motor manual - april 1947.cv

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April, 1947. THE AUSTRALIAN MONTHLY MOTOR MANUAL.

BRITISH IS BESTStandard is Best British

ACTUAL SALES FICURESJanuary to December, 1946

BRITISHSTANDARD 2049Next Best .. 1,628Next 1,153Next 1,124

Cars from Other CountriesBest 1,851Next Best 1,172Next 251

SALES PROVE IT!Over the year January to December, 1946, through-out Australia, British cars outsold all from othercountries by over two to one (sales figures wereBritish, 7,584; from other countries, 3,644). Andover the same year, January to December, 1946,Flying Standard Eight and Fourteen H.P. Modelsoutsold all other British cars!

Highlighting the long list of quality features areIndependent Front Wheel Suspension-Rigid FullLength Box Section Frame-Twin Steel Safety Bodies-Four Speed Gear Box-ShaHerproof Safety GlaSfWindscreens-and Locking Luggage Trunks.

Flying Standard "FOURTEEN" Saloon ... Britain's finest Family Car.Flying Standard "EIGHT" Tourer ... Britain's finest Economy Car.

\c:ELYI"'~STANDARD

STANDARD CARS LTD.568-576 ELIZABETH ST., MELB. - CENTRAL SHOWROOMS, Cnr. RUSSELL & LIT. COLLINS STS.

Telephone: FJ 2154 Open Daily till 5.30 p.m.; Saturdays till 12 noon--~-------------------------------,ST/l049-

April, 1947. THE AUSTRALIAN MONTHLY MOTOR MANUAL. 1

ROUTINE 13OVERHAUL dVo.

Troubles with TyresAlthoiujh. many motoring enthusiasts lack the equipment: or the

conf~~en~e necessary to t?,ckle Jnajo.r repairs to the motor, all should[amiliariee th~rnselves unth. tI~e principles of ture-repuirina, Thereare few .motonsts .who can claim never to have experienced. unexpectedII. flats uihile travellmg. New cars and old ones are both equally exposed

., to the dangers of sudden punctures. '

Although many motoring en-thusiasts lack the equipment orthe confidence necessary totackle major repairs to themotor, all should familiarisethemselves with the principlesof tyre repairing. There are fewmotorists who can claim neverto have experienced unexpectedflats while travelling. New carsand old ones are both equallyexposed to the dangers of sud-den punctures.

Numerous dangers attendblowouts. The sudden shock orthe explosion may cause thedriver to tread heavily on thebrake - often with tragic con-sequences. Or he may serve vio-lently in an effort to stop thecar on the correct side of theroad, in so doing losing controlof the vehicle.

The correct procedure is tol apply the brakes gradually, but, with ever-increasing force,

meanwhile easing the car overto the correct side. The tubewill most certainly be ruinedand it is unlikely the tyre willbe repairable. So it is wiser firstto consider the car and the safe-ty of yourself and any passen-gers.

Sometimes the first warning oftyre trouble is a noticeable stiff-ness of the steering. Converselythe reverse may obtain, the carevincing a marked tendency towander. A flat back tyre oftencauses violent skidding andbumping on rough roads.

Old cars are usually hard tojack up once the tyre has com-pletely flattened out. It may benecessary to use two jacks beforethe car can be raised sufficient-

ly to allow changing of thewheel. .When jacking a car it isadvisable to chock the wheels.Cars ar~ very prone to slippingoff the Jack on rough gradients.

Wh,eel nuts on old cars are ex-posed and obvious. In latermodels the wheel cap must firstbe prised off (with a screw-driver under the rim). This willallow access to the nuts.

Wheel-changing in newermodel cars is quite straight-forward. Once the faulty wheelhas been removed the spare canbe fitted. Nuts should betightened to the correct tension-not allowed to remain loose,but on the other hand not over-strained. The cap is pressedagainst the hub and struckdeftly with the fist.

An old method, once popular,involved changing the tyrecomplete with tube and a de-tachable rim. This was almostuniversal in American cars ofearly vintage. Changing thesecalls for special treatment.

Somewhere along the rim ofthe wheel a small square open-ing is provided for the insertionof a screwdriver (usually direct-ly opposite the valve stem).Rotate the wheel until this gapis at its lowest point. Prise therim clear of the wheel. The tyreis now raised until the valve-stern is freed.

Reverse the process when re-fitting. The valve stem is firstfitted before prtsing the rim backwith the screwdriver. Variouspoints for attachments are pro-vided. If the fasteners rest ingrooves in the tyre-rim makesure they are fitting snugly.

TYRE TOOLSThe wise driver always carries a

suitable kit. This should include:I. A pair of overalls to protect

your clothes.2. A jack, capable of hoisting the

car.3. A tyre pump (in working

order).4. At least two strong tyre levers

and a small mallet.5. Vulcan ising outfit and valve

extractor.6. Wheel.brace, or serviceable

spanners.7. A tyre pressure-aauae and

some old rags will prove useful.

Repairing TyresMethods will be determined by

the type of tyre. The beaded-edge tyre has now almost en-tirely disappeared. Straight-edged types of the drop-centre,well-base or split-rim varietyhaving superseded them.DROP-CENTRE.

These were popular withAmerican manufacturers. HenryFord used them in his "A." Thetyre is lifted out with levers ina manner similar to that usedfor bicycles. Mallet, rather thanlevers, should be used when re-fitting the tyre.WELL BASE.

This is found on many oldEnglish cars, :and is becoming in-creasingly popular to-day bothin U.S.A. and the U.K. Servic-ing differs little from the drop-centre type. Unless new, heavyduty tyres are being fitted thecovers should be "walked" on.To do this fit one edge of thetyre. start the other with thelevers and then proceed totramp around on the tyre, per-iodically kicking the bead toassist it over the rim. Fittingwill be easier if the beading iskept in the "well" as far aspossible. As with the drop-

2 THE AUSTRALIAN MONTHLY MOTOR MANUAL. Aprll, 1947.

Dismounting Modern Tyres.

Raising Bead Over Rim Flange. Final Stage in Removing Tyre.

centre commence opposite thevalve stem, working both waysuntil meeting at the stem.SPLIT RIMS.

The Motor Manual No.1 hasalready dealt fully with precau-tions to be taken when servicingthe tyre such as is found on thearmy vehicles. The rim-retain-ing nuts must not be looseneduntil the tyre has been suffi-ciently deflated. Any transgres-sion of this rule is likely to pre-vent the same person repeatingthe mistake. But the wheel-nuts are fairly obvious to anyonewith even a smattering ofmechanical knowledge.

The split rims used on olderAmerican cars are not easy tofit. Repair shops use a specialrim expander for this purpose.Remove the valve core and un-fasten any rim -locking device.Tap one end until the otheroverlaps it. Lever up the over-lapping end. Grasp the rim inboth hands and pull clear of thetyre. The tube and rim-bandare now withdrawn. When ff-fitting, push the rim over thevalve stem. Rest the rimaround the bead. Work it overwith tyre levers until the rimis again overlapping. (Use amallet rather than levers,wherever possible.) Force theends of the rim apart withscrewdrivers and tap into posi-tion.

The locking device preventsthe edges flying apart when the

tyre is blown up. Should theends part the tube will blowout.

Fatal injuries may be causedby the rim, so make sure theends fit neatly and inflate withcaution. There is little dangerof accidents once the rim hasbeen fitted to the wheel. Therim band, of course, is tuckedinto the tyre before starting torefit.PUNCTURES.

After the. tube has been re-moved inflate it and test forpunctures. In hot climatespatches must be vulcanised. Aspecial clamp and the necessarypatches are available at reason-able cost. Provided directionsare followed no difficulty shouldbe experienced handling them.Clean the tube with the scraperprovided. Peel off the whitetaps and apply this side to thetube. The clamp must be screw-ed down very tightly. The suc-cess of your work will dependlargely upon how tightly youscrew down the patch. Screwdown until the metal sides be-gin to bend. Scratch the com-position with a nail or stout pin.Apply a lighted match, beingcareful to prevent pieces ofburning material igniting thetube. Leave the tube for atleast fifteen minutes beforedisturbing the clamp, Theclamp and the metal dish maybe taken off. Examine the tubefor further leaks.

When refitting tyres avoidexcessive use of levers. Thebead is easily strained or broken.Mallets are therefore to be pre-ferred. Stem-breaking in tubesis usually caused by a sloppytyre with a strained beading.

SOME DO'S AND DON'TS.I. Do inflate tube a little before re-

fitting.2. Do remove all flints and nails in

the covers.3. Do keep tyres at correct inflation

pressures.4. Do use mallet wherever possible.5. Don't strain the bead by ln-

judicious use of levers.6. Don't allow the tube to be 1

pinched by tyres or levers. 17. Don't fit oversize tubes in under-

size tyres.8. Don't undo the tyre before test-

ing the valve.9. Don't forget to replace the rim

band.10. Don't allow cracks in the walls

to remain unmended.

Prolong YourTyre Life:

Look over yow' ture« fre-quently for stones, nails, cuts,and b1'uises,

Check the wheel alignmentoccasionally, rear, as well asin front.

Except in cases of extremeemeruencu, don't jam on thebrakes. A qraduul applicationis the best for iures,

It is not a good policy torun old ture« on back wheels.A rear tyre blow-out can befatal.

Shift y.our tY1'es from wheelto wheel for even wear, includ-ing YOU1'spare.

Taking corners at high speedwears tyres faster than any-thing.

Check a new tyre or one thathas been repaired after a fewmiles as it may lose pressure.

Never allow the tyre pressureto fall below the maker's re-commenda tione.

April, 1947. 3

Independent and Informative

Vol. 2. No. 13.

Who gets preferencenew car

withPriorities?

GREATEST trade secret in the motor industry is not what Ford orChev are up to on production of the Australian car, but who isgetting the current output of all the new imported models.

Letters are beginning to crop up in the dailieswith unremitting regularity, mainly written byreturned soldiers whose applications are so longoverlooked while they see less needful casesgetting preference.

This does not help the car distributors either,who are under the beck and call of the Direct-orate of Road Transport at Canberra - far re-moved from the maddening crowd.

Theoretically, the Priority Purchase' Plan hasits idealisms, i.e., Permite ehould be granted whichtake many factors into consideration. 1: The dateof claim. 2: The new vehicle's work. 3: Applicant'scurrent car condition.

In addition to these qualifications is the avail-ability of the model chosen. This, of course, isthe root of all the evil. The position is gradu-ally deteriorating and month by month hun-dreds of new applications exceed the deliver-ies. This all increases the waiting list by thous-ands in a few months, causing a position whichcannot be picked up, worsening with each month.

THE Government's inability to settle fhe Vie-torian Metal Trades' Strike which beganlast November has put the brakes on vital

components causing Ford at Geelong to layoff and curtail assembly because of spring short-ages, etc. America is diverting its steels tohouse production and increased supplies ofchassis are problematical. England's hopes ofincreased exports are restricted by raw mater-ial shortages. One big instrument maker laidoff 13,000 hands because of this.

Meanwhile the dollar exchange bogey hasheld up American order increases and thereis a swing to grant import licences in preferenceof utilities.

This all calls for greater responsibility for theDirectorate's allocation of car priorit~s and apolicing by the people to see that Priority Per-mits are not abused or back-shelved in favourof those with financial influence.

The present Permit Policy, however, has donemuch to prevent the spread of black marketing.

Subscriptions to THE AUSTRALIAN MONTHLY MOTOR MANUAL are post free at 12/- per year fromthe Publishers, 1·7 I<nox Place, Melbourne, C.I, or from your local newsagent or the distributors, Gordon &Gotch.

BUSINESS MANAGER: MELBOURNE, Douglas Nixon, Phone Central 2223.

SYDNEY REPRESENTATIVE: John B. Hamilton, Box 599 G.P.O., Sydney.

PERTH REPRESENTATIVE: George Strickland, 38 Mends st., South Perth.

4 THE AUSTRALIAN MONTHLY MOTOR MANUAL. April, 1947.

THE Zenith downdraught type, embodies the wellknown principles of main and compensating jets.Fuel from the pump passes through the union, the

filter and the needle seating into the float chamber. Asthe float rises it will close the needle on its seating, thusregulating the flow of the fuel.THE FLOAT CHAMBER.

Contains the main jet, the compensating jet,the capacity well, and the slow running jet.Fuel flows through the main and compensatingjets and also rises in the capacity well. Fromthe jets it flows along two separate channelsinto a common channel in the emulsion blockattached to the float chamber.

This main channel has its outlet in a nozzlewhich projects into the choke tube.

The capacity well is in direct communicationwith the atmosphere and the compensatingchannel ih the emulsion block.

Zenith Carburetter

EASY STARTING.To obtain an easy start from cold the con-

trol on the dashboard should be pulled to itsfullest extent and the engine should be given,by hand, a few turns to free the moving parts.Then pull the self-starter knob. When theengine is running release the strangler controlto the second notch.

In cold weather it may be necessary to holdthe strangler control out for a few minuteswhile the engine warms up and to run the carfor the first few minutes with the knob in thesecond notch. As soon as the engine is warm,however, the control knob should be pushedright in, otherwise the mixture will be toorich.

