cylinder car produced in the world, the Jowett, is an exceptionally efficient performer. On account of the power unit occupying such a small space, the body is larger than is to be found on cars of much more horsepower.

The Lea-Francis concern still pin their faith to the four-cylinder engine and all models are very similar in design. Incidentally, this company was one of the first to list a supercharged model as standard.

World automobile ■ production for 1928 show some interesting figures. The United States held first place with 4,600,000 cars, France came second with 223,000, Great Britain third with 204,000, Germany fourth with 55,000.

An interesting fact is that the Rolls Royce company only supply a chassis to the buyer. It is left for the owner to order what type of body he thinks most suitable.

At a meeting of the Federation Aeronautique Internationale it was decided that the next contest for the Schneider Mari-

time Trophy should take place between June 1 and September 30, 1931. The exact date will be decided later and entries must be received on or before July 31, 1930. The announcement that Mr Woolf Barnato drove a Bently car to victory in the double twelve hours’ international motor race came as no surprise. This driver has long been known as an expert at the wheel of fast automobiles, and has many famous races to his credit included among which is the international motoring Grand Prix d’ endurance. It is quite probable that Sir Henry Segrave will contest the next vacant byelection, standing for the United Empire party. He should go far in Parliament if he gets in, for his motoring skill is matched by his ability as a man of business, while he is a fluent and interesting speaker, - a combination which is extremely rare amongst race drivers. The following is a summary of the world’s records recognized by the F.I.C.M. and issued by the A.O.U. of Great Britain for 1929

The staffs at the various Post Offices ask owners to come early to re-register their motor vehicles, The following list of numbers will enable one to tell the district a car comes from: —

American aviation enthusiasts recently presented a trophy to the Federation Aeronautique Internationale to be awarded to the country of any pilot who succeeds in establishing a new world’s air-speed record. The L. S Thompson Speed Trophy as it is called, has - been awarded to England in recognition of the record of 357./23 m.p.h. set up on September 12, 1929, by Squadron-Leader A. H. Orlebar.

A Diesel motor lorry is now on sale in Great Britain. It is the product of Kerr—Stuart and Co., Ltd, Stoke-on-Trent, the well-known manufacturers. In external appearance the lorry differs slightly from an ordinary internal combustion engine in that the front wheels are set further back than usual and the bonnet is left overhanging by about five feet. The engine fitted to the lorry is of the McLarenBery airless injection four cylinder type. Four forward gears are fitted in addition to the usual reversing mechanism, and with a full load the lorry is capable of climbing any reasonable gradient. THE FOUR CYLINDER ENGINE. CAN STILL MAKE RECORDS. The sturdy, efficient, reliable and economical four-cylinder unit is being gradually replaced by the six-cylinder engine, and no fewer than eighteen of the leading British manufacturers have dropped the four, to concentrate upon the six or eightcylinder car. Some well established, honoured and famous names have vanished from the four-cylindered world, and to-day there are only thirteen British' firms which have clung to the four-cylinder design. Of these there are seven more or less unknown to the average motorist, but five are making popular and extremely efficient four-cylinder models, while the sixth produces a sound two-cylinder car. There are only two French firms producing nothing but four-cylinder engines, while only one American manufacturer has remained faithful to the four-cylinder power unit. The appeal of the six-cylinder car is, of course, a good top-gear performance. But there are also some four-cylinder cars with a very excellent performance on top. However, for the ordinary driver who wants a good car, but who has not a great deal of money to spend upon motoring, the fourcylinder engine is ideal.

