MOTOR AND CYCLE.

Taranaki Daily News, 16 April 1921, Page 11

MOTOR AND CYCLE.

NEWS AND NOTES. April 9, 1921. -there are many motorists who abhor a strange noise while their ear is in operation, and who cannot drive with any degree of comfort until the source of the offending sound is located and the cause eliminated. By far the larger number of motorists ride on blissfully unconscious of strange noises, and some apparently do not notice rattles, knocks or squeaks that may be plainly heard by the passer-by. Noisy action is not apt to materialise the first year that a car is put into service because almost anyone, until the novelty of possession wears off, will take the trouble to screw down the grease cups and give the chassis parts, not provided with other means of oiling, at least a perfunctory squirt or two with the common or garden variety of spring bottom hand oiler. The car that has been operated for several seasons, regardless of the care that has been taken of it, is apt to develop a number of noises when it is operated over highways that have even minor, irregularities of surface. Thia results in the car running to the accompaniment of a number of rattles and squeaks that prove very annoying to those experienced motorists who desire a smooth-running and silent car. Some noises that seem to pressage serious troubles are due to chassis parts that are not very important, and an operator may be caused considerable anxiety by a loud and constantly recurring noise that can be easily prevented by locating it and using a few drops of lubricant at the dry point.

The noises that are most common in motor car mechanism may be grouped in four main classes. The most important of these are due to depreciation or other causes in the engine; then there are those caused by worn parts producing lost motion in the power transmission median ism* A series of rattling noises are caused by wear in the running gear components and then there are a number of squeaks that result from looseness in the body and its auxiliary equipment. In attempting to locate noise, the correct procedure is to inspect the car in a systematic manner and look over the various parts of the mechanism that are apt to be noisy action if they are not properly adjusted and lubricated.

A careful inspection followed by a general tightening up of any slackness and a thorough oiling of all necessary parts, goes a long way towards reducing car noises that are noticeable when in motion. Of course some noises can only be eliminated by expert attention in the repair shop. At the recent New York Automobile Show some 530 complete cars and 20 stripped chassis were exhibited. Most of the cars shown are heavier and have longer wheelbase than in previous years. It was noticeable that 4-cylindcr cars are . £ a * n * n £ on the Q-cylinder types, whilst fourteen 8-cylinder. and three 12cylinder cars were established. Engine design is reported to show considerable improvement in detail. The high pressure oiling system is giving way to the older pressure and splash combination, whilst the grease cup is being discarded. The disc type of wheel appears to be gaining ground amongst American makers, many cars being so fitted. Overhead valve systems for the first time for years showed a decrease, last years percentage of 35 having fallen to 25 per cent. Some 66 per cent, of the engines had the “L” head type .whilst all, but 22 of the engines exhibited had cast iron pistons which look very much as if the aluminium piston has not proved the success anticipated. Only 10 per cent, of cars were fitted with cone clutches, most of the balance with various designs of the disc type. All round the ears showed a distinct mechanical improvement.

A good idea of the extent to which motor cars are used in America may be gathered from the fact that since 1899, 11,486,491 motors have been put into use in the United States. Of this huge number, 2,350,000 were made in 1920, whilst in 1899 the output only totalled 3700 vehicles. The registrations now total 9,000.000 whilst, according to the Federal census, 2.486,491 have been scrapped during the above period, of which number 809,048 were eliminated in 1920. In addition to the above figures of ears in America, that country has in the period mentioned, exported 526,504 motor vehicles, of which 100,000 were shipped overseas during 1920. Even the most opulent motor cyclist likes to keep his petrol consumption down to the lowest possible limit and is horribly annoyed when he finds that his machine is only doing 40 to the gallon instead of the 60 or so which he expects. It is not so much a question of money, although in these days the cost of “juice” is rather a strain on one’s purse; it is more a feeling of pride. In view of the importance of the cost of upkeep of a motor cycle to most owners of these machines, it will not be out of place to mention a few points that govern petrol consumption when motor cycling. It must be understood that high speed means heavy petrol consumption, for more power is required to drive a machine fast than to drive it slowly, for instance, suppose it requires 2h.p. to propel a machine at 20 miles an hour, then for a speed of 40 miles per hour the power required is not 4 h.p., but actually 12 h.p., simply because the power required to drive a machine increases as the cube of the speed. Again suppose that a journey of 40 miles had to be undertaken which would take 2 hours at the lower speed, then the total expenditure of power to cover the journey at 20 miles per hour would be 4 h.p. hours, as compared with 12 h.p. hours if 30 miles per hour were maintained. If the engine used one pint of petrol per h.p. hour, 4 pints and 12 pints would be used, equal to 37 an! 80 miles per gallon respectively. It will, therefore, be realised that speed is expensive, and it is in this direction that motor cyclists can considerably reduce their running expenses. Another important point is that one’s tyres will give nearly double the mileage if one travels at a reasonable speed.