MOTORING NOTES.

Digger (Invercargill RSA), Issue 2, 26 March 1920, Page 14

MOTORING NOTES.

MECHANICAL TRANSPORT. Sir Eric Geddes, Minister of Transport, in a speech at the annual banquet of the British Society of Motor Manufacturers and Trades, said : "In the great war mechanieal transport came to the front as no other part of the great mechanism of our armies came to the front. The in: ternal combustion engine won the war in the air ; the internal combustion engine was the heart and soul and vitality of the tank ; the internal combustion engine did the transport on the roads, and whenever there was real danger the internal combustion engine did the transport on the railways. It was the motor. power of the army ; it was the handmaid of the army, and without any doubt wliatever, without the internal combustion engine we could never have won the war." Is our Government in New Zealand giving any attention to the question of transportation ? They seem to have no sympathy whatsoever with motoring and mechanieal transport on the roads, although other countries, even before the war, made transportation a science to be studied by some of their ablest brains. BETTER ROADS AND THEN THIS! We must have betCer roads. We cannot go on as we are now. The motorisi expects reasonable comfort and cost of upkeep, and for this he is quite willing to be taxed. Our roads must be made capable of carrying the traffic and of carrying it as economically as possible for its users. With goods roads who would hesitate to have one of these : — "A real cycle car ; 3 h.p., two-seater. The ideal country and colonial ruxiabout. 95 guineas complete." Such cars are being advertised throughout Britain to-day. Why not in New Zealand ? Alas ! Ye gods, our roads ! RUSTY SPRINGS AND AGONISING SQUEALS. How many motorists give any attention to their springs. They are quite content to endure the agony of squeaks and uneven riding rather than give a little attention to the springs. Jack up the frame until the leaves are separated, then brush the leaves thoroughly with kerosene and remove all rust. Then with an old knife blade or such like instrument insert a mixture of grease and graphite between the leaves, Also do not forget to grease the shackle fcoiis thoroughly. Tliis treatment should be accorded to springs and shackle belts whenever they show the first symptoms of becomnig dry, If the springs are badly rusted it is better to have them removed frean the car, the leaves separated and thoroughly cleaned from rust and dirt, and greased with a mixture of gTease and graphite before bein greassembled. Thers is a fortune for the man who can invent a good mechanieal device for oiling car springs. BUY NOW. Are you expecting to get a British or Continental car soon ? If so, read t.his sample of an advertisement as appearing in a Home newspaper at the beginning of 1920:— Four 18-h.p. De Dion chassis have actually been delivered, and the bcdies ere complete, at the coach-builders. Price £1300. First four cbeques secui'e. My advice to prospective buyers is to purchase a good American car NOW. They, too, are steadily advancing in price. There are too many rich proflteers in England to-day to allow the colonials to get any British cars for quite a long time to come yet. Some ruling prices of cars in England to-day : 15 h.p. Wolseley, complete, £800, 15-9 h.p. Arrol - J ohnston, complete, £625; four-cylinder 20 h.p. Minerva (chassis), £990 ; 25 h.p. Crossley (chassis), £950; six-cylinder, 24 h.p. Delage (chassis), £1800; 12 h.p. Rover (chassis), £600; six-cylinder Rolls-Rovce (chassis), £1575; four-cylinder 13.9 *h.p. RenauU (chassis), £680; Oakland "six," complete, £550; Buick "six," complete, £700; Hupmobile, complete, £675; Essex, complete, £670; Fiat, 10-15 h.p., complete, £530.