In the racing and sporting field of motoring no great advantage seems to have been gained by the mere fact of multiplying the number of cylinders, and there are many light cars with 4-cylinder engines, which without being freak designs, are Capable of extremely high speeds. Where economy is concerned these four-cylinder cars are supreme. In this connection it is interesting to note that just recently, at Brooklands track, England, Captain H. R. Birkin, driving a four-cylinder Bentley car, established a lap record of 135.33 miles an hour, defeating' Kaye Don’s previous record •of 134.46 m.p.h. As Brooklands track is designed for a speed not greater than 120 m.p.h. this performance is a most remarkable one. THE INTERNATIONAL MOTOR RACE. WITH THE BENTLt AND ASTORMARTIN CARS. It was pleasing to receive the cable message of May 11 announcing that the double twelve hours’ international motor race at Brooklands ended in a British victory. Below are some notes on the cars gaining first, second, third and fourth places. The Bently. Bently cars are renowned the world over for their consistent successes in road races and no automobile has done so much to maintain Britain’s prestige in racing. The majority of the successes have been obtained with the 4J litre four-cylinder model, which like the six cylinder model has four .valves per cylinder, operated by an overhead camshaft. Bently cars have covered the greatest distance for three consecutive years in the 24-hour race at Le Mans, while a 4J litre unsupercharged Bently holds the world’s record for a 500-mile race at Brooklands last year when F. C. Clement and J. D. Barclay averaged 107.2 m.p.h. for the distance. The Riley. Riley cars are noted for their attractive and original bodywork, while the chassis gives a really first rate performance. The Brooklands model on the 9 h.p. chassis has a 7 gallon tank, autopulse feed, two Zenith carburetters and a petrol consumption of 30 —35 m.p.g. The Astor-Martin. The four cylinder Astor-Martin is an extremely low-built sports vehicle with a super performance, a maximum speed of over 80 m.p.h. being possible. Fitted with O.H.V. (camshaft), thermo-siphon and pump cooling combined, autopulse feed, and forced-feed lubrication, this high grade English automobile is well fitted to uphold the reputation of British cars on the racing track. The Team Cup. The news that the team cup was won by Morris garage midget cars conveys little. Perhaps the M. G-Midget 8-33 h.p. cars were the products in question. The writer, however, has never heard of these cars being referred to as Morris garage automobiles. Tobacco can, according to one expert, be grown in Cornwall at a cost of threepence a pound, exclusive of labour. The latter item would increase the price to one shilling a pound at the outside. The nearest approach to perpetual motion is an “earth driven electrical clock,” which has gone for 10 years without winding. Once fixed, it keeps going says its inventor, until the works wear out.

SOUTHLAND MOTOR CYCLE CLUB. RELIABILITY TRIAL. The entries which have been coming in during the week show that the King’s Birthday Trial is again going to prove a success. The short course of 51 miles, over which two circuits will be run, appears to be a popular innovation; and the fact that the route will not be announced until half an hour before the first competitor starts has been the subject of approving comment on all sides.

Entries close sharp at 4 p.m. next Tuesday, and it is intended to publish the list of competitors in their starting order in these columns next Saturday. \ The committee hopes to introduce a larger number of observed sections and so give points for good riding. Stoppages and use of the feet in these- places will carry penalties. To make the organization efficient, however, a number of observers are still required, and the committee hopes the response from those willing to assist will be as generous as it has been in previous years.

The start is from the Crescent, but the dinner check and finish will be at Messrs Tattersfield’s garage, Spey street.

The first man should arrive at the dinner check at 11.54 a.m, and set out again at 12.54 p.m. He is scheduled to finish the second round at 3.2 p.m., and should be followed by the other competitors at one-minute intervals. It is pleasing to see that the winning team in last year’s trial has again entered, and intends to make a strenuous effort to hold the team prize for Gore.

SPOILING MOTOR PLEASURE

MAKE AN EARLY START.

Even one member of a party can spoil the pleasure of a tour, and if more than one are “difficult” the car owner Would have been well advised to tour alone.