If difficulty in starting the engine is experi-enced, ascertain that the strangler flap is clos-ing properly and if necessary adjust the wire.

A choked slow running jet wlll also causedifficulty. Jets should be cleaned only by blow-ing through them, either with a tyre pump ororally, or washing in petrol.

On no account may wire be used.Make sure that the strangler flap opens fully,

for if this sticks in a partially closed positionit will restrict the speed of the car and increasefuel consumption.

If the engine does not idle as slowly as de-sired, turn the screw (E) to the left to closethe throttle slightly.

A weak mixture may cause difficulty in slowrunning and this may be adjusted by turningthe air regulating screw clockwise to enrich themixture. Do not make the mixture too rIchor the engine will "hunt," or will tend to chokewhen slow running while warm.

A

/ JJ~

The CarburetterA Union and Filler. B Retaining Bolt.C. Choke Cable. D Choke and ThrottleInterconnection. E Air Regulating Screw.F Slow Running Screw. G Throttle Con-nection. II Vacuum Pipe Union. .1 FlangeNut.

CLEANING.

The bowl of the carburetter should be re-moved occasionally for cleaning. Take out thetwo retaining bolts and the bowl will drop intothe hand. On turning the bowl upside downthe float will fall out and reveal the main andcompensating jets at the bottom of the bowl.

The jets are removed by fitting them into thesquared end of one of the retaining bolts andusing a spanner on the other end.

The pipe connection from the petrol pumpshould be dismantled and the filter thoroughlycleaned in petrol. When reassembling take carethat the fibre washers on both sides of the un-ion are correctly replaced and that the washeragainst which the bowl fits is not damaged.

STANDARD SETTINGS.Zenith jet sizes usually run in fives; the high-

er the number the larger the jet.Standard settings are as follows:-

"Seven""Four-

"Eight" "Ten" "Twelve" teen"23 23 25 2300 9.5 10.5 102

so 50 60 fIt1

60 60 55 eo

llO 100 110

ChokeMain .JetCompensating

.Jet .50Slow Running

Jet 60

J7.'i7

Progression.Jet

NeedleSeating i.s

CapacityTube

50

mrn. L~ mm. 1.5 mm. 1.5 mm. US mm.

2 2 2 2

Settings are likely to be varied according tospecial requirements.

Do not, however, alter the jets unless youare quite sure that other parts of the engine,including sparking plugs, ignition and valvesare in order, and that the compressIon is good.There are no moving parts in the Zenith car-buretter, so that nothing can get out of adjust-ment when once set.

April, 19~7. THE AUSTRALIAN MONTHLY MOTOR MANUAL. Ii

t;weden'~In the years prior to 1939Sweden's automobile

industry was making great progress. In 1936it is claimed the Swedish industry built truckshaving the performance of similar Americantrucks and in 1939had passenger car productionat the same stage. A census at this period

l showed that there were 250,000 automobiles, registered with 170,000odd persons directly en-

gaged in the trade.War years with the almost complete shutting

off of oil caused a major upset but the two majorcompanies Volvo and Scania-Vabis transferredtheir activities to rearmament, producing arm-oured cars, tanks, artillery trucks, etc.

The Volvo Co. expanded greatly and emergedfrom the war as a combination of five compan-

ANSWER TO THE D.K.W.ies. As a result it is now in a position to under-take a large scale production programme. Plansinclude 20,000 motor vehicles, 8,000 trucks andbusses and 2,000 tractors per year.

Latest indications are that the other company,Scania- Vabis, will concentrate on heavy dutyvehicles, with a small number of automobiles.

A third company, the Philipson Co., an organ-isation that prior to the war were importers andassemblers of Chrysler, Dodge and D.K.W., unitshas expanded to the stage where they are pro-ducing a complete car similar to the GermanD.K.W. This is the car we understand will beshortly introduced into Australia and for whichthere should be a ready market.

We understand it is a two cylinder, two strokeengine.

Two views of the Swed-ish D.K.W. type light car.Neat, clean lines, sounddesign and engineering,plus Sweden's world fam-ous steels and metalsshould make a first classcar.

On the new PhilipsonD:K.W. bonnet, grille andwings are assembled inone unit which lifts for-ward giving easy accessto engine, transmissionand frons wh••l drin.


English 8 & 10 h.p. Braking

LAYOUT OF BRAKING SYSTEM.

The "Anglia" braking system is now of thesame type (i.e., 10" brake drum) as the "Pre-fect." It is important that the operation of thebrakes should be thoroughly understood beforeeffecting any adjustments.

It will be noted that the foot pedal operatesboth front and rear wheel brakes, the handbrake operates the rear wheel brakes only.

As illustrated above, at the lower end of thebrake pedal lever is a balance lever "A," one endof which is connected to the front brake rod "B"and the other end to the rear brake compres-sion tube assembly "G."

It is important that a gap of 1/16 to 1/8" ismaintained between the end of the compressiontube "G" and the shoulder of the plunger (asshown in the inset).

The retracting spring is now connected at itsrear end to the hand brake lever clevis pin andat its front end to the centre cross member.

The swinging links "F" and "N" connect thefront and rear brake operating lever assemblies"E" and "M" to the front axle beam and rearaxle housing respectively. The movement ofthese links permit the brake operating leversto assume such a position that the effortapplied to each is equally balanced between thetwo brakes concerned.

ADJUSTING WEDGE.

When the brake pedal is depressed the actioncauses the balance lever "A" to move rearwardwhich first closes the gap in the front end ofthe compression tube and then pulls the rod"B" and pushes the compression tube "G" to-wards the rear.

The rod "B" actuates the front brake operatinglever assembly "E," thus bringing into operationthe cables "C" and "D" and applying the frontbrakes.

The rearward movement of the rear brakecompression tube "G" puts the rear brake rod"J" into tension by the action of the lever "H"and causes the rear brakes to be appliedthrough the medium of the rear brake operatinglever assembly "M."

HAND BRAKES.

Application of the hand brake is effected bymeans of a pistol grip brake handle conven-iently located on the left hand side of the driver.When the handle is drawn back the pull on thecable operates the hand brake lever "P," over-coming the tension of the retracting spring.This in turn operates the lever "H" through themedium of the slotted connecting link "S," in-dependently of the foot brake operation, so put-ting the rear brake rod "J" into tension andapplying the rear brakes only. Due to the slidingaction of the rear brake compression tube assem-bly, the front brakes are not then applied.


BRAKE SHOE OPERATION ANDADJUSTMENT.

The method of operation of the brake shoe isclearly illustrated, and the following pointsshould be carefully noted.

The cable "A" (above) is connected to ahardened steel cone "B" so that when the cableis pulled, the movement of the cone causes thetwo hardned steel rollers "O" to roll along theinclined faces of the cone "B" thus forcing theoperating links "D" outward.

In order to centralise the brake shoes thehousing "E" which contains this mechanism isfree to slide in elongated holes in the brakehousing plate "F" to which rt is attached bymeans of two studs "G." The castellated nut on

~ each stud maintains the spring washer "H" in" slight compression to provide a sliding contact.

It is important that these nuts must SOT 'betightened hard down against the washer as this u:illprevent the brake shoes taking up their correctcentral position in the brake drum.

The housing "E" retains a supply of lubricantand reauires no adjustment, so that it shouldnot be necessary to remove it, or any of itscomponent parts, from the brake housing platewhen the brake shoes are removed. The cotterpins "J" prevent the links coming out of thehousing.

The adjusting wedge consists of a hardenedsteel cone on a screwed stem which is carriedin the adjusting linkage housing.

ooJ

ELONGATED HOLES

E

C

B

C

D

Normal adjustment for brake shoe lining wearmay be effected by screwing in each adjustingwedge as may be required.

If fitting relined shoes it will be necessary toslacken off the two screws securing the adjustingwedge housing to the brake plate, screwing theadjuster in a clockwise direction until the shoesare tight in the drums. Then firmly tighten upthe securing screws and slacken off the adjusterwedge approximately two notches to give thenecessary clearance between the brake drumsand the linings.

It is essential when carrying out the abovethat the brake operating cone housing is freeto slide in the elongated holes.

More Motors Registered Last YearAccording to figures released this month by the Commonwealth Statistician (Dr.

Roland Wilson), motor vehicle registrations in Australia increased by 100616 during1946. '

. The regi~trations totalled 961,059 compared with 860,443 twelve months ago, andwith 886,190 In 1938. Of the total, 528,507 are motor cars 356173 are commercialvehicles, and 76,379 are motor vehicles. ' ,

A Hope That Came TrueIn Changi P.O.W. camp in 1943, in a tin shanty which was the living quarters

of three men, including Major Roy Maynard, pathologist of Changi Hospital, andCaptain "Bill" Dixon of Preston Motor Pty. Ltd., it was the custom to gather everynight for bridge. Card playing was officially frowned upon by the Japanese but thatdidn't worry these Australians, naturally.

Major Maynard had always been car-minded, and the conversation usuallydrifted around to cars, and particularly post-war cars. "When you're back in thebusiness, Bill," he said to Captain Dixon one night, "I'll buy the first Buick youhave to sell." At that time, with the war going against us, the chances of buyinga car didn't seem very bright, but his words were to prove prophetic.

Four years later, the Land Transport Board issued the first priorities for thepurchase of the post-war Buick, and the first permit holder to collect his car wasDr. Roy Maynard, who took delivery from his old friend "Bill" Dixon, now BuickSales Manager for Preston Motors, on Saturday, 15th March. .

THE AUSTRALIAN MONTHLY MOTOR MANUAL.

ARMSTRONG SIDDELEY.An entirely new 16 h.p, 6 cyl-

inder car, available in two bodystyles, a saloon and convertiblecoupe. Luxuriously appointed,imported coachwork of ultra-modern design and completewith air conditioning.

Price £1665 Saloon, £1465Coupe, plus tax.AUSTIN.

Three models in production: 8,10, 16 h.p., all with 4 cylinders.The 8 available as a tourer, road-ster or saloon, the other two assaloons. The 16 has all importedcoachwork and overhead valves.

Prices 8 Roadster £403/10/-,Tourer £410, Saloon £530. 10Saloon £580, 16 Saloon £920 plustax.BUICK.

Model 8/40 sedan, straight 8--cylinder engine of 30 h.p. with

overhead valves. Luxuriously ap-pointed bodies with either clothor leather upholstery, with ac-commodation for six. Independ-ent coil springs on all fourwheels. Price £935 plus tax.CHEVROLET.

Two models, the Stylemasterand F'leetmaster, both sedans, 30h.p, 6 cylinders, overhead valves.Well appointed bodies by Hold-ens, with either leather or Bed-ford cord upholstery. Independ-ent suspension.

Price Stylemaster £610, Fleet-master £630plus tax.CITROEN.

An all imported, low slung, 15h.p. saloon with front wheeldrtve, Design of integral con-struction with torsion barspringing.

Price £750 plus tax.DAIMLER.

All imported saloon with verynarrow pillars. 18 h.p. 6 cylind-er with overhead valves and in-corporating the Daimler FluidFlywheel transmission. Luxuri-ously appointed with accommo-dation for five passengers. In-dependent suspension.

Price £1550 plus tax.DE SOTO.

A 6 passenger sedan of 27 h.p,with a rugged side valve 6 cyl-inder engine. Well appointedalong useful lines with plentyof luggage space.

Price not yet available.

8

DODGE.Available in 2 models. D 25C

model sedan of 25 h.p. and theCustom sedan of 27 h.p. andequipped with Chrysler typeflui~ drive. Both have side valvesand the larger model is beauti-fully appointed and capable ofa very fine performance. In-dependent front suspension.

Prices D 25C, £684, CustomSedan £885 plus tax.FORD.

Three models are available,the 8 h.p. Anglia, 10 h.p. Prefect

April., 1947.

well appointed coachwork givesaccommodation for five passen-gers.

Price is not yet available.JAGUAR.

Exclusive English Sports Sal-oon, in three models of It, 2!and 3~ Iitres. The It litre has4 cylinders and the two largertypes 6, all have overhead valves.Capable of high performanceand fitted with imported bod-ies they are priced at £1125,£1365and £1475plus tax respec-tively.

a Catalogue of

NEW CARSavailable In Australia

aLn--dt-h-e-F-o-r-d--30-h-.-P.-V---8-.-T-h-e------ ,.

former is produced as an at- .,tractive tourer, as well as asedan. All have side valves andthe usual transverse. springing.

Prices Anglia Tourer £360.An-glia Sedan £410, Prefect Sedan£428, V-8 Sedan £614.HILLMAN.

Available as saloon, also at-tractive convertible coupe, 10h.p.4 cylinder side valves. Accom-modation for four with economi-cal performance.

Price £535 plus tax.HUDSON.

Six cylinder sedan with ac-commodation for six. Fast .per-tormance 21 h.p, engine withside valves. Available with eithercord or leather upholstery.

Price £795 plus tax.HUMBER.

The Super Snipe Saloon is afine English car of 27 h.p. Apowerful 6 cylinder, side valveengine gives a very high per-formance. and acceleration. The

LANCHESTER.

