Page
ONCE PARKED TWICE SHY
Loud And Prolonged Grumbling
whack for admission to a festivity. What they do resent is being bled twice, merely in order that other people may get off too lightly."
From the incessant grumbling that is going on regarding the prices charged for car parking at and sporting Society functions
While on this subject of parking events I gather that someone is
charges I may as well clear up an- likely to be lynched, writes H. C.
A lew other misunderstanding. Lafone in "The Autocar." Well,
very irate that may be ali to the good, but days ago I received a
letter from a correspondent, who Irt us string up the right man. A garbled paraphrase of an old say-suld that in Nottingham, when the ing runs: "Sweel are the uses of
when but.
the advertisement," publicity is a prelude to being sus pended by the neck from a lamp post, one needs good eyesight to recognise the sweetness.
These profound reflections are really prompted by the notice one so often sees: "Parking Arrange- ments by the R.A.C."-or words to that erfect. Now, nobody denies that the Club's minions are very shrewd purkers; they really are experts at the job, and they get .kudos" for their skill. But they also receive a great many kicks and curses from motorists who strongly object to being fleeced of half a crown for the privilege of leaving their cars in an open feld. The annoyance is natural, but I want to make one point clear at the start.
"The R.A.C. does not pocket the half-crowns ▸
As a matter of fact, the Club is invited by the promoters of an event to relieve them of the re- sponsibility of car-parking, and it is the organisers who say what the charge is to be most Important of all it is the organisers who pouch the money. The R.A.C. gets.. If it is lucky. two things-its bare out- ef-pocket expenses and the pubil- city of having fis men in evidence. It is usually the loser financially. and, in view of the prevalent mla- conception about who is feather- ing his nest with the parking fees. It seems to me very questionable whether the Club obtains any.ap- preciable benefit from the adver- tisement.
LAUNCH A CAMPAIGN
I suggest to the R.A.U, that its popularity stock would soar. If it were to launch a campaign for the general reduction of parking charges. They are too hign al-. most everywhere, and their all- tude is not in the least excused by the fact that in many cases-not- ably point-to-point meetings-the organisers rely for a proit upon the money taken in the car park. Why shouta people who arrive on foot, on a bicycle or on horseback have their sport provided free, or at an uneconomie price, at the ex- pense ci motorists? It is the old Idea that the car owner is obvious- ly rich, su come, let us devour him Ta company with many other peo- ple I um thoroughly tired of that ridiculous attitude. "Fair do's for all" 18 my motto.
Motorists are not stingy folk; they do not object to paying their
Test Match was in progress there, he was charged half a crown for garaging his car at a place at which the normal fee was a good dea, less. When he remonstrated he was told that 2s. 6d. was the standard charge which the R.A.C. had arranged for all the neigh- bouring garages to exact. My cor- respondent, as I have said, was very cross about it, and added a few burning words concerning the the Club generally.
The story told to him, seemed to me to be a bit fishy, so I took the trouble to ask the R.A.C. for an explanation. I was informed that there was not a word of truth in. it and that the Club had neither made nor suggested any such ar- rungement as the garage proprie- tor had alleged. Personally, I had faneled that the R.A.C. might have suggested the uniform rate of hal: a crown in order to prevent prices the being raised sky-high for period of the 'match, but this was As the evidently not the case. Club sald: It is not our business to dictate their charges to the proprietors of grages."
WHEN SPACE IS LIMITED Reverting to the general ques- trou of parking fees, I quite realise that in certain circumstances it might prove
difficult to lower
them. For example, at Shelstey Walsh the strictly limited space available for parking is, presum- ably, on land for the use of which the farmer is anxious to secure the uttermost farthing. Cars certain- ly could not be allowed to stand' in nundreds or the narrow road, along the Teme Valley, and the Midland A.C. is faced with a pretty probiern. Yet the grumbling at Snelsley, is loud and. prolonged. indeed. the parking charge there is held to be the one blot (always excepting the usual weather!) on the otherwise immaculate. escut-
of cheon
the promoters. But, here again, the grumblers' wrath directed against the is "seldom
Midland A.C.; It is focused on, the RA.C., whose men-in-blue are ac- tüally in charge of the park,
Where, however, a car park is on ground controlled by the promo- ters of an event-as, for example, at Brooklands or at Donington--- concessions in the way of reduced parking fees could. I take it. be made by, as it were a stroke of тегу the pen. They would be much appreciated. Now. my friends of the R.A.C.. what are"
you" going to do about it?