The driver of the car has a responsibility which he should fully appreciate, and the I host-driver as a rule does so. He knows the car, states The New Zealand Dairyman, he knows its best touring speed, he sees to the refuelling and reoiluig; -he,' as the engineer, accepts the responsibility of getting his guests to their planned destination; his ears all day are alert to note any audible sign of mechanical fault; his eyes are watching the road, whilst his guests recline relaxed, enjoying the changing views. The driver of the car is liable to get irritated through having his attention distracted by his passengers talking to him too much, particularly if the road hides possible traffic ahead. The passengers can chatter quietly and enjoy themselves, and the driver will have equal enjoyment if he is not expected to participate in the chattering. He will enjoy himself much more if he knows his passengers are enjoying the scenery and their con-versation-whilst. he listens in to the hum of his engine and the regular breathing at the end of the exhaust pipe. He can listen and see at the same time. He loves driving or he would not be at the wheel. Passengers should see also that their luggage does not cramp the driver; he wants more freedom of movement than the passengers. Accidents have happened when free movement of the driver’s arm has been restricted and the delay in turning the wheel another two inches caused the crash. Luggage is a problem amongst women, and the thoughtful passenger carries only essentials. No driver will show or feel any admiration for a beautiful array of clothing which, when in its bulky travelling case, has jammed him and made him adopt a new pose at the wheel—one his muscles are untrained to. The experienced driver makes his starting hour in the mornings; he will usually, if not always, consult his guests. When a decision has been reached he plans his running time; he makes enquiries, gets a line un on road conditions; he knows the capabilities of the car, and his opinion as to the next day’s run should be accepted, also the next night’s stopping place. The most important detail, then, is for the passengers to be ready ahead of time. The driver experiences much pleasure in getting away without fuss smartly to schedule. A late start means driving much faster, and inconsiderate passengers can make a nervous wreck of a driver. Passengers should avoid the irritating delays occasioned through “Oh, would you mind waiting until I run up and see if I did pack my hair brush?” A woman with wandering gloves creates a desire for murder in the heart of some drivers. A passenger who discusses the.probability of a hair brush or a purse being left behind at once raises doubts in the other passengers’ minds and spoils the tour until bags are opened and all is found in order. The good driver-host has had his oil and petrol tanks filled for the day; he will have made sure brakes are 0.K., tyres are O.K, and he has also packed, so it is hot too much to expect that the passenger will do two things—i.e, be on time and pack everything—and start without irritating fuss. On the other hand a careless pilot will spoil a tour through running out of petrol between towns or through driving too fast, or taking risks which gives his guests “nerves.”

There should be no problem in planning a pleasurable tour if the host is treated much in the same way as the captain of a ship. Every car has a plimsol mark in the mind of the driver, and too much luggage. over-strained running boards, late starting, and rushing bad roads to make up time, spoils a good holiday.

Cyclists will regret to learn that Don Kirkham, one of the greatest road cyclists Australia has ever had, died at St. Arnaud, Victoria, recently at the age of 44. When, at the height of his career Kirkham ranked with the world’s best riders and established many records, some of which are still standing. In 1914 Don Kirkham with I. R. Munro, represented Australia in the Tour de France —the longest road race in the world (3,300 miles) —in which they finished 17th and 20th respectively. With the, exception of the Dunlop road race (Warrnambool to Melbourne) Kirkham gained fastest time and championship honours in every cycling event of importance in Australia, and was Australian road champion for several years. Among his achievements, which have not been excelled, are the 100 miles, out and home unpaced world’s record of‘4hrs. 36 mins., and the 25 miles world’s straightaway unpaced record of 50mins. 30Jsecs. established on Victorian roads. Kirkham’s\ last anpearance was in the Victorian Cycle Traders 100-mile race, four years ago. Subsequently he was involved in a motor ■ car accident and received injuries which ended his cycling career. A good story comes from a golf club in Wellington. One member recently wrote to the secretary of her club asking that an endeavour should be made to prohibit aeroplanes passing over the course while play was in progress. The secretary, who is tactful, merely “received” the letter.

THE McKENNA DUTIES.

SIR HERBERT AUSTIN’S VIEWS.

IMPORTANCE OF HOME MARKET.

At the annual meeting of the Austin Motor Company Sir Herbert Austin (chairman) referred tb the-McKenna duties and what the results would be - if these were removed.