The only 10 h.p. car equippedwith fluid drive it also has in- Idependent suspension, overheadvalves and an all-imported body.

Price £895 plus tax.LEA -FRANCIS.

A modern version of a famousold make, the 14 h.p. saloon isa high performance sports car.Four cylinders with special L.F.valve gear, it is beautifully de-signed and is equipped with animported English body.

Price £1450 plus tax.MERCURY.

The luxury car of the Fordrange, a V-8 cylinder, with sidevalves and 32 h.p. Big and roomyit has accommodation for sixand a very high performance.Transverse springing.

Price £695 plus tax.

April, 1947. THE AUSTRALIAN MONTHLY MOTOR MANUAL. ,M.G·

A Nuffield product the T.C.model is a sports car of out-standing performance. A 10 h.p.4 cylinder with overhead valvesit is available as a roadsteronly.

Price £612 plus tax.MORGAN.

A 4 cylinder sports roadster of10 h.p, and overhead valves. In-dependent coil front suspension.Six wheel equipment.

Price not yet available.A 2 cylinder 3 wheel cycle car

. with good performance and~. economy.

Price £385 plus tax.MORRIS.

Two models at present in pro-duction. 8 h.p, tourer and road-ster and 10 h.p. saloon. The8/40's are economical and fittedwith a 4 cylinder side valve en-gine. The 10 is a 4 cylinder over-head valve car, with integralbody and chassis design.

Prices 8 Roadster £394/10/-,Tourer £402/10/-, 10 Saloon £590,plus tax.NASH.

Two models available, the 600light six of 23 h.p. with sidevalves and the Ambassador Six27 h.p. with OVErhead valves.Both are well appointed sedanswith independent coil suspen-sion and six passenger accom-modation.

Prices £720 and £795 plus taxrespectively.

t OLDSMOBILE.A handsome sedan with a 29

h.p. side valve engine and goodall round performance. Availablewith either cord or leather up-holstery.

Price £770 plus tax.PACKARD.

The famous "Clipper" in twomodels; a 6 and an 8 with sidevalves. Both cars are six pas-senger sedans of outstandingdesign and luxurious appoint-ments. Interiors are beautifullyappointed with upholstery ineither cord or leather.

Prices Six £1170, Eight £1220plus tax.PLYMOUTH.

A Chrysler product, the Ply-mouth is a six cylinder 25 h.p.sedan with side valves and good

1947 Dodge Six "Custom" Model Sedan with Fluid Drive.

1947 Lea-Francis Sports Saloon with Imported English CoachWork.

1947 Nash "600" Sedan with 23 h.p. Light Six Engine.


Prices 10 .sedan £499, Tourer£448, 14 sena.. %62 plus salestax.WOLSELEY.

Two models available, a 10and an 18 h. n. saloon. The 10has 4 cylinders, the 18, 6; andboth have overhead valve en-gines. Bodies are well appoint-ed and have plenty of accommo-dation.

Price 18, £970; 10, £675 plustax.

NEW CARS now on display 1VAUXHALL .

Two models, the ·i.O h.p. Wy-vern with either sedan or tour-ed body and the 14 h.p, SeniorSedan. Tens have 4 cylindersand 14 has 6 cylinders, bothwith overhead valves -md inde-pendent front suspens:

.all round performance. It iswell fitted and has accommoda-tion for 6 passengers.

Price £685 plus tax.PONTIAC.

A 6 cylinder side valve sedanof 30 h.p. and independent frontsuspension. Well appointed withaccommodation for 6 persons, ithas a good performance andgreat reliability.

Price £736 plus tax.RILEY.

A l! litre sports saloon withimported coachwork. A four cyl-inder overhead valve engine sup-plies the power and springing isby use of torsion bars; One. ofthe few English cars With built-in headlights.

Price £U81 plus tax.SINGER.

The Super Ten chassis in twobody styles, a saloon and thesmart sportsmaster tourer. 10h.p. overhead valve engine withoverhead camshaft and remotecontrol gearbox. The tourer hasglass sides and accommodationfor 5 persons.

Prices Saloon £595, Tourer £520plus sales tax.STANDARD.

The well known 8 h.p. in twobody styles, a tourer and a road-ster and the 14 h.p, saloon. Allhav~ slow revving 4 cylinder en-gines with side valves and econ-omical road performance. The14 is' a 6 passenger car withplenty of luggage space.

Prices 8 Roadster 1:4168 Tour-er £422, 8 Saloo:p. £501, 14 Sal-oon £645, all plus tax.STUDEBAKER.

The Skyway Champion, an at-tractive medium sized sedanwith a 20 h.p. 6 cylinder enginewith side valves and a good yeteconomical performance.

Price £795 plus tax.TRIUMPH.

An unusual and attractivecar available in two body styles,a saloon with razor-edgedcoachwork and a .smart sportsroadster. T:h~ motor is a 14h.p. 4 cylinder unit with OVer-head valves.

Price Saloon £1400 plus tax.

Lncorporating the U A Ibanite" Lnsulator-s--a de .•.elop-ment of The Thomas A. Edison Laboratories,

Supplementing an extensive range of "Standard-type"plugs, Edison now provides a "Special" Line for addedmotor efficiency • '.' each model serving an entirelydifferent purpose • • • each giving the maximumperformance for its specific job. •••The nSpecial" Line can be easily identified by a new packet,illustrated above, which carries underneath a complete SchematicThermal Rating Chart, 01' "With Z.101B, a Recommendstion-Adviee,to ensure correct type selection,

HIGH COMPRES-SION ONLY

• 18 m/m. dlcrn. thread- Confined to highcompression a r duo u srunning-severe condi-tions.

42 "WIDE RANGE"TPE STOCKISTS' FAYOURIT'E PLUG

• 14m [m, diam. thread- This version coverswith lhe exceplion ofextreme oily conditions.a large field of low,medium to H.C.operations.

Z. 10lB PINK "ALBANITE"INSULATOR

• 14 m/m. diam. thread-Principally engineered forlate model cars. trucks.molar cycles-high revvingand lor hot running deanmotors.

H.C. 72 HIGHONLY

• 7/8" diam. thread-Dissi-pales heal and runs coldermore rapidly than "slan-dard" types - for strenuousoperation.

•


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BEST BUY IN CAR RADIO!LIST PRICES FROM: £38 -18~7COMPLETE

(including tax and installation)

Exclusive Tailored Controls. In addition to the universalcontrols (as illustrated) specially tailored controls areavailable, at no extra cost, to match the instrument panelfittings on the latest models of Chevrolet.

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1633C


When autumn comes, thethoughts of many nature loversturn from wild flowers to flower-less plants - the Toadstools;while mushrooms lure hosts ofpeople into the open before themilkman has half finished hisrounds. Paddocks where sheepgraze are good hunting grounds;but mushrooms grow also alongsandy roadsides, beneath thecoastal tea-tree, and in manyother places, where competitionfrom youngsters with billycansand buckets is unlikely to spoilthe early motorist's sport-when he goes fungus hunting.

We have in Australia a bewil-dering variety of fungi; perhapsnearly 2,000 kinds of agarics orgilled fungi, forming the familyto which the common mushroomand the toadstools belong. Someof them are edible; many arepoisonous. Unfortunately, thereis no infallible rule for distin-guishing between edible andtoxic kinds; and to make expert-ments or "take a risk," is merefoolishness. My friend, Mr. J. H.Willis of the National Herbar-ium, 'a leading authority, hasemphasised this in his book onVictorian fungi; dismissing sum-marily the claims that brightcolours, certain odours, difficultyin peeling, blackening of silverspoons, etc., are indicative ofpoisonous qualities. Some ediblefungus plants exhibit thesefeatures, while highly dangerouskinds often do not. There isonly one safe rule: Eat only whatis above suspicion. One canlearn to recognise "good" fungiwhen one sees them. It is worthwhile becoming acquainted withtheir botanical features.

The deadly fly agaric, which,'happily, is rare here, is responsi-ble for 90 per cent. of the deathscaused by fungal poisoning inEuropean and other countrieswhere it grows freely. One ofour largest toadstools, anAmanita with a creamy or

'-"-~- .

By Charles BarrettGems of the bush are many of

the toadstools, with their brightcolours and elegant shapes.Among the Mycenas are fairy-sized plants which grow in clus-ters on dead or decaying wood,

MU8HRoorv18CLnd their Kin

ochre-coloured cap and stem, isa cousin of the fly agaric. Oftenfound growing in forest andscrubland, in the young stage itmay be recognised by warts onits cap.

Some of the graceful parasoltoadstools (Leplota) are edible.Fleshy, with white spores, theyhave ringed stems, but lack thebasal cup or velva present in theAmanitas. All the Lepiotas areelegant plants with slenderstems and dainty caps. One kindis called the "ble-eding parasol,"because when handled, it be-comes ~rims.on-stained all over.Another curious toadstool, the"shaggy cap," a species of Cop-rirnus, at maturity becomesinky; the gills of the hood tu~nfrom white to black and beginto liquefy. Soon the shapelylittle toadstool becomes un-sightly, with black liquid oozingfrom a shaggy cylindrical cap.Members of the Coprinus clanflourish in rich pastureland, alsoin gardens and on lawns - andmanure heaps.

Morchellacontea.

or among leaf debris on theground. One kind with an inch-long stem has a blood-red cap;while the "Pixies' parasol" isblue, and a third Mycena has ahood of pale grey-green. TheCortinars are their rivals in col-our beauty and deserve all thepraise they have received frombotanists who are also lovers ofliving plants.

You may see the brilliant san-guineous Cortinar's ox-blood redcap shining among mosses andferns in a gully. This is one ofour fines.t species; but otherCortinars display beautiful col-ours: purple, violet, vivid orange,scarlet, and bottle-green.


Russula emetica belongs to agroup of brittle toadstools withhot and acrid, milky flesh.Charming in appearance, withits crimson-lake coloured cap,white gills and white or pinkishstem,emetica bears an evil re-putation and should be regarded.as a poisonous toadstool.

Boletus Pnrtentosus.

The common field mushroom(Psallito campestris) even inthe "button" stage, is distin-guished by its bright pink gills,which, as in all other membersof the genus, finally becomechocolate-brown. The cap orhood varies considerably: it may,be smooth and silvery-white, orreddish-brown and scaly. Ther "horse mushroom," besides be-ing larger and coarser than itsdelicious ally of the grass pad-docks, possesses a gouty stembearing a double-layered ring;while the silvery-white cap maybe high and loaf-shaped. Classedamong the edible species, oftenit is included in a mushroomhunter's gathering, for itfavours grassy places and flour-ishes on moist green flats.

AU the morels are edible, thebest known being Morchellaexulenta. They are quite unlikethe common mushroom andtoadstools, and are used chieflyin flavouring soups, sauces, andgravies. Morels grow mostly inbush country: I have foundthem in the Dandenongs; alsoat Macedon, which is alwaysworth visiting in autumn forthe pleasure of seeing the

pageant of the deciduous trees.But Morchella appears in thespringtime - when nature isstaging her green pageant, notthat of the many-colouredleaves - "yellow, and pale andblack, and hectic red." TheAncient Romans, who ate withgreat relish a species of morelclosely related to that found intemperate Australia, were notnature lovers, but they had aproper appreciation of the goodthings produced by motherearth, from fungi to figs.

Oddities of the fungus worldreally deserve more than hon-orable mention. Consider thevegetable caterpillars (Cordy-ceps) , which are a combinattoaof plant and animal: spores ofa fungus are swallowed by acaterpillar, or adhere to its skin,and germinating, they grow un-til the victim's body is ramifiedwith white fungal threads. Thenthe fruiting portion of the plantis developed in the form of astem with branches, springingfrom a mummy-caterpillar.

A'tJ.//IIS'e Q.V.D.~CA.RWASBJustthenIt's as easy as that - justsponge the surface, then flushwith hose. No chamoising.No streaks or spots. G.U.D.Miracle Car Wash is a con-centrated cleaning liquid-entirely free fr-om soap, acidor harmful alkalies. Eco-nomical too - only 2 ozs, required toa bucket of water.

. Your Garagema..n stocks it!G.U.D. Manufacturing Co. Pty. Ltd., Melbourne.


WELL KNOWN for their good looks and durability, De Soto cars are particu-larly noted for up to the minute design. Products of the Chrysler-Dodgegroup, they incorporate man,Y of, Chrysler's fine features.

There are two models for 1947. A Custom Six Sedan with Fluid Drive, anda standard model known as the "Diplomat" Special de Luxe. The car under reviewis the Diplomat, and the larger model will be dealt with at a later date.

1947 De So to "Diplomat" Sedan.

DESIGN.De Soto's "Safetysteel" body desrgn Is modern

and well streamlined, but, at the same time,carefully thought out with a view to utility.The radiator grille is massive, and consists ofheavy, vertical chrome bars. Wings are shortand tapered into the sides with built-in head-lights. The sides are sloped out to cover therunning boards which are completely enclosed.

The body slopes neatly down to the rear end,incorporating the luggage trunk within thestreamlining, thus doing away with the bulgeat the rear.