Passing At Brooklands
How one very fast car is to pass another is still the most interest ing subject of conversation in the racing world. The latest gugges- tions involve the idea that the Brooklands handicap races" at should be divided into a series of classes, each race consisting of a group of machines of roughly the same speed. That this idea has been put forward is extreme- ly interesting, because a study of handicap racing shows that the greatest trouble arises when ex- is 111 actly this type of race progress:
In order to pass, the driver of the car which is overtaking must be certain that there is, and wil remain.. room to pass some time before his machine comes level with the tail of the overtaken car, and as soon as he can get past that car the better it will be for both.
You have only to imagine one machine on the Byfleet Banking at a lap speed of 130 being held below the dotted black line to allow another travelling at a lap speed of 135 to pass to realise the morc than difficulty. It needs the space between the dotted line and the top of the track to get by. The overtaken machine is certain to be unsteady, and its unsteadiness appears to the other driver ne a series of swerves dur ing which there is sometimes room to pass and sometimes not.
When the two cars overlap it would take a quite considerable stretch of the bank'ng before the Inster had passed the slower, and the faster machine might have to leave that banking in a post- tion which made the passage at the Vickers Corrier exciting. Even on the railway "straight, it might take the faster machine the length of the straight before It could dear its rival,, since, with the exception of John Cobb's big car, none of the others has much acceleration at about 130, and as
cars might be elining at,· both and might need, almost the same place at which to run on to the Byfleet, the difficulty is obvious," In fact, to run races on band- leap for cars of very nearly the same speed seems able to make things ten times worse unless, as I previously suggested, such. races are run frankly without any rules at a. one driver getting past an- other as and when he can, and knowing he has to do it before the race starts.
HONG KONG DAILY PRESS, TUESDAY, SEPTEMBER 24, 1935.
h
MOTOR JOTTINGS
CARS OF 1936
The Humber Twelve
1938
The Humber Twelve for has just been announced. It is a useful car, filling the gap be- tween the light and heavy classes, and has been improved. Bonnet louvres have been eliminated, and there is a new frontal style. The radiator is sloped, and the shell is finished in the same colour as the body, giving the car a modern. and pleasing look. Another new reature is the incorporation of an', In built jacking system to front and rear axies.
The body lines may be describ- of controlled streamlined ed 219 terin, in which a flowing and graceful appearance is aimed at without sacrifice of headroom the back. Here also the passen- gers get the benent of the special suspension known as multi-rate springhug: The idea is to provide Automatic compensation for vary- ing loans, and the method cm- ploys what are virtually two in- Jependent springs in one set of leaves. The design of the frame combines cruciform layout with the at construction ook type front. This follows the modern. aims at lessening trend dua chassis weave, which creates body noises, while providing good rand worthiness and accurate steering. The centre of gravity. is set wall forward.
mechanical
AIR CLEANER In the main, the
ut the Humber
· specification Twelve retains its previous char- acteristics. The four-cylinder en- gine with its cushioned power in- sulation has a bore and stroke of 69.5 and 110 m.m.. making the capacity 1,669 c.c. The valves are at the side, the crankshaft runs in three bearings, the cooling is by impellor and fan with a ther- mostat working on a by-pass to the radiator, and there is a down- draught carburettor. The radla- tor filler cap is under the bonnet. The carburettor has a large air cleaner and silencer, and there are twin expansion chambers for the exhaust. The dynamo has a constant voltage control governs the charging rate in accor- dance with the battery's require- marts. The gearbox is synchro- nized or all four gears, and the
ever has laced -centraly
spring-loaded reverse stop.