“If as the result of these duties," he said, “the motor industry of this country had profiteered on the motoring public, or had formed trusts of agreements for price maintenance, or had' failed to modernise its works or methods, then I consider the Government of the day, no matter what its colour, would be justified in removing them. Actually the reverse is the case; the confidence given to the industry by the duties and the greater turnover thereby obtained have created a condition of intense internal competition, resulting in the prices of our products being reduced to below pre-war levels, in spite of the fact that our wages per hour have risen nearly double and taxation has nearly quadrupled. “We are not looking at the situation which would be created if the duties were removed with any feeling of despair; we shall do our utmost to carry on successfully no matter what difficulties we have to face, but it is just as well to appreciate that this company’s earnings on manufacture would be very considerably crippled, and it is certain that wa-es would also be very much curtailed and reduced. It would be for our suppliers and employees an unfortunate development if we found it advantageous to purchase Austin cars from the American, German or French factories rather than manufacture them here. The Government is continually asking the country to increase exports, and quite rightly, but if we lose our home market how does it suppose we can even retain our present export business, much less increase it ? Even if we had a monopoly of our home trade our position would still be very difficult, because it is only about one twenty-fifth of that reserved by heavy import duties to the American manufacturer, and if our share of the home trade was much reduced our export trade might disappear altogether. The Threat of the Chancellor. “In trying to compete with Continental nations we are seriously handicapped by the higher standards of living and much higher wages paid to our workpeople. "‘Why it should be possible for anyone, no matter how rabid a Freetrade idealist he may be in principle, to imagine that this country should be different in its fiscal policy from all other countries in the world at the present difficulty and abnormal period passes one’s understanding. The threat of the Chancellor of the Exchequer that all safeguarding duties shall disappear proves that it is high time we prevented anyone who carries little or no responsibility in business from meddling with or damaging our in dustries. In fact, it is one more proof that fiscal matters should be removed from party politics and dealt with'by some other unbiased and more logical and responsible method.

“It is impossible for me to believe that any Chancellor, while diligently searching for revenue, on the one hand, arid for employment on the other, will propose deliberately, bv the removal of the McKenna duties, to throw away with both hands at one and the same time a substantial source of revenue and a substantial source of employment. The difficulties created by our ever-open door are more serious and widespread than may' be realized at first sight. It is not that British motor manufacturers wish to compel the British public to purchase home-produced cars by inflating the price of imported productions but that this country cannot afford to strengthen the hands of competing nations for the fight in overseas markets.

“The most juvenile student of economics knows that Great Britain cannot again enjoy a desirable prosperity except by rebuilding up - her export business. Export business .cannot be built up unless we are able to.secure the same advantages as our rivals. The manufacturers of all other countries have a protected home market, enabling them to keep prices low because of the economies obtained by production in large quantity. We help our rivals to practise those economies when we patronise them ourselves, and- at the- same time destroy our own chances of successful marketing ‘elsewhere.”

MAINTAINING ENGINE TEMPERATURE.

SOME WINTER EQUIPMENT.

DESIRABLE ACCESSORIES.