INTERIOR.Passenger comfort is well provided for in the

De Soto. Seats are leather upholstered andwell sprung, with form fitting backs that areshoulder high. There is ample' room for sixadults and their luggage. Ventilation is on the

draught free principle and ensures a. free,draughtless circulation of air.

The instrument panel is attractively fittedwith glove box, dial lights, and provision forradio. Speedometer numerals are on a dark,non-glaring background. Heavy chrome trim isused throughout.

The rear visibility is improved by the new,large rear window. The division bar has beencut out and a curved glass panel substituted.

The body is cushioned on the chassis so thatinterior vibration is reduced to a minimum.

NEW FEATURES.•The electrical system has been tidied up con-

siderably and mounted more accessibly. A highcapacity rotor type oil pump replaces the gearpump and provides a more constant oil press-ure at low speeds.


•Water pumps are assembled to the enginesby cap screws, instead of studs, thus permittingeasy removal of the pump without disturbingthe radiator core.

•The engine also has rib reinforced, cam-ground, light-weight aluminium pistons, withvibration damper. Pistons have four rings each .•The front brakes have been improved and

now have individual cylinders and pistonsmounted on opposite sides of the drums. Theyalso require less pedal pressure.•The universals have been given longer lifeby the use of a self aligning needle bearingcross for the front joint instead of the formerball and trunion type .•Easier action of the gear shift is promisedby a redesigned return spring for the remotecontrolled gear shift rod.POWER LAYOUT.

The engine is the usual big square Chryslerunit with side valves and high output. Ratedat 27 h.p., it develops 95 at 3,400 revs. It is ofhigh torque and is rubber mounted in a frameof the double channel box section type of ex-ceptional strength, and heavily cross bracedtransmission is through a single plate clutchand a synchro-mesh three speed gearbox.OPERATION.

The road performance of the car is good, andquite a high cruising speed can be maintained

over long distances. It is comfortable and verystable, even on corners ,and steering is firm andpositive.

The De Soto "Diplomat" is a fine car in theChrysler tradition, and following past designand practice, plus the addition of many newfeatures, provides a car that is capable of re-liable performance over a very long period. ThisDe Soto will give honest hard work over manythousands of miles.

Note. - Fluid drive, a feature of the larger"Custom" model, is not yet available on the"Diplomat" Special de Luxe.

SPECIFICATIONS.

ENGINE.High torque slx-eyllnder "L" head type.

Floating power mountings. Bore, 3·3/8 in.Stroke, 4 1/16 in. Piston displacement, 218.06 cu.ins. S.A.E. horse power, 27.34. Developed brakehorsepower, 95 at 3,600 r.p.m, Compression ratio,6.5: I. U-slot, cam-around, plated aluminium pls-tons with four coated piston rings each.TRANSMISSION.

Synchro silent transmission, with helicalgears throughout. Three speeds forward and re-verse. Lubricant capacity, 2-1/3 pints.

CLUTCH.Single plate, dry, fully ventilated, 9·1/4 In.

diameter. Ball thrust bearing, lubricant sealedin.

BRAKES.New improved type hydraulic, four wheeled,

internal expanding, utilizinp an individual eyl-inder for each shoe in the front wheel brakes;

self-equalized and weather-prooted. Steel back·ed, cast iron surface brake drums, diameter 10ins. Separate external contracting hand brake.SUSPENSION.

Independent front wheel suspension, withcoil springs of sllleo manganese steel. Semi·elliptic rear springs; length, 53-5/8 lns.; Width,1-314 ins.; 10 silico manganese steel leaves. Frontsway eliminator.WHEELS.

Five steel disc wheels with safety rims; 16x 6.00 tour-ply low pressure tyres.STEERING.

Rubber-cushioned shockless worm and rollertype. Adjustable tapered roller worm thrustbearings. Steering gear ratio, 18.2:I. Wheeldiameter 17 ins. Remote control gearshift leveron steering column.DIMENSIONS.

117-1/2 ins. Overall length, 198·1/4 ins. Over-all width, 73·5116 ins.

16 THE AUSTRALIAN MONTHLY MOTOR MANUAL. April, lQ47.

M PAN

April, H147. THE AUSTRALIAN MONTHLY MOTOR MANUAL. 17

Til. Tweed River at Tweed Heads as seen fromRazorback look-out, shows the Boyd's Bay bridgeen the highway to Murwillumbah, about 65 milesse.th ef Brisbane. Some of the State's mostluuious sub-tropic landscape lines this route.

Near the concrete bridge at Clarendon, on themain road, 15 miles south of Adelaide, one mayrelax in the bushland or swim in this pool in tbeOnkaparinka River.

(Our pictures are by courtesy of the T01W-ist Bureaux in each State).

23u7..niEJ 'Ja1.tnania

Burnie is on the North West Coast of Tasmania (in abeautiful setting) and 225 miles from Hobart. It is thenatural centre for visiting Tasmania and the rugged grand-eur of the North West Coast. There are many touristattractions, amongst which are: Yalla-Wynyard, HellyaGorge, Fernglade, and Snowport, Ferndene, etc. Golftennis, bowls and fishing may be indulged in.

Hunting forMotoring Haunts

237..if}ht . in thE

Qhcto7..ian c4fp1.

Bright is situated in theOvens River Valley-196 milesfrom Melbourne via Wangarattaand 333 miles via Bairnsdaleand Omeo, Possessing a de-lightful climate at an altitudeof 1002 feet, the summermonths are ideal whilst in win-ter it is a rendezvous for skiersbound for the snowfields. Mt.Buffalo is 22 milee out.

Eurobin ,Falls (10 miles)Howell's Falls (9 miles) arescenes of rare beauty. Some ofthe finest scenery in the worldmay be viewed on a 12 milestrip to Tawonga Gap whichoverlooks the grelLt Kiewa Tt.fi,l-ley and the fast flowing KiewaRiver and Mt; Bogong (6508ft.) in the Australian Alps.

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What to look for when bUJ)ing

THE CLUTCH.It is almost impossible to buy

used clutch plates that have notbeen refaced. This is to thegood, as a refaced plate worksas well as a new one. Next, besure that the splines in the hubare not worn. If they are theclutch plate will not fit firmlyon the shaft and will causebacklash, which in turn will puta strain on the universals, pin-ions, etc. Also check the pres-sure plate for signs of heatcracks. If they are present, butonly shallow, the plate can quitesatisfactorily be reground.REAR AXLE ASSEMBLIES.

The main thing to watchwhen buying a complete rearaxle assembly is for a sprunghousing. A piece of stringstretched from end to end, andchecked at the centre, will in-dicate any extreme conditionthat may be present. If thehousing is not square, discard itas the crown wheel and pinionwill be out of alignment. Checkpinion and differential gear forwear, missing, teeth, etc.DISTRIBUTORS·

Before buying a distributorassembly, make sure that newpoints are fitted, and that thereare no cracks in the cover ormoulded casing. Holding it firm-ly, move the shaft and pinionfrom side to side, and check anymovement. If this is apparentit will upset the timing, as thegap between the points will vary.GENERATORS.

If a generator is purchased, Itis a comparatively simple mat-ter to inspect the commutatorand brushes, and see if they areclean. If the commutator is filledwith oil or grease, it has pro-bably had its insulation dam-aged and in addition suggeststhat the bearings must be looseto allow so much lubricant toenter. Check the bearings formovement, and see that there isonly a slight amount of endplay in the shaft.

STARTER MOTORS.Check starter motors in the

same manner as a generator,

Second Hand Partsbut starter components, such asgears and springs are importanttoo. The eccentric weight at theend of the pinion should not beloose, and there should be a

Part ~small pin and spring inside theweight to force against thethreaded shaft to keep the pin-ion assembly from drifting intomesh with the flywheel.

11111111111111111 111111111111111111 111111 111111 1I11111111n 111111111111111111111111111111111111111111

Money & Time!This new Universal Seal.

lEAKPROOf!

oALLOWS E Use the same Gasket manytimes. Prevents corrosion and head seizure!

o 0

• Apply to etttire sur-faces of new and oldgaskets, bolts, studs,and spark plugthreads.

Resilientheat resist-

ing seal imper-vious to all fuels,and practicallyall 'iquids, acidsand gases.Your Garage.man stocks it!SG5/12

THE AUSTRALIAN MONTHLY MOTOR MANUAL. 19

Series (1M" 10 h.p, 1938/39 ModelsELECTRICAL EQUIPMENT

TANKUNIT

KEY TO CABLE COLOURS18 BLUE & PURPLE19 BLUE & BLACK20 WHITE21 WHITE & GREEN22 WHITE &. BROWN23 WHITe & puRPLE24 WHilE & BLACK25 G&<!EEN26 GREEN & GROWN21 GREEN & PURPLE28 GREEN & BLACK29 BROWN30 BROWN to. PURPLE31 PURPLE32 PURPLE & BlACK33 BlACK

I RED2 RED &. YE LLOW3 RED & BLUE4 RED 6. WHITE

5 RED & GREENe RED & BROWN7 RED & BLACK8 YEllOW9 YElLOW &. BLUE/0 YELLOW &. GREENII YELLOW e, BROWN12 YELLOW &. PlJRPl£13 YELLOW &. BLACK!4 BLUE15 BLUE &. WHITE16 BLUE & GREEN17 BLU &. BROWN

33 REAR VIEW OF PANEL

2S

3'

27,33

SCREENWIPERMOTOR

SCREENWlPERSWITCH

RF. 91 REGULATOR &. fUSE BO x INTERtORL'CGHT4.SWITCH

ACC.tssORI(SrUSE

C.ONNECTLO VIo'AMMETER

TRAFTICATOR(LtFT HAND)

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SfDELAMP

HORN

RH.LAMPSWITCH ---

OlPPtFl""-tNOlD

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HEAOLAMP(RKi.HTHAN~

Internal connection shown as dotted lines. Numbers indicate identification colours,as listed in the key, top right.


&(oto't cfli(anuaf'2

Plans for BuildingA Masonite Family Caravan

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CARAVAN building is a trade in itself, butit is still within the power of a homecarpenter to apply his hand at a home on

wheels. Main consideration of a caravan isto make it sturdy enough to withstand our cor-rugated roads. The severe shaking will test allscrewing and fitting. The heavy weight of aruggedly constructed job is likely to prove adisadvantage when the van is heavily loaded onQ trip.

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WAYFARERThe design we illustrate is based on the plans

originally published in the first edition of MotorManual and while it has been designed forMasonite Preswood, tough lighter materialsmay be substituted.

The design is for a 4 berth job, using astandard It x It framing set on a 2 x 2 floorsills and bearers.

First consideration is to secure a suitablechassis as assemblies from old cars are un-suitable. Trade made chassis are now avail-able in all capital cities.

----------,---,----

f iON T

April, 1947. THE AUSTRALIAN MONTHLY MOTOR MANUAL. It

ConstructionalInstructions for

building Clhe

This is the first part of our plans for building «.4 berth Caravan. Interior and specificatione will

be published in our next issue.

WAYFARER

Sill

12" 25"__ 7*

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As nearly all caravan build-ers have different methods ofapproach for constructing theframework, this must be left tothe individual according to thespace and time he has at hisdisposal; many prefer to startwith the floor frame, as thisprovides a basis for fitting thesides which can be constructedon the unit frame principle.

There are many pointers forthe uninitiated in caravan build-ing and one' of the main prob-lems is in the location of theaxle. It must not be dead centrebecause it will cause the car tobob as it see-saws. It is oftenpreferred to have about 200 to300 lbs. weight on the couplingas it ensures smoother pulling.

Thus the wheels should beplaced slightly to the rear. Theeasiest way to locate them is totry and estimate the sectionlength that would add about the200 to 300 lb. weight to thedraw bar. As a hint when hitch-ing caravans to cars this weightcan be lightened by asking afriend to stand in the rear ofthe caravan while it is beingcoupled. It will then be easierto hitch.

The roof of your caravan isopen to the use of many mater':ials: the best of which is alum-inium sheets or painted canvas.Masonite can be used to make

a very strong roof. When usin~this the joints must be madtfleakproof, especially because ofthe vibration. The seams should'be filled with a white-lead prim-er. They could then be tapedover and the whole roof paintedsilver. Before all this is donethe builder should be quite de-cided upon the electrical wir-ing and, if possible, the insula-tion. This is a necessary com-fort in hot Australian climates-or if the caravan is to be usedin the depth of winter. Finally,before the roof is sealed do"there is the question of thechimney flue, and, if needed, aroof ventilator.

The building of a caravan hasmany pitfalls and takes infinite-ly more time to construct thanone imagines. It will roll fromside to side on tow if the axleis not wide enough. If thesprings are too flexible it willdo likewise.

A strong coupling is a necess-itv as many caravans partedcompany from the car duringthe- last summer. The N.R.M.A.advise the fitting of a sparechain as a precaution.

(To be continued).


1!et ~ gJitch Camp . . and where to

set up a canvas home on a recognized ground

In N.S.W. In Victoria In W.A.KIAMA. LONGWARRY NORTH. ALBANY, MIDDLETON BEACH.

