Summer Worries

Sun (Auckland), Volume I, Issue 290, 28 February 1928, Page 7

Summer Worries

ONE of the most remarkable features about the modern motor-car is its ability to function uniformly under the most adverse circumstances. The heat of the sun’s rays, however, has a serious effect on certain parts, notably the body and tyres, so motorists should take warning and devise ways and means of minimising any damage that may accrue from this cause.

Not only is the normal temperature higher in summer-time, but the actinic values of the sun’s rays are greater; and so, acting upon the assumption that prevention is better than cure, a little careful thought will certainly leave the car in better shape at the season's end than would otherwise be the case.

As the exterior is most likely to suffer, and in any case is most prominent, we will comsider it first.

Cellulose finishes for body and metal work are almost universal now, and while rain, mud, tar, acids, and a host of other agents are effectively resisted, yet direct exposure to the sun’s rays slowly but surely damages it. Exposure to direct rays for one day in midsummer will do as much damage as a week of winter exposure. Similar effect is produced upon paint and varnish jobs, and her a there is a further possibility of forming blisters and blemishes.

The moral, therefore, is to park the car whenever possible in a shady spot. It may only mean a yard or two either way, but it is well worth the bother. Next, take artillery wheels. They should always be kept thoroughly painted for protection. The wood from which the spokes are made shrinks slightly when exposed to hot. dry air for any length of time, and while up to a point this has been provided for in construction, yet immediately they begin to “work” objectionable squeaks are heard. Not that the squeaks matter much, but it is a sure sign of danger. The spokes should immediately be “wedged” and tightness restored, otherwise there may be risk of collapse, and certainly a job of rebuilding in store.

This is one of the cases where a few shillings spent early will ultimately save pounds. Tyres are Affected

The running temperature of tyres is lower in winter than in summer, for they are then effectively air and water cooled, and so the heat generated by friction with the road surface is rapidly dissipated and kept to very low limits. Under these favourable conditions many repaired tubes and tyres will have been working without trouble.

Summer conditions are entirely difj ferent and will submit tyres and tubes ! to a severe gruelling. I Tubes that have been patched by ! any “cold” process must be vulcan- j i ised before replacement, and covers j I should be examined for cuts and faults, j The only way motorists may consist- j ently dodge roadside trouble is to anticipate it, and do the work conveni- ] ently and at leisure in the garage. Not that this means looking for work j at all. But there are only two courses | open—either lool* over the gear now at | your leisure, or sweat over a blow-out —perhaps after a nasty skid—with no shelter from the broiling sun and finish by pumping up the tyre. You must make your choice. Damage by Tar Our next summer worry is how to prevent damage, due to ravages of tar used as a top dressing for town roads. The success or otherwise of this material depends to a great extent upon the temperature at which it softens, obviously a sample quite good enough for winter may be useless in summer. Quite apart from danger of skidding on these surfaces, a good deal of actual damage is being caused. Road tar acts as a natural solvent for rubber, and is a most destructive agent where tyres are concerned. In addition to this, when allowed to stand on a paint and varnish finish a permanent blemish will be the result. When tar adheres in any quantity to tyres it is advisable to scrape off as much as possible and then wash thoroughly with benzol. When on paint- : work remove carefully with a soft j cloth dampe l in benzol, using as littie j force as possible—finish off by rub- ; bing with wax polish. I Fortunately, cellulose finishes are not ! affected by tar to any extent, but it is advisable to remove as described i above as soon as possible. During the cooler weather many new j cars have been placed in commission 1 which have proved quite comfortable j to drive. In many cases, however, they | may prove trying to drive on hot, stifling days, especially on long trips. Other cars may be found uncomfortably warm about the driver’s feet and legs, while closed cars may be lacking in ventilation. i The solution of this problem is

simple, and not at all costly, for it merely resolves itself into devising; suitable means of air circulation. Ventilation Needed Where open cars are concerned the fitting of a pair of adjustable louvre vents, one on either side of the scuttle, will make a vast improvement. A good deal of attention has been paid of late to closed-car ventilation, and many clever and effective schemes are in use. Existing principles may bo modified to suit individual n*'eds. but, in my opinion, a great number fail simply due to lack of a good “get away” for the air. In this connection improvement will be found if a well-made trap, either sliding or rising, be fitted in the rear top of the closed car roof. Care must of course be taken to make sure it is well made and watertight. A couple of additional points for consideration now are in the matter of lubricating oil and battery fluid. It is now the time to change engine oil to the next thicker grade as recommended by the makers, and to give the electric battery a top over with distilled water.