Inexperienced motorists often complain that as the first yellow leaves of autumn come drifting down from the trees the running of their engines is no longer so satisfactory as it was on the long, warm summer days, states The Motor. It annoys them, when starting off in the morning, to be compelled to listen to a chorus of spits and bangs from the carburetters, and to feel the thumping, irregular motion of.ths engine. They notice, too, that although it is kept cooler by the colder weather the oil in the crankcase rapidly deteriorates, while the fuel consumption also increases. Even after running a considerable distance, when the radiator feels quite warm to the touch, the car does not seem to pull as it should on long hills, while the acceleration is nothing like so good as it was in warmer weather. .All these faults can be traced to too low a running temperature. In order to ensure adequate cooling of the engines on mountain roads and in the heat of summer, car manufacturers usually send out cars with large radiators. The result is that unless they are protected from cold winter winds they cool the water surrounding the cylinders far too much. / When this happens the fuel from the carburetter is improperly vaporized, or may condense on the walls of the induction pipe and may even reach the cylinders in liquid form. If this occurs some cylinders receive a greater proportion of explosive mixture than others, >and hence there is lumpy and irregular running. Acceleration is affected by the mixture reaching. the cylinders, as it were, in uncertain gusts, some of which are laden with globules of fuel, while others are practically only of air. At the worst, when liquid fuel reaches the cylinders the oil is washed off the walls and the pistons are thus ineffectively lubricated. Moreover, the fuel leaks past the piston rings info the crankcase, where it dilutes the oil, detracting, considerably from its lubricating properties. This alarming list of misfortunes which may follow in the train of running the engine too cool 'can be guarded against in a number of ways. The simplest cure is probably to stick an old newspaper over the front of the radiator, where it is held by the pressure of the wind or the suction of the fan. The most expensive method is to have a beautiful set of radiator shutters automatically controlled by a thermostat in the engine. In between these two extremes there is a wide range of useful devices. There are metal plates, fitted in a few moments, which blank off sections of the radiator; there are waterproof muffs, which can be adjusted to admit more or less air to the cooling surface; then there are radiator shutters, controlled either by hand through rods or Bowden wire or operated automatically by 'a thermostat, which is a device in which mechanical movement is obtained as a result of certain metals or gases expanding through heat. The protagonists of the radiator shutter urge in its favour/that, as cold air is prevented from reaching the radiator and the inside of the bonnet, a summer temperature js always maintained round the engine. Thus is there no special need of a hot-air intake. If the shutters are controlled by a thermostat the engine will warm up rapidly, for the shutters will remain closed until the temperature has risen sufficiently for them to start opening automatically. Conversely, if the car is left standing the shutters close gradually as the water in the radiator cools. The thermostats alone do much to control the running temperature, for they do not allow the water to circulate from the cylinder block to the radiator. until it has

reached an appropriate temperature which is then maintained. Modern thermostats can be obtained which can be adjusted to give any desired running temperature. The flexibility of an engine in cold weather can be greatly increased, in many cases, by the fitting of a suitable hot-air intake or water jacketing the carburetter, and no doubt the ideal arrangement in winter is to have a hot-air intake as well as some- device for keeping the cooling w’ater at the right temperature. One particularly ingenious device is the Autostat, which, by means of a thermostat, regulates the temperature of the air entering the carburetter, and ideal conditions are thus always maintained.

1930 CARS.

FROM THE A.C. TO THE WOLSELEY.

O.H.V. MOST POPULAR ENGINE TYPE.

The following is The Motor compendium of 1930 cars. Explanations of abbreviations used. Countries of origin are indicated as follows:—G.B., Great Britain; C., Canada; U.S., United States of America; F., France; L, Italy; G., Germany.; A., Austria; 8., Belgium.