Area on Blowhole Point. Care- 3 miles east from Albany.taker C. Dawes or Town Clerk. Picnic Point Camping Park. Good surfing. Fishing fromCamp at Kiama Showground On Princes Highway; 5 miles jetty. Cottages and bungalows

t h from Drouin. Good water sup-Area a C apman's Point. (70.5 ply. Firewood! fireplaces, sanl- to let (bookings in advance).Miles.) tary conveniences. stores from Scheme water on site. NoJERVIS BAY. refreshment room. Accommo- shade or shelter,

Hyam Beach. Camping ground date 20 parties. LOWER KING RIVER CAMPat Beach. (121.5 Miles.) SITE.THE ENTRANCE. LORNE. 10 miles North-East of Albany.Area at The Entrance. Care- Sanitary conveniences. Ideal. Queens Park Camping Park. for caravan camping. Firewood.taker on ground. Area opposite ! mile from Post Office, close to Scheme water laid on. Fishing,War MEmorial. (67.5 Miles.) Pacific Hotel. Well sheltered. boating. Good shade and shel-FORSTER. Open throughout year, water ter.

Area at foot of Pilot Hill con- connected. Firewood, fireplaces, FLINDERS BAY.trolled by Forster Urban Com- sanitation. Campers' lounge,mittee. Caretaker in attend- kitchen, laundry, showers and .2t miles from South ofance. hand basins. Augusta. Firewood bought loc-

Warriewood Cabins, Phone 45. ally; water laid on; furnishedBirchgrove Residential Cabins APOLLOBAY. cottages and bungalows; surf-

Phone 62. '. l' ing, fishing; plenty of shade andGarfield Cabins ~Ituated " mile from Town- shelter.

. ShIP, on Ocean Road, betweenORANGE. Apollo Bay and Hordern Vale. OCEAN BEACH CAMP SITE.

ThEre are two. camping Open always, fresh water, fire-! Five miles south-west of Den-grounds here, 165 miles from wood delivered to area Sanita- ~ark .. SUItable caravan camp-Sydney. At Bloomfield Park . .... mg. Firewood and water avail-there is a caretaker. Also a tion. Electncally lit! stores in able; good fishing, boats forTourist Camp at the Orange town. hire; shooting.Showground.

BlI courtesy of N.R.M.A. By courtesy of R.A.C.V. By courtesy of R.A.C. of W.A.

Thomas EvansPTY. LTD.

"The House for Canvas"

415-419 BOURKE STREET,MELBOURNE.

Manufacturers of the famous"M 0 n s 0 0 n" Brand Square

Motor Tents.Easily the most popular tent

with motorists.Consult us for all your camp-

ing needs.Telephone: M1401 (4 lines).


Roadside Rests. • • •

A real ity at lastYe weary wayfarM' on tour in Vict01'ia welcomes the dozensof Comfort Station conveniences erected at leading touriststopping places. The Public Works Department augmentslocal council's expenditure for their' construction, but they

are maintained by local councils.

The Apollo Bay Comfort Station on the foreshore has men'sand women's dressing shelters; sewered toilets and women'srest rooms. Local materials are used as far as possible and

structure designed to blend in with the surroundings.

Photograph shows typical stone and log shelter, of rustic de-sign to blend with the rugged environs, in the CumberlandRiver Camping Park. This provides picnicing facilities for

tourists with a cosy fireplace alcove for colder days.

The Victorian' Tourist ResortsCommittee is an advisory bodythat prepares schemes and re-commends subsidies towards thecost of tourist improvementworks throughout the State.

Most of the projects are car-ried out by the Public Works'Department. These include theequipning of public camping andcaravan parks; the developmentof National Parks and the pro-vision of improvements andamenities at popular tourist re-serves.

The establishment of such achain of "Roadside Rests" is en-visaged for the main touristhighways. The scheme devel-oped includes the provision ofsewered toilets; water supply;picnic shelters with seats, tablesand fireplaces at convenient lo-cations along the route.

The Ocean Road, from Gee-long to Apollo Bay, is one high-way being treated. Work, heldup during the war years. is be-ing continued as materials areavailable.

The construction of ComfortSta tions in provincia 1 towns isalso being subsidised, as partof Government policy. Thesebuildings, located centrally inthe townships, have all the re-quirements of modern sanita-tion.

Road Rests, Camping Groundsand Caravan Parks are con-trolled by a Committee, appoint-ed by the Lands Department.Comfort Stations by Local Gov-erning bodies and such super-vision is exercised by the con-trol that cleanliness and orderare maintained. All users ofthese conveniences should seethat the regulations are com-plied with and that refuse is dis-posed of in accordance with in-structions, that camp sites arekept clean and tidy and thatno evidence of former occu-pancy remains after vacating.

We are indebted to the Pub-lic Works Department Melbournefor photographs and informa-tion.

•THE AUSTRALIAN MONTHLY MOTOR MANUAL. April, 194"1.

PART 10

RegulatingtheGenerator

FIELDTERMINAL-

GUT-OUTRELAY

CON NEf'IlI,JJ<jTO /INmON;")LIGHTS, ere. ~

REGULATORCONTACT POINTS I

SPRING SOfT I!IRON ICORE I

IGROUND RETURN THRU ~RAME'

';'-----:;.=.=-------- '=f-'='=-

TJu fields e] the generator de-1'#!1Ui upon the current derived!re~ the armature of the genera-Nr from. their magnetization.Sino. the current developed bythe generator increases in direct GENERATORprop"rtion to its speed, the fieldsbecome stronger as the speed in-erease« and correspondingly moreeurrent: is generated by the arma-ture. The extreme variations inspud of the automotive enginemakes it necessary to regulate the.utput of the generator to preventexcessive current overload. Onthe average motor vehicle, acharging current in excess of 12to 15 amperes may be harmful toa fully charged battery if contin-ued too long. With the increaseduse 01 electrical accessories, gen-erators have been increased in out-put until they are capable of pro-«ucing 25 to '35 amperes. Regula-tion to-day is therefore more vitalthan ever before.

There are at the present timetwo popular methods of regu-lating the output of a generator.These are the vibrating relaymethod and the third brushmethod. A number of otherforms have been used in the pastbut most of these are now obso-lete.VIBRATING RELAY.

Cur'renf Regulatfon- - TheVibrating relay can be used toregulate the current or the volt-age, depending on how the regu-lator coil is connected. A cir-cuit diagram of a typical Vibrat-ing relay regulator used forlimiting the current from thegenerator is shown above. The

regulating relay consists of asoft iron core, a heavy windingor current coil around the core,a set of regulator contact pointsnormally held closed by springtension, and a resistance unitconnected across the two regu-lator contact points.

As the generator speed in-creases, this vibrating relay con-trols the current output of thegenerator by cutting a resist-ance intermittently in and out ofthe shunt field circuit as theregulator contact points openand close due to the varyingmagnetic pull of the core. Theresistance unit is connected inthe shunt field circuit but is nor-mally short circuited by theregulator contacts when theyare closed, one of which ismounted on a soft iron con-tact arm to which is attach-ed the spring for holdingthe points in contact. Thegenerator, when driven by theengine, builds up as a simpleshunt wound generator, theshunt field current flowing fromthe positive (---t-l brush throughthe contact points, through thefield winding to the negative(-) brush. VVhen the speedand voltage of the generatorare increased sufficiently to closethe cut-out. the generator willbegin to charge the battery, the

c h a r gin g current :nowinr;through the regulator Winding.This current flowing through theregulator winding will magnetizethe core, which in turn exerts amagnetic pull on the regulatorcontact arm tending to separatethe contacts. VVhenthe batterycharging current reaches thevalue for which the regulator isadjusted, the core is sufficient-ly magnetized to attract thecontact arm, overcoming thepull of the regulator' spring.This separates the contact pointswhich inserts the resistanceunit in series with the shuntfield winding and weakens thefield strength. This causes adrop in voltage generated in thearmature and consequently thecharging current decreases.When the current decreases toa predetermined amount, thecurrent coil does not magnetizethe core sufficiently to overcomethe pull of the spring whichthen closes the contacts. Withthe contacts closed, the resist-ance unit is' once more shortcircuited and the full fieldstrength is restored, causing thecharging current to increaseagain. The regulator will con-tinue to repeat this cycle. Underoperating conditions, the con-

(Continued on Page 25l.

April, 1947. THE AUSTRALIAN MONTHLY MOTOR MANUAL. u

Chev. & Jeep Station WaggonsThey will doCar & TruckDuties

.••.'" unu:llUal addition to the new Chevrolet range will be this spacious'W •• llm panelled station waggon. It has all the advantages of the panel11_, ,lm demountable seats with the comfort of a sedan .

•The sturdy 15 h.p. Willys Jeep

engine has appeared in its firstglamour garb. This new model isnow on show and is certainly at-tractive with its maroon bonnetand cream and tan steel body. Itis designed for hard work but isfitted up like a saloon, beautifullylined inside with butlt-in lightingand luxury fittings with moderntube steel detachable seats. Thesewill move out to make 100 cubicfeet of delivery space. For greateroperational economy there is anautomatic overdrive. It has rearwheel drive only an.d will sell for£740 plus tax.

Auto-Ele£tri£itg(Continued from Page 24).

tact arm vibrates rapidlyenough to keep the generatoroutput constant. As a result,the generator will never chargethe battery above a predeter-mined rate (for example, 20 am-peres), no matter how high thespeed of the car. This will betrue regardless of whether thebattery is fully charged or com-pletely discharged.CURRENT REGULATION.

This method of generator re-gulation is termed current regu-

• •

Iation, since the current outputof the generator is used for re-gulation. It is, therefore, veryimportant that no breaks occurin the charging circuit after thegenerator reaches a voltage suf-ficient to operate the cut-out.If a break does occur, no cur-rent will flow through the cur-rent coil to operate the vibrat-ing points and the generatorwill build up an excessive volt-age at high speeds due to lackof regulation.ADJUSTABLE.

In all electrical systems con-trolled by a vibrating relay, the

charging rate of the generatorcan be easily adjusted. To in-crease the maximum chargingrate, the spring tension on thevibrating contact arm should beincreased slightly, and to de-crease the maximum chargingrate, the spring tension shouldbe decreased. Care must betaken that the generator outputdoes not exceed that for whichit was designed.

Next Month: Regulating theGenerator continued, featuringVolta,ge Regulation.

26 THE AUS~RALIAN MONTHLY MOTOR l\IANUAL. April, 1947.

TRIUMPH "1800"

INTRODUCTION.One of the most interesting cars to come to Australia is

the new Triumph "1800." This new British car is manufacturedby the Standard Motor Company Limited of Coventry, manufac-turers of "Flying" Standard cars. This is one of the first post-war engineered British cars to reach the Australian market.

There are two models available, a Saloon and a SportsRoadster. The saloon is a car of outstanding appearance, inthat it is the first car to come to this country with knife edgedcoachwork. The Roadster has many new and interesting feat-ures hitherto unknown here.

DESIGN ... ROADSTER·

Unlike the saloon, the roadster is designed on normal curvedlines, with rounded streamlined wings and rear end. It has glasssides and a smart convertible top that folds back out of sight.There are no running boards, and the roadster body seats threecomfortably in the front, and two in the back. The lid of theback compartment is divided into two, and when raised theback half provides the back of the seat, and the front half anattractive back windscreen.

Britain7s challenge

*INTERIORS.

The interiors of both cars areluxuriously appointed and areupholstered in soft hide. Beau-tifully hand polished windowreveals and facia panels areused. The steering wheel hasonly two spokes, and the gearlever is mounted on the steeringcolumn. Seats are adjustable,and are provided with centrefolding armrests in both frontand rear, as well as at the sides.All instruments are neatly re-cessed, and include an electricclock. Almost every conceivableextra is fitted, for the comfortand convenience of both driverand passengers.POWER UNIT.

The engine is a four cylinderunit of fourteen horsepower,with overhead valves, push rocopera ted from harmonic cams.It has high efficiency combus-tion chambers and a compressionratio of 7.5 to 1. The three bear-ing crankshaft has integral bal-ance weights, and the pistonsare of aluminium alloy. Thereis a hot spot induction pipe anda Solex downdraught carbuetter.

The drive is through a singledry plate clutch, to a four speedsynchro mesh gearbox, with aremote control lever. The frameis of very rigid design, and un-usual in that it is tubular inconstruction, with deep box sec-tions welded to the side mem-bers. The suspension is inde-pendent transverse type at thefront, and soft semi elipticsprings at the rear, assisted by

~pril, 1947. THE AUSTRALIAN MONTHLY MOTOR MANUAL. 27

to the Streamlined lines of 1947

Luvax-Girling piston type hy-draulic shock absorbers on allfour wheels. Brakes are hydrau-lic Girling, with automatic ad-justment.

SPECIFICATIONS.

ENGINE.

Four-cylinder 14 h.p. with overheadvalves. Bore 73 mm x Stroke 106 mm.Capacity 1776 ces. Development 65b.h.p.; at 4500 r.p.m. CompressionRatio 7.5 to 1.