r S.V. >z side valves; 0.h.v., overhead valves; , si., sleeve-valves. 3 CAR. ENGINE. 1 A.C. (Acedes), (G. 8. two models. O.H.V. s A.J.S. (G.B.j, one model S.V. r Alfa-Romeo (I.), five models .. O.H.V. > Alvis (G. 8. three models .. .. O.H.V. - Amilcar (F.), two models S.V. - Argyll (G. 8. three models. Single SI. V. > Armstrong-Siddeley (G. 8. five models. s 12 and 15 h.p. S.V., others O.H.V. j Arrol-Aster (G. 8. two models. Single SI.V. » Aster (G. 8. two models. Single SI. V. ; Aston-Martin (G. 8. one model. O.H.V. t Auburn (U.S.), three models .. .. S.V. • Austin (G. 8. four models. .. .. S.V. > Austro-Daimler (A.), three models . O.H.V. r Ballot (F.), one model O.H.V. r Bayliss-Thomas (G. 8. one model. O.H.V. > Bently (G. 8. four models. .. O.H.V. . Beverley (G. 8. one' model. .. O.H.V. , Bianchi (I.), two models O.H.V. 5 Brocklebank (G. 8. one model. O.H.V. . Bugatti (F.), eight models. .. O.H.V. Buick (U.S. and G. 8.), two models. O.H.V. Cadillac (U.S.), one model. S.V. (V-type engine). 1 Calthorpe (G. 8. two models S.V. ' Chenard-Walker (F.), three models. 1 12 h.p. S.V., others O.H.V. Chevrolet (U.S.), one model. .. O.H.V. Chrysler (U.S.), three models. .. S.V. 1 Citroen (F. and G. 8.), two models. S.V. Cord Front Drive (U.S.), one model. S.V. Crossley (G. 8. four models. O.H.V. ! Daimler (G. 8. five models. ’ 20 h.p., 25 h.p., 35 h.p., S.V. 30 h.p. ! and 50 h.p. Vee type engine. Double 1 Six. Darracq (F.), four models. .. .. O.H.V. 1 Deguengard (F.)> one model. 1 2-stroke engine. Delage (F.), four models. IS h.p. S.V., others O.H.V. Delage (F.), two modelsO.H.V. Delaunay-Bellevillo (F.), three models. O.H.V. De Soto (U.S.), one model S.V. Dodge Brothers, three models. .. S.V. Donnet (F.), three modelsS.V. Duesenberg (U.S.), one model. O.H.V. Erskine (U.S.), one modelS.V. Essex (U.S.), two models S.V. Excelsior (B.), one modelO.H.V. Fiat (I.), three models. 9 h.p. 0.H.V., 18 h.p. and 20 h.p. S.V. Ford (G.B. and U.S.), one model. S.V. Franklin (U.S.), three models. .. O.H.V. F. (B.), one model. O.H.V. Frazer-Nash (G. 8. four models. .. S.V. G. (F.), two models. .. 8 h.p. S.V. Sports O.H.V. Gardner (U.S.), four models S.V. Graham (U.S.), four modeb .. .. S.V. Guoynne (G. 8. one model .. .. O.H.V. G. (G. B.), one model S.V. Hampton (G. 8. three models .. O.H.V. Hatton-McEvoy (G.B ), one model O.H.V. H. (G. 8. two models S.V. Hillman (G. 8. two models .... O.H.V. Hispano-Suiza (F.), two models .. O.H.V. Horstman (G. 8. two models .. .. O.H.V. Hotchkiss (F.), two models .. .. O.H.V. Hudson (U.S.), one model S.V. Humber (G. 8. five models .. .. O.H.V. Hupmobile (U.S.), two models .. .. S.V. Imperia (B.), three models S.V. Invicta (G. 8. one model O.H.V. Isotta-Franschini (I.), one model O.H.V. Itala (I.), one model O.H.V. Jowett (G. 8. one model. Horizontally opposed twin S.V. engine. Lagonda (G. 8. five models .... O.H.V. Lanchester (G. 8. three models .. O.H.V. Lancia (I.). two models O.H.V. La Salle (U.S.), one model Vee type engine S.V. Lea-Francis (G. 8. three models O.H.V. Lincoln (U.S.), one model Vee type engine S.V. Marmon (U.S.), four models S.V. Marquette. (U.S.), one model .. .. S.V. Mavendaz Special (G. 8. three models S.V. Mathis (F.), three models S.V. Mercedes-Benz (G.), four modeb 32 h.p S.V. others O.H.V. Minerva (B.), five models. SI.V. M.G. Sports (G. 8. four models O.H.V. Moon (U.S.), two models S.V. Morris (G. 8. four models, Minor O.H.V. Cowley and Oxford S.V. Isis O.H.V. Nash (U.S.), three models 23 h.p. S.V. Twin ignition six and eight .. O.H.V. O.M. (I.), eight models S.V. Peugeot (F.), three models S.V. Packard (U.S.), two models .. .. S.V. Panhard-Levassor (F.), five modeb SI.V. Pierce-Arrow (U.S.), three modeb S.V. Renault (F.), six models .. S.V. Reo (U.S.), two models .. .. .. .. S.V. Rhode (G. 8. O.H.V. Riley (G. 8. three modeb .. .. O.H.V. Rocket-Schneider (F.), one model O.H.V. Rolls-Royce (G. 8. two modeb .. O.H.V. Rover (G. 8. Four models O.H.V. Salmson (F.). two modeb O.H.V. Scotsman (G. 8. two modeb .. O.H.V. Schneider (F.), two modeb .. .. O.H.V. Singer (G. 8. three models .. .. O.H.V. Standard (G. 8. three models .. .. S.V. Star (G. 8. two modeb .... .. O.H.V. Steyr (A.), three models' O.H.V. Studebaker (U.S.), three modeb ;. S.V. Stutz (U.S.), two modeb .. .. O.H.V. Sunbeam (G. 8. four modeb .... O.H.V. Swift (G. 8. two models S.V. Talbot (G. 8. O.H.V. Tracta front-drive (F.), two modeb O.H.V. Triumph (G. 8. two modeb .. .. S.V. Trojan (G. 8. one model Two-stroke engine Unic (F,), one modelS.V. Vauxhall (G. 8. one model .. .. O.H.V. Vernon-Derby (F.), three modeb O.H.V. Voisin (F.), three modeb SI.V. Whitlock (G. 8. one model .... O.H.V. 1 Willys-Four (Whippet (U.S.), two models ..' S.V. Willys-Knight (U.S.), two modeb SI.V. Wolseley (G. 8. six models .. .. O.H.V. ABOUT RACING TYRES. A TALK BY AN EXPERT.

In a paper read before the Institution of Automobile Engineers in England recently by Captain J. S. Irving—the designer of Segrave’s wonderful record-breaking car, he stated that although the “Golden Arrow” had a possible speed of 275 m.p.h., it was decided that 250 m.p.h. represented the safe limit for the tyres then available. The margin was utilized in making body changes to give increased safety, .comfort and accessibility. The Dunlop tyres used had a tread thickness of only l-10th inch.and even so, centrifugal force increased the diameter by nearly one inch at maximum speed, imposing enormous loads on the cords and bead-wires. To quote Captain Irving:— “At 231 miles per hour with a tyre weighing 451 b. the tension in each wire bead is 34 tons. The tension in' l.inch of side wall tending to pull it from “ the bead wires is 6001 b. These forces have to be provided against. Imagine a few slender cotton strands wrapped around' a bunch of steel wires so firmly that these great centrifugal forces cannot dislodge them by a fraction of a millimetre. The patience and skill of the actual builders of the tyres, in tying up the cords round the beads in the manner prescribed by the designer were so remarkable as to warrant mention.” Since these tyres were made, the Dunlop Company have constructed the tyres for Kaye Don’s

“Silver Bullet" which were built to stand the strain of 300 m.p.h. Captain Irving stated that the total cost of building the “Golden Arrow” was £11,500. The “Golden Arrow” will be one of the principal attractions at the Melbourne Motor Show, to be opened at the Exhibition Building on May 1.

THE CARE OF. MOTOR CARS.

DO NOT STRAIN THE ENGINE.

SOME ADVICE BY AN EXPERT.

The wise motorist, who pays attention to the needs of his car, gets even more than his money’s worth from his investment. This means that if an owner drives his car as it should be driven, secs that it is properly serviced, gives it ordinary care, he is sure of power and performance for an indefinite time.

“The motor car,” said Mr M. H. Wall, Service Manager of General Motors New Zealand Limited, “is a highly complex piece of machinery, which has been brought to such a state of refinement that it is responsive to the slightest whim of its owner, even though it may be covered with mud, snow or ice. It requires little attention, but there are some things which, if done, will give the owner that outstanding performance that is the joy of all drivers. “No aeroplane pilot steps into the cockpit and soars up into the sky at once. Instead, he turns his motor over slowly for at least 20 minutes in order to get the oil circulating properly around the pistons and through all the bearings. If he did not, he would be very likely to freeze a piston and crash. “But every day, going along the streel, one hears some motor car owner racing his engine at the curb, tpid then shooting out into the traffic. What happens? The rate of expansion in the cylinder is less than that of the piston, which means that a scored cylinder or frozen piston is likely if the motor is speeded up before the oil has had time to throw its protecting film around the piston. Worn wrist pins and burned out bearings invariably result if the driver races his motor when it is cold.