TRANSM ISSION.

Borg and Beck single dry plateclutch, and 4-speed synchro mesh heli-cal gears. Lever on steering column.

SUSPENSION.

Independent front suspension withsingle transverse spring. Semi-elipticrear springs. Luvax Girling shockabsorbers.

BRAKES.

Girlil1g hydraulic four-wheel brakeswith mechanical "Pull'" type hand-brake.

STEERING.

MarIes cam and twin roller. Two-spoke wheel of 17l-inch diameter.

ELECTRICAL.

12 Volt Lucas electrical system.

WHEELS.

Steel disc wheels with large chromecaps. 16 x 5.75 tyres.

DIMENSIONS.

Wheelbase, 9 ft. Saloon-8ft. 4in.Roadster. Track, Front 4ft. 1iin. Rear4ft. 61in. Length 14ft. 8ins. (Saloon).Width 5ft. 31ins. Height 5 ft. 31ins.(Saloon). Weight, 25 cwt. Turningcircle, 40ft. (Saloon).

DESIGN ..• SALOON.

The Saloon is a four door six window knife edge design,with accommodation for six. The wings sweep back along thesides and the square knife edges add a refreshing and distinctivenote to the panelling. A large luggage compartment is fitted,and the spare wheel is housed in the lid, which when loweredforms an additional luggage platform. The squared off pillarsare much narrower than usual thus giving much greater vis-ability.

GENERAL.On the road the car

has an excellent per-formance, being bothfast and comfortable,and altogether a mostinteresting Englishcar that should ap-peal to people wholike something ex-clusive but also wantcomfort combinedwith lavish equip-ment. Essentially acar for the connois-seur.

•Overhead valves and

Solex down draughtcarburation are fea-tures of the new 14h.p, Triumph.

THE AUSTRALIAN MONTHLY MOTOR MANUAL. April, 194T.

More Motornew Cycles I POTTED

_P_R_E_V_l_E_W_S_

The Velocette M.S.S. Model 500 c.c, recently arrivedin Australia, being the first of the post war shipments.

The model differs only slight~y from the pre-warmachine.

The engine is a 500 c.c. bore 81 mm., and stroke9/5mm. It has a compression ratio cf 6t to one, andneeds no special spirit. Valve gear including valvestems is totally enclosed and lubrication is by the drysump system.

* *

Velocette 500 ccGENERAL SPECIFICATIONS.

The oil tank has a capacity ofhalf a gallon. The primary chainis enclosed in an oil bath chaincase. The frame is cradle type,particularly rigid and strong. Fourspeed gear box. Lugs are providedon both sides for side car attach-ment. Front forks are girder type,with bronze, bushed ground spti-dIes. 3t gallon petrol tank.

EQUIPMENT.Tool equipment suitable for all

adjustments is carried in on all-metal tool box; also carried is agrease gun and pump.

Weight unladen is 365 pounds.Speed up to 80 m.p.h. solo, 65 m.p.h.when carrying light sports car withpassenger.

The price, £227 plus tax.

* *Current Price List, New Motor Cycles

These prices include Sales Tns.and are subject to fluctuation

Acme, 125 c.c., 2 Stroke .. .. " .. ..A.J.S., 500 c.c., O.H.V. .. .. . ... "A.J.S., 350 c.c. " .... ApproximateAriel, 350 c.c., N.G.O.H.V. .. .. ..Ariel Red Hunter, 350 c.c., O.H.V .Ariel Red Hunter, 500 C.C., O.li-V .Ariel De Luxe, 600 C.C., S.A., V.B.Ariel V.G. de Luxe, 500 C.C., O.H.V...B.S.A., C.IO, 250 C.C., Side Val. .. ..B.S.A., C.ll, 250 C.C., O.H.V. .. ..B.S.A., B.31, 350 c.c., O.H.V. .. ..B.S.A., M.20, 500 c.c., S.V. .. " ..Norton, E.S.2 (Telefork Spring

Frame) .. .Norton Model 18, 490 C.C., O.H.V.

£102 10 0£227 13 0£215 0 0£190 0 0£201 0 0£223 0 0£210 0 0£220 0 0£153 10 0£158 15 0£196 15 0£199 10 0

£267 13 0£254 0 0

Panther, 250 c.c. O.H.V.... , ..Panther, 350 C.C., O.H.v. .. ., ..Panther, 600 c.c. O.H.V .Royal Enfield, 125 C.C., 2 StrokeRoyal Enfield, 350 C.C., Model C. O.

O.H.V. .. .. .. .. ..Royal Enfield, 350 C.C., Model G

O.H.V .Royal Enfield, 500 C.C., Model J

O.H.V .Triumph, 350 C.C., Twin . . . .Triumph, 500 c.c. Speed Twin .Triumph, Tiger, 100, 500 c.c .Velocette, Model M.S.S., 500 c.c. . .Velocette, Ml. M.A.C., 350 c.c. O.H.V.

£153 16 4£164 18 0£237 13 8£99 10 0

£196 0 0

£207 10 0

£223 0 0£221 0 0£241 12 0£254 0 0£238 17 0£200 0 0


The KAISERS

*have come to Australia

The latest newsin the motor worldis the arrival of theirst of the I<aiserand Fraser cars inAustralia. Wit hstriking body de-signs by HowardOarrin, win g ssweeping the entirelength of the bodyand amazing widthef seating, the carsare handsomelystreamlined andwell appointed.The motors are six cylinder Continentals, operatingthrough normal transmission and are capable of a fast,smooth performance with reasonable economy.

The cars are on view at the showrooms of theAustralian distributors: Liberty Motors Pty. Ltd., ofLonsdale Street, Melbourne.

::::.}\>~}

T}O'/Tremendous wartitne develop-ments in Automotive dt~Hig;nIncreased the uecessttv for t.onglwfSpark Plugs. 'I'ho saruo qualit.icsrequlred for high HI)('pd, highaltitude utrorutt l~Hgi(lP~ an' incor-porated in Olympic Spark I'Iuc-which feature the ,.l'ost-u.arLnsulator" especially dcsi),nw(i illU. H. A. to give custer \Villt,(';Starting and longer life to wit 11-stand higher ouclno t.ernperu.t.urt'sa.nd speed. TIlt:~poi nt.s at t1H~rtahtshow how Olymplcs "L'oa-nxu:Insulator" etve, your OlympicSpark Plug Its extra ad va.ntat e '.

TWO RIBBED DESIGN .•• lengthensinsulator surface-eliminates currentleakage.

2 INSULATOR SHOULDER. •• ofgreater mechanical strength to elim-inate breakages.

3 GROUND SEATS ••••• to ensurecomplete gas seal.

4 ELECTRODE .• the Manganese NickelAlloy as specified by the British AirMinistry. Screwed and cemented toinsulator-sealing against leakage.

S HEAT RANGE ••• Thermal propertiesgive wider heat dispersion.

s pP L

A RU G

KS

OLYMPIC SPARI< PLUGS PTY. LTD., Head Office, Factory, 64-66 Little Bourke St., Melb. JM 1529 (3 lines).No. 2 Factory, 14 Anthony st., Melbourne. F 3116.


1-7 KNOX PLACE, MELBOURNE.

Dear Readers,Our editorial recently drawing attention to the great opportunity the English

makers were losing in not making a big car for the taxi trade (aside from the newHumber) drew the following reply from Mr. C. R. Dickason of Austin Distributors,Ltd., Melbourne concerning the English taxi cabs.

"Dealing with taxi-cabs, it is not generally known that there is a very strict setof specifications enforced by Scotland Yard which limits the scope of a factory designsdepartment, and while the design of these cabs may not appeal to the Australianpublic the,y have a greater utility value than our hire vehicles .•. ~

"During a recent visit to the United Kingdom I made a point of discussing theirvehicles with a number of London cab drivers and many had completed 300,000;miles and they also had great respect for their makes."

London taxis are still operating under a set of by-laws which limits their scopeand precludes standard specifications. Special new coach-type cabs are now beingbuilt by Wolseley-the Oxford, of 1800 c.c, with dry sump lubrication, Dunlopilloseating, and Girling brakes with 11 in. drums. Cost of each vehicle in London is£1,000. There is no door on the left side of the driver's seat and only two windows inthe rear, but they are smaller and m01'e manoeuverable for London's congested streets.

-The Editor.

Australia~s Most Val",able Magazine for Motorist & Mechanic

-- --- -- -- ------,,- -- -- -- ---12 months Subscription gives you over

500 pages of Motor Manual~~

---------"--~-=

~g;;.N;;;me~....".... ~_ _ -_ .., -' -1"-~"t"'I1'"

.• :1iJ [ II. t •• &wdi ••

ENP'muIP I: T.., 111••

•••••• I?t_ lI:iMIIW.maIZ, •••••••

Iv (., jt jtt •• u, I. 'T"(ilht1f[,j:I!i~ 2S,AlifllriN

u:DlL!1I' 24, •••••••

f.ii',zifi.lMfA. 30:lri ••••Jimm. 2!:Wk r. d ltD

~32:""'II'''''IWt4MAt 14: '1M •• ~ ••.

::::::~:"~c=v=::.MORE MOTOR MANUALSARE SOLD EACH ISSUE

THAN ANY SIMILARPUBLICATION!

If you are not a subscriber or you donot have your newsagent reserve yourcopy each month there is a likelihoodthe booksellers may sell out before youare able to obtain your copy. There-fore it is suggested you write for ayear's subscription toThe Publishers,

AUSTRALIAN MONTHLY MOTORMANUAL,C/o J. Roy Stevens, 1-7 Knox Place,

Melbourne, Cl.Please post me this magazine each month.

I enclose 12/- for a year's supply,

Name , ......•••....• " ••.••• '.'

Address ................••..•..••••••••

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12 IssuesPostFree!

12/-Back Numbersfrom No. 7 areavailable at

1/- each.Plus Hd. Postage.

April, 1947. THE AUSTRALIAN MONTHLY MOTOR MANUAL. 31PICK YOUR PETROL.

It is like the good olddays to be able to specifythe brand of petrol - butwe are sorry to report thatour former girl friend with'the zip - Miss Ethyl hasn'ther passport, because ofthe adverse dollar ex-change.

* * *ENLIGHTENING.

There is a statue nomotorist misses in Birm-ingham, U.S.A., where theVulcan figure holds atorch which throws a greenlight except when a traf-fic fatality has occurred,which causes it to showred for 24 hours there-after.

* * *WHAT AMERICA IS

MAKING.According to the new

car registration lists re-cently published in U.S.A.,the following is the orderat the end of 1946:

Ford .. 1Chevrolet 2Plymouth 3Dodge .. 4Buick .. 5Pontiac .. .. 6Nash .. .. 7Hudson .. .. .. 8Chrysler .. .. .. 9

."'"mobile " .. 10In all there was only 30

per cent. of the normalpre-war year sales.

* * *HERE'S HOPING.

There will be no motorshow in June this year, aswas previously anticipated.But there may be one earlyin 1948 if the presentplans of the motor tradeeventuate.

* * *BUICK NEWS.

The new Buick has beenreleased by General Moto-ors and is now on view inthe showrooms of Metro-pollta, Distributors, whereit is causing a great dealof Interest. The price is£935 plus sales tax.

NO CHANGE.The difference between

1946 and 1947 models arealmost indiscernible. Thereis very little of interest toreport from the Americanfactories about the comingmodels. From the Englishmakers of mass productionwe can only spot a newradiator on the Morris Tenapart from some importedsaloons which have great-er streamlining in thetrunk tails.

PETROL RATIONING.The Federal Government has decreed that pet-

rol rationing must go on. According to theN.R.M.A. lifti"" of the rationing would mean noincrease in consumption. If this is so we don'tsave dollars by rationing, and yet tax payersmust still f.:lli the £200,000 a year which thesystem costs.


SOME cars have good acceleration but a mod-est maximum speed, whereas heavier mod-els may be found which accelerate quite

slowly but eventually attain a higher velocity.

Why do cars having the same maxi-mum speed differ so widely in roadperformances? Why are some great-ly helped or hindered by slightgrad'ients which others almost

ignore?

How Hillsaffect a Car's Performance

THE best method to assess the performanceof your car as compared with that of theaverage car is to make a graph. Varying

behaviour of vehicles on different types of hillscan thus be clearly depicted.

Experts on the staff of The Motor in Britain,for instance, draw on a graph the engine powercurve. This shows b.p.h, available plotted againstroad speed in m.p.h. instead of r.p.m. A sec-ond curve shows power required to propel thecar at a steady speed on a level road, to over-come rolling resistance and air drag.

From these two curves a great deal can be'learnt. The rn.p.h. at which they cross oneanother is the maximum speed of the car undernormal conditions. At lower speeds, the verti-cal distance between the two curves representsthe margin of power available for acceleratingthe car or driving it up a hill.

At higher speeds, the vertical distance be-tween the curves represents the extra powerwhich must be supplied by wind or gravity ifthe car is to attain such speeds.

Let us assume our average car has 50 brake-horse-power available, has maximum speed of75 m.p.h., and weighs 2,500 lb. in running trim.Top gear is considered to be optimum ratio giv-ing maximum speed on level road with no windat peak r.p.m. To assess rolling resistance, letus use the Andreau formula, taking a tyre press-ure of 25 lb. per sq. in. This gives a low-speedrolling resistance of 31 lb. per ton, rising to58 lb. per ton at 75 m.p.h, Wind resistance iscalculated on assumption of frontal area of 22sq. ft. and a drag coefficient, K, of 0.0015.

How gradients affect the average 75 m.p.h.car is shown on graph published on this page.Maximum speed is plotted against gradient.Graph reveals that average car with 75 m.p.h,level-road maximum will reach 80 m.p.h , downa slope of only 1 in 50, but will be slowed to69 m.p.h. when travelling up the same hill.

A down grade of 1 in 20 will permit the speedto rise to just over 86 m.p.h., but a similar up-

6%

More Speed Lost Going Uphill Than GainedGoing Down Same Gradient.

hill stretch will bring the speed down to under59 m.p.h,

In every case, more speed is lost when goingup a hill than is gained when going down thesame gradient. .

Our hypothetical average car gives us a stand-ard by which other cars may be judged. Con-sider two cars having the same power outputand maximum speed as the average car. One,however, is 600 lb. heavier and the other is 600lb. lighter.

This is important, for the effect of a gradienton any car depends directly on weight. A heavycar is slowed more than a light one when itsweight has to be lifted up a gradient. On theother hand, a down grade will be of even morehelp to the heavy car.

The graph indicates how maximum speeds oflight, average and heavy cars are affected byhills. All three are capable of 75 m.p.h, on alevel road. Up a l-in-20 hill, the heavy carwill be slowed to 51 m.p.h., v.mereas the lightmodel will maintain 63 m.p.h, at full throttle.

However, the heavy car will be able to workup to a speed of 89 m.p.h. when descending thesame hill, the maximum speed of the light carrising onlv to just over 83 m.p.h. under thesame conditions.

This gives proof of an effect which is alwaysevident to those who drive a vartetv of differ-ent cars, and is particularly noticeable on open,undulating roads.

A lightly-built model will hold it~ speed onlong inclines, taking the oppcrtunity to pullaway from the heavier cars of comparable maxi-mum speed. Down the ot!J.er side of the hill,however the heavier machine mav regain someof the' lost ground, sheer weight forcing itthrough the air at high speed.

How Hills affect a Car's Performance

THB AUSTRALIAN MONTHLY MOTOR MANUAL. •April, 1947.

No matter how open the road may be, a carwhich is unduly sensitive to gradient effectswill always lose time. Thus our heavy carwill climb a l-in-20 grade at 51 m.p.h. and willdescend the other side at 89.4 m.p.h, The lightcar, however, ascends the hill at 63 m.p.h. andgoes down the other side at 83.4 m.p.h., givinga rather higher mean speed. These m.p.h. fig-ures do not tell the whole story. For less time isspent on the fast downhill run than on the slowuphill grind. On a time basis, the light car willtake 57.1 sees. for an uphill mile, and 43.2 fora downhill mile-a total time of 100.2 sees. for2 miles, which represents an average speed of71.8 m.p.h.

The heavy car will cover an uphill mile in70.5 secs., then a downhill mile in 40.3 sec.-a total time of 110.8sec. for 2 miles representingan average speed of only 65 m.p.h,

The- amount of time which excessive weightcan waste on an undulating road may be sur-prising to some people. The figure of 10.5 percent. when gradients of the l-in-20 order areencountered is not an exaggeratton, even thoughit assumes all gradients to be taken at fullspeed.

In practice, an occasional baulk is inevitable,and will usuallv occur on an uphill road whereslow vehicles loiter, and the heavy car will takelonger than the light car to regain speed afterpassing an obstruction.

In every respect, the car with a high power-to-weight ratio is at an advantage in hillycountry, even though it has the same maximumspeed as heavier models. It will perform con-sistently, with the minimum variation of speedon gradients. The light car may be made morereliable, since there is less chance of it beingoverdriven under favourable conditions of gra-dient. Low weight eases the designer's trans-mission design problems.

Graph showing comparative road performances.1 light, average and heavy ears on varlous

gradients.

Heavy car (black) and lighter model (White) starton even terms to climb '·in·20 slope. Uphill, heavyear will lag behind lighter car. Though it canreach higher speed down other side of hill, it

will not regain lost ground.

DqnamicSPARK PLUGS

[t ,IsAvailable EverywhereLEGGETT PRODUCTS PTY.LTD.

Australia P22R

THE LARGEST ORGANIZATION OF ITS KI~DIN THE SOUTHERN HEMISPHERE

THE AUSTRALIAN MONTHLY MOTOR MANUAL. April, 1947.

"' FRONT SUSPENSIONThe independent front wheel suspension

of front wheels allows either front wheel toreact to change in the road surface level with-(jut appreciably affecting the opposite wheel,and eliminating a principle source of energywhich brings about wheel shimmy, undesirable"iding qualities and disagreeable' steeringcharacteristics. This design of suspensionemploys coil type chassis springs, which arenot subject to the varying factors of inter-leaf friction, as is the case with conventionalleaf type of chassis springs.

The wheel knuckle is the re-verse Elliott type and attachedto the knuckle support by meansof a hardened steel king pin,which moves on bronze bush-ings.

The knuckle support is pivotedat both upper and lower ends to"V" shaped control arms. Eachupper control arm assembly isattached at its inner end to theshock absorber camshaft. Eachlower control arm assembly ispivoted at its inner end on asolid shaft, which is attachedto the underside of the framefront cross member. Each endof the pivoted inner shaft forthe lower control arms carries ahardened steel bushing. There isan oil reservoir at the outer endof each bushing to furnish lubri-cation to the threaded bearingsat any time lubricant is presentin the oil reservoir.

At each end of the lower con-trol arm inner shaft and at theinside of the arms, a rubber sealcovers the inner end of the bush-ings and the threads on theshaft. This seal prevents dirtand water from creeping into thebearing, prolongs the life of thebearing and reduces squeaks atthese points.

Rubber seals are also carriedat the outer end of the controlarms over the exposed portionof the threaded bearing wherethe control arm is attached tothe knuckle support.

The control arms allow theknuckle support, spindle andwheel to move through a verti-cal plane only. The lower con-trol arm is longer than theupper one which provides for achange in the camber of thefront wheel to mathematicallycompensate for front treadwidth variation occurring as the

'oil chassis springs rebound orcompress.

'Thp chassis coil springs aresupp- ·ted at the lower ends insheet metal seats which <>~eriveted and welded to t~~ ,__,vercontrol arms and the upper endsseat in the frame front crossmember.

Rubber bumpers are providedto limit the travel of the upperand lower control arms.

The front shock absorbersWith upper control arms areaccurately located by close fit-ting bolts and mounted on topof the front cross member.

To provide more control ofbody roll, a front end stablizeris used.

The front stabilizer is mountedin rubber attached to the frameahead of the front springs withWahl type connecting links fromthe stabilizer bar to the bracketriveted to the lower control armThis linkage provides completerubber insulation between themetal parts.LUBRICATION OF FRONTSUSPENSION.

The threaded bushings used inthe front end suspension systemrequire thorough lubrication,with the weight of the car offthe bearings.PIVOT PINS - FRONT ENDSUSPENSION.

A clearance of from .014" to.028" is provided between thethreaded pins and bushings onthe front end construction. Thethreaded surface automaticallyprovides perfect side adjustmentand where the roll is always inthe same direction, the two

:.=-members of the bearing are vir-tually tied together even whenone fits loosely within the other.This permits ample space forlubrication, rolling friction, andfree action for oscillation. Theolling action minimizes wear

and accounts for the long lifeof the pin and bushing. If thebushings are properly lubricatedand the tolerances are withinthe specified clearances,' theywill not be noisy when properlyadjusted and should not bechanged because of noise. UN-DER NO CONDITIONS SHOULDANY CHANGES BE MADE TOREDUCE THE SPECIFIEDTHREAD CLEARANCES GIVENABOVE.REMOVE UPPER PIVOT PIN.1. Place jack under lower con-

trol arm, raising car off floor,and remove wheel and tyreassembly.

2. Remove upper control armclamp bolt.

3. Remove both front and rearbushing from control arm.

4. Loosen clamp bolt in knuckle


1939 MODEL SERVICE NOTESsupport.

NOTE.-To prevent damageto brake hose, fasten steeringknuckle support to upper con-trol arm.

5. Using special tool, removepivot pin from knuckle sup-port.

REPLACE UPPER PIVOT PIN.1. Holding knuckle support in

line with hole through con-trol arm, screw pivot pin intoknuckle support with hole inpin toward front of car.

2. Turn pivot pin until largestdiameter section is central-ized in support.

3. Tighten clamp bolt in knucklesupport arm.

4. Centralize support arm asnear as possible in control armyoke and start rear bushingon threads of pin and inthreads of control arm.

5. Start front bushing onthread of pin before lockingrear bushing up tight.

6. Lock rear bushing tight.7. SCrEWfront bushing up to

leave 1/32-inch clearancebetween hex portion of bush-ing and front face of uppercontrol arm.

8. Replace and lock clamp boltin control arm.

9. REmove lubrication fittingfrom front pivot pin bushingand set caster, camber andtoe-in.

REMOVE LOWER PIVOT PIN.1. Place jack under lower con-

trol arm, raise car off floorand remove wheel and tyreassembly.

2. Remove lock nut and washerat rear of pin.

3. Remove lower pivot pin.REPLACE LOWER PIVOT PIN.1. Centralize knuckle support

arm, as near as possible, be-tween front and rear controlarms and screw pivot pinthrough front control arm andinto bushing of support arm.

NOTE. - When the supportarm is properly spaced he-tween front and rear controlarms, there will me approxi-

mately lI8-inch between theinner face of the front controlarm and the end of the bush-ing.

2. Screw pivot pin into rear con-trol arm.

3. Install lock nut and washer.4. Set caster, camber and toe-

in.REMOVE AND REPLACEFRONT COIL SPRING.1. Disconnect outer end of tie

rod from steering arm.2. Remove lower pivot pin.3. Disconnect stabilizer link.4. Support car frame by another

jack.5. Rernove jack from under

lower control arm, whichallows lower control armassembly to drop out of posi-tion.

6. Remove spring.7. To assemble, reverse opera-

tions. Check caster, camberand toe-in.

NOTE. - There is a top andbottom to the front coil spring.The top may be identifiedsince the top coil is flattedat the end, the bottom is not.When assembling the frontcoil spring, be sure the flattedend of the spring is to thetop and centralized by thefour lugs on the cross member.Be sure the end of the coil atthe bottom indexes with thehole provided in the springseat.

REMOVE LOWER CONTROLASSEMBLY OR PIVOT SHAFT.

The front and rear lower con-trol arms and spring seat areserviced as an assembly. Theyare not interchangeable, rightand left.1. Proceed as outlined under

"REMOVE FRONT COILSPRING."

2. Remove lower control armassembly and pivot shaft fromframe front cross member.

3. Unscrew pivot shaft bushingsand remove shaft from lowercontrol arm assembly.

REPLACE LOWER CONTROLARM ASSEMBLY OR PIVOTSHAFT.

The lower control arm pivotshaft bushings have threads onthe inside and outside of thebushing. The inside of thebushing threads on to the pivotshaft, but the bushing cuts its

• • • •DSPAN!>IQN PLUG

SHORT 011 GR<:rnof)' u,r-ROM LU~R!CATrQN flIt •••

TQ ExPANSION PU4i.

rX~NS'QN f'l..UCFig. 49. 5t•• ,I",. K""ck" ••••••••

own thread in the lower controlarm.

Since the distance between theinside face of the inner Ends ofthe lower control arm must belIt + - 3/32" when assembled,it is necessary to use a specialtool to prevent the arms frommoving inward while the bush-ing is cutting a thread duringinstalla tion.

To instal pivot shaft andlower control arm assembly,proceed as follows:1. Place special tool in position

and expand until the dis-tance between the insideface of the arms at inner end'is lIt inch.

2. Place pivot shaft in assem-blv.

3. Start bushing on pivot shaftand into arm at same time.Tighten bushing in place.

4. Centre pivot shaft betweencontrol arms and install theother bushing as above, be-ing sure threads index sothere is no bind. Removetool.

5. The distance between thecentre of the pivot shaft boltholes and the inside face ofthe arm should be Hinchat each end. Turn pivot shaftas necessary to centralize.

6. Install lower control arm as-sembly and replace front coilsuring.

7. Replace lower pivot pin.8. SEt caster, camber and toe-

in.REBUSH KING PINS.1. Remove front wheel hub and

drum assembly.2. Remove tie rod outer end

from plain arm.(Continued on Page 36).


"10" MINX

6UIOf TO U8fO CAI!8YEAR. I Pegged Price

SedanDI~TI~(jUI~"I~(j ffATUl!f~

1~2 10 h.p. 4 cylinder side valve engine, three speed gearbox, battery coil ignition, duo-servo four-wheel brakes, 7 ft. 8 in., wheelbase and 4 ft. track. Chassis Nos. M001 andup , , .