“Bearing this in mind, the motor should be turned over slowly and the car not driven more than 25 miles an hour until the oil has had a chanc'e to warm up and circulate freely, thus spreading its protective film around all moving parts. “In the same manner, a new car should be ‘run in’ carefully, following the specifications of the manufacturer. If this is done, a perfectly performing motor will result. But, if the instructions arc ignored, then a driver may expect trouble to develop later.”

Precision manufacturing has brought into being a motor in which many parts are fitted with an accuracy up to .0005 inch. The motor when delivered to the owner is ready for driving at an average rate of 25 miles an hour for 500 miles. Then it may be driven at the rate of 35 miles an hour for the next 500. But this does not mean that when the 1000-mile mark is reached the motor should be suddenly shot up to a 65-mile an hour speed. It should be brought up gradually, in order to insure the best performance. If this is done, long life and durability are assured.

CHIVALRY OF THE ROAD.

PLEDGE FOR MOTORISTS.

HELPING ONE ANOTHER.

Sydney, May 1. The day seems to be approaching when Sydney motorists who expose one another s cars to peril or fail to give other drivers the right of way will, with profuse and profound obeisance, be greeting one another with, “Don’t apologise, my dear man; the fault was entirely mine. What can I do?” Deploring, in common with the Victorian traffic authorities, the lack of road courtesy, and the old spirit of road fellowship, the National Roads and Motorists’ Association of New South Wales is attempting an experiment among motorists W'ho are eager to do the other men on the road what he would like the other man to do to him in similar circumstances. It is issuing what is termed a “Golden Emblem” pledge, or badge, for display on windscreens and rear windows.

Motorisis who sign this pledge—signatures attesting the fealty of more than 800 to the good cause already—undertake to assist, as far as reasonably lies within their power, every other member of the association displaying the emblem, when in j trouble on the road They also pledge themselves in writing to practise and encourage road courtesy, to apply all the safety first principles, and to respect the rights of others on the road, whether motorists or pedestrians.

It will be quite a good thing if it means the death knell of the road hog—of the motorist who believes the road and the rules of the road were made only for him; the man who ignores the other man’s rights at street intersections; the driver who insists on cutting-in and cutting-out in heavy lines of traffic; the man who overtakes one on'narrow bridges; the man who creeps up from behind, loudly blasts his horn, gets the right of way, and then merely loafs in front of one. And so on. Perhaps the age of road chivalry' only wants awakening.

Capacity. Make. Speed. 175 c.c. 1 kilom. Villiers 77.21 1 hour J.A.P. 75.36 24 hour Villiers 52.06 250 c.c. 1 kilom Excelsior J.A.P. 89.96 1 hour Motosacoche 95.27 5 mile . Excelsior J.A.P. 96.64 24 hour Monet Goyon 55.28 350 ex. 1 kilom. A.J.S. 107.02 1 hour Velocette 100.40 12 hour Velocette 78.28 24 hour . F.N. 65.40 500 c.c. 1 kilom. A.J.S. 118.98 1 hour Rudge 106.50 12 hour A.J.S. 84.04 24 hour Norton 67.89 750 c.c. 1 kilom. Gillet 121.7 1 hour Rudge 106.5 24 hour Norton 67.89 1000 c.c. 1 kilom. Brough-Sup. 129.07 1 hour Rudge 106.5 24 hour Norton 67.89

District From. To. Auckland 1 29,400 . 29,401 34,400 . 34,401 47,900 Gisborne . 47,901 52,700 . 52,701 62,300 New Plymouth .. . . 62,301 71,900 . 71,901 79,900 Palmerston North . . 79,001 89,600 . 89,601 108,900 Blenheim . 108,901 111,200 Nelson . 111,201 114,800 Westport . 114,801 115,600 Greymouth . 115,601 117,400 Christchurch . 117,401 139,500 Timaru . 139,501 145,900 Oamaru . . 145,901 148,500 Dunedin . 148,501 160,600 Invercargill .. .. . . 160,601 170,000