1tS3 10 h.p, Minx introduced in 1932remains practically unaltered .. .. .. .. .. .. ..1934 Radiator redesigned. Body improved to include skirting to front and rear mud-

guards. Now features four-speed gearbox. Some models sold with free-wheeling asextra. Chassis Nos. start from M20150 " " " , .. .. .. .. ..

1t35 Only minor alterations to engine, gearbox is four-speed synchromesh on all gears.Chassis now has large box-section cross member. 18 x 4.75 tyres. Chassis Nos. fromM35001 .. .. .. .. .. .. .. .. .. .. ., £12~

193~ Tyre size drops to 16 x 5.25 with steel wheels. Engine practically the same. ChassisNos. M50001 and upwards .. .. .. £147

1937 Continued with only slight alteration. Large wheel hub caps, radiator has fivechrome plated horizontal strips. Chassis Nos. start at M74969 .. .. .. .. .. .. .. £1~2

1938 Body redesigned to include new radiator front and rear luggage compartment.Chassis Nos. M1000500and up ..... .

1939 As 1938 model .. .. .. .. .. .. .. .. .. .. ..1940 Mono-construction with completely redesigned front end bonnet lifting from the

front with small T handle. Large luggage trunk with uplifting lid. Bprtng-spokesteering wheel .. .. .. .. .. ., .. .. .. £283

1941 As 1940 model .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. " .. " '. £304

£104

£104

£89

£193£235

Oldsmobile Suspension<continued from Page 35).

3. Remove backing plate with-out disconnecting brake hoseand place out of way, avoid-ing any strain on brake hose.

4. Remove king pin lock pin.5. Remove upper and lower

Welch plug from knuckle.6. Drive out king pin.7. Press bushing from steering

knuckle.Note that the king pin bush-

ings have two grooves on theinside diameter - one shortgroove leading from the oil holeto one end. of the bushing and along groove opposite the oil holeextending the entire length of

the bushing. The short grooveleads to the top on the upperbushing and to the bottom onthe lower bushing. In otherwords, the short groove alwaysleads to the expansion plug.8. With oil hole in bushing in

line with hole for oil fitting,press bushing into knuckle.

9. Burnish bushing in place.10. Line ream bushing to size.11. To assemble, reverse opera-

tions 1, 2, 3, 4, 5 and 6. Checkcamber, caster and toe-in.

TO REMOVE AND REPLACEFRONT STABILIZER.

The front stabilizer may be re-moved as follows:

1. Disconnect link from stabil-izer bar by removing nutsfrom top of link and pull outbolt from bottom of link.

2. Remove the bracket boltssupporting stabliizer bar toframe and remove stabilizer.To replace, reverse sequenceof above operations andnote:

1. The rubber bearings on thestabilizer bar at the framesupport are serviced separ-ately from the satibilizer barassembly,

2. When attaching the link,place one steel retainer andone rubber both top and bot-tom of both the control armsupport and stabilizer bar,and then draw the nut downto the limit of the thread.

Aprll, 1947. THE AUSTRALIAN MONTHL Y MOTOR MANUAL.

lire

MOTOR 5PIRIT

THE SHELL COMPANY OF AUSTRALIA LIMITED (Incorporated in G . .reat Britain)

37

I

S~71 F

38 THE AUSTRALIAN MONTHLY MOTOR MANUAL.

PART 3: VARIOUS STEELS

April, 194T.

A motor car is not made of cast iron andpressed steel; dozens of different steels makeit stand the strain of modern times. Here theService Division of General Motors-Holden's tenayou more

About the Metallurgy of MotorsSteels '11'e om' «tronqeet mate-rials. The tensile strength or re-

sistance to a pull 'varies from a low of 40,000 to a high of 500.000pounds per square inch f01' some of the better grades of speciallytreated steel.

Steels may also be made so hard they scratch glass or so softthey can be scratched with a needle. They can be given a hard.surface to resist wear and a tough core to give ductility. Steelscan operate over a temperature range from 250 below zero to acherri, 'red heat. They can be easily formed, cut, welded or bentwithout destroying the other properties. And for good measure,nature gave steels magnetic properties to make them valuable inelect.rical. machinery.

How some steels are eastfor-Tensile StrengthMalleabilityHardnessCold ResistanoeHeat ResistanceToughnessMagnetismCompressive Strength

.THE U.S. AUTOMOBILE INDUSTRY USES ONE-FIFTH OF THE STEEL.

The automobile industry is the largest singleuser of the steel produced in the United States.In one year over one-fifth of the steel producedwas used in making automobiles, In an ordin-ary year this figure has been about 4,000,000tons. This is more steel than is used by therailroad, rarm machinery, building, container, oil,and gas, highway or machinery industries.

The automobile is also a large user of twoother important forms of iron, malleable ironand cast iron. Over one-half of the malleableiron and one-seventh of the grey cast iron isused to make automobiles. In one year the in-dustry used 245,000 tons of malleable iron and575,000 tons of grey cast iron.BURNING CARBON OUT OF PIG-IRON.

Many methods of making steel were in useprior to 1855, but one of them produced themetal in large enough quantities or at a lowenough price to satisfy the demands. Pig ironor cast iron was easy to make from the ore, butto get the extra carbon out of pig iron to makesteel was a laborious and expensive process.The first step in making steel is to get theoxygen out of the ore to make pig iron. Thesecond step is to get the excess carbon out ofthe pig iron to make steel.

The credit for devising a successful commer-cial process is usually given to Henry Bessemer.

His interest in iron and steel came about afterhe had been called upon to aid in the develop-ment of guns and projectiles which made thecast iron cannon then in use unsuitable. Hetherefore decided to develop a stronger materialfor his guns.

After several years of experimentation hefound, much to his surprise, that blowing airthrough molten cast iron or pig iron made theiron hotter. Everyone had naturally thoughtthat a draught of cold air hitting against hotiron would cool it. Encouraged by his observa-tions he constructed a larger furnace to blowair through several hundred pounds of molteniron. The experiments were a complete success.He found that the carbon and other impuritiesin the iron were literally burned out of thewhite hot mixture by the air. The highesttemperature which was at that time known toindustry was produced by simply blowing airthrough or over fluid pig iron. He announcedhis discovery before a meeting of the BritishAssociation on August 11th, 1856, in a paperentitled "The Manufacture of Malleable Ironand Steel Without Fuel."

BESSEMER CONVERTER.The Bessemer converter, as the furnace is

called, is a large pear-shaped container linedwith fire-brick and open at the top. It holdsten to twenty tons of cast iron. A "blow" re-quires 10 to 15 minutes.

Molten pig iron is poured into the furnaceand a blast of air is turned on. Each ton ofpig iron contains about 75 pounds of carbon,25 pounds of silicon, one pound of sulphur, and15 pounds of manganese, most of Which will beburned out. These elements are the fuel. Themolten iron is about 2200 degrees F. when it ispoured in. In a few minutes after the blast ofair is turned on, the burning of these elementsin the iron raises the temperature to 3500 de-grees F. Most of the carbon, silicon, SUlphurand manganese is burned out which causes the


Various Steels tCont.)mouth of the furnace' to belch forth brightflames. No external fuel is necessary.

When the impurities are burned out, the cor-rect amount of carbon and manganese is add-ed to give the steel the final composition desired.The steel is then poured out into ingots readyto be made into shapes suitable for use.OPEN HEARTH STEEL.

After Bessemer had led the way in makingsteel from pig iron, other metallurgists and sci-entists took up the study. Sir William Siemensdeveloped a new type of furnace which was ~rstused for zinc distillation and for heating Ironand steel. By 1863 this furnace had bt:en usedby Martin, in France, to make steel. ThIS meth-od is called the Siemens-Martin Open Hearthprocess. At the present time more steel is madeby this method than by any other process .

In the open hearth furnace an outside sourceof heat is used. The metal is contained in alarge saucer-like container which holds from5 to 250 tons of steel. Two openings at eachend of the furnace admit gas and air. Under-neath and at each end of the furnace, aretwo chambers, one for air and one for gas, madeof firebrick laid in a checker-board pattern.

In operation the gas from the coal fire is ledto one of the' gas chambers. The air is pulledthrough one of the air chambers. The air andgas come together over the bath of moltenmetal which results in a high temperature. Theburned gases escape from the opposite side ofthe furnace and pass through the second airand gas chambers, heating the brick in thechambers. Every 15 or 20 minutes the direc-tion of flow is reversed. The incoming air andgas are heated by being pulled through thechambers of hot brick. The temperature in thefurnace is then much higher than if cold airand gas were burned over the pool of metal.

The high temperature created over the met-al in the furnace aids in the process of burn-ing out the carbon and other impurities in theiron to make steel, similar to that made in theBessemer converter. It has the advantage thatless steel is lost in the process. A better con-trol over the alloying elements in the steel ispossible, and the steel is cleaner because it con-tains fewer oxides. Although the open hearthprocess is slower, pig irons which are unsuitedto the Bessemer process can be converted intosteel in the open hearth furnace. Steels madeby the Bessemer converter may be further re-fined in the open hearth furnace.

(To be continued).

ALBA PETROLEUM CO. OF AUSTRALIA PTY. LTD.AUSTRALIAN MOTORISTS PETROL CO. LTD.

THE NEWCHEVROLET NEEDS

A 1947

01 LAMPOL is a product of

wartime research and wasused extensively by the Al-lied Fleet Air Arm in Paci-fic operations. AMPOL issolvent-refined from selectedparaffin base crudes, andguarantees perfect lubrica-tion for your motor underthe most searching condi-tions.Ask for the best-Ask for

AMPOL.

ENTIRELYAUSTRALIAN

OWNED.

•


BNGLISH GARS., Inside information on

FUEL PUMPSas fitted to Bedfords '36 - '37 - '38 - '39

This type of fuel pump is a self priming unit attached to thecrank case and operated from an eccentric on the camshaft.

On the suction stroke of the pump the diaphragm is drawndownwards, creating a vacuum which draws fuel from the tank.When the diaphragm moves upwards under spring pressure itforces fuel past the outlet valve and to the carburetter. Thediaphragm is composed of several layers of specially treated flex-ible fabric which is impervious to petrol.

KEY TO ILLUSTRATIONS.

Top (1939·40·41-46 Models).I. Top Cap Retaining Screw.2. Top Cap.3. Diaphragm.4. Pump Attachment Flange.5. Rocker Arm.6. Diaphragm Pull Rod.7. Diaphragm Return Spring.8. Sediment Drain Plug.9. Petrol Inlet.

10. Gauze Filter.

Servicing ProcedureFailure of the pump to prime may generally be traced to an

air leak or blockage either in the fuel line or at a union. Shouldthis happen first check your fuel tank and be certain you haveplenty of fuel. Then thoroughly check the fuel line and blowthrough to clear any obstruction.

An efficient gauze screen filter is incorporated in the pumpbeneath the top cap. All petrol passing from the pump to thecarburetter must pass through this screen and any foreign mat-ter settles in the bottom of the pump passages on the inlet side.

Every 5,000 miles drain off this sediment by removing thesediment screw. Slack'en off the top cap retaining screw, gentlylift off the top cap and remove the gauze filter. Clean filterthoroughly in petrol and replace. Before replacing the top cap,the cork gasket fitted between this and the pump body shouldbe carefully examined as upon its condition depends the airtightness of the joint. Replace if broken or perished. Checkthe condition of the fibre washer beneath the head of the topcap retaining screw and replace if in doubt.

Do not interfere with the diaphragm unless certain it isfaulty.

When the carburetter float chamber is filled, the float forcesthe needle valve on to its seating, thus preventing any morepetrol passing into and flooding the float chamber. This buildsup pressure in the pump chamber which holds down thediaphragm against the pressure of the spring, where thediaphragm will remain until further petrol is required by thecarburetter.

Left (1936·37·38 Models).

I. Top Cap Retaining Screw.2. Top Cap.3. Diaphragm.4. Diaphragm Return Spring.5. Diaphragm Pull Rod.6. Pump Attachment Flange.7. Rocker Arm.8. Rocker Arm Spring.9. Petrol Inlet.

10. Gauze Filter.

FAULT-FINDERFOR FUEL PUMPS.

I] pump will not operate:Worn out diaphragm.Broken diaphragm spring.Locked linkage.Clogged strainer in pump.Sticky or dirty valves.Fuel pipe blocked.Float needle passaged cloggedAir entering fuel line.Defective valve springs.Leaks from gaskets.

If pump leaks:Loose pipe fittings.Porous top or cover.Defective diaphragm.Faulty assembly.Broken bowl gasket.

If pump cuts out at high speedsLoose connections.Air leaks.Loose valve seat.Warped valveli.

THE AUSTRALIAN MONTHLY MOTOR MANUAL. April, 1947.

l

THROUGHOUT THEBRITISH EMPIRE

MOST PEOPLE RIDEON DUNLOP TYRES

DUN LOP RUB B ERA US T R A L I A LIM I TED (I N C. I N V I C.) /)3119

The AustralianMonthly Motor Manual,

April, 1947.

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