There
design Bendix fre brakes, and the hand brake lever is neatly mounted on the off side of the driver just below the facia board The saloon, which costs £285. has an al-steel body
which
1
with six side windows and four doors. The front windows have hinged panels operated by win- ders to give draughtless ventila- tion. Additionally, the rear quar- ter lights are hinged and thus
MODERN DIESEL
Interesting Book Published
1
Developinents of late years, up to the present time, in the design. construction, and use of oll engines tor motor vehicles and aircraft are dealt with in an interesting and informative manner in the latest (the third) edition of "The Modern Diesel" Just published by Iffe and Sons, Ltd. (3s Bd net), It covers the evolution of the high-speed
compression-ignition
ol engine from its inception to the latest types of this peculiarly efficient and dependable form of Internal combustion prime mover. Profusely illustrated by photo- graphs, sectional drawings, and part-sectioned perspective views or major and minor parts, this standard text-box will appeal equally to the technician, the owner, the driver, and the service manager and mechanic.
Superficially interested people often asked in what way the mod-. ern C.I. (compression ignition) engine. as the automobile all en- xine is more correctly termed, has been improved of 'late years. Fun- damentally, it is unchanged rela- tive to the up-to-date examples of only three or four years ago; but in detall it is different in many respects, and in detail it is differ- ent in many respects, and it is these detall developments which have given this type of engine the obvious success it has achieved of late. This fact is made clear in. the new edition' of the work under review; one chapter in particular. dealing with cylinder head design. shows how seemingly minor varia- tions in the shape of the combus- tion chamber and the location of the combustion chamber and the location of the fuel injector there- in have not merely given increas- ed efficiency from the standpoints of fuel economy and power out- put. but have enabled crankshaft speeds to be raised to rates that were held to be almost inconceiva- able in an engine of this kind only a year or two back, while a fur- ther important gali is the near approach to a smoke-free exhaust under all running conditions.
Nobody with any knowledge of the subject will say that the high- speed C.I engine is perfect yet. but in "The Modern Diesel" it is made, evident how remarkable have been the strides towards that end from year to year since the motor and aircraft industries be- came" seriously interested in its possibilities; for, it may be added, this new edition also has a section devoted to aircraft engines
may be used as air extractors. A SPEED RECORDS
ventilator in the scuttle has in- side control, A sun roof is fitted
There as standard.
are dual screen wipers, and the operating motor is on the engine side of the dash, where it is out of sight yet accessible. The blades are pivoted below the screen and thus give an efficient sweep while obviating the necessity of drilling the screen frame. The equip- ment Includes self-cancelling direction indicators of the built- in pattern. and the twin horda are worked by a plated ring en circling the indicator and head lamp dipping levers.
of
The spare wheel is kept in a the trunk-like compartment at back of the body, and the lid or door forms a luggage plat form. The wheelbase and track are just over 8ft. 2in. and 4ft. 3in.. while the tyres are belng 5.5in, section. The car's
finished well
and furnished. neat The Vogue" saloon, and sporting appearance, with four persons and room for having a luggage trunk, is too we known now to need descrip- sells at 2335. The tion. It Foursome drop-head coupé can h used as an open or a closed car, with an intermediate post- tion making it a smart "coupé de ville." The price is £323.
with anyone else. That, again. raises the point that the scratch car might have to be one which
So far as the average race is concerned, it would seem far bet- ter to group together cars of as widely different speeds as posse slower than most of the fastest ible. taking into consideration cars at Brooklands, as it is use of these cars on the banking, so less to have the fastest but one. a machine needing the top of the that between the limit machine and the scratch car there is room banking, because the scratch ear would then have no place to go for each other competitor to carry on round the track without which did not inconvénience hindrance and without interfering somebody.
'Special Air Mail Service)
London, Sept. 6.
Sir M. Campbell reahed a speed of 299.875 m.p.h. in his car Blue- bird at Bonneville Flats, Utah
The earliest official land speed record was 39.24 m.p.h., achieved in an electric car by M. Chasse loup-Laubat at Acheres in 1898. The Arst man to reach thre figures was Rigolly, who did 193.56 m.p.h. at Ostend in 1904.
Ten years ago Sir Malcolm Campbell established a new..re- cord on Pendine gands of 150.86. In the following years the con- test was mainly confined to Bir Malcolm Campbell, the ate r Henry Segrave, and the late Mr. Parry Thomas. Seagrave was the first to reach 200 m.p.h. in 1927.
The attempts from 1925 - wards were as follows: 1925. Campber, 150.86 m.p.h, ǝt
Pendine,
1926-Segrave, 152.33 m p.h....t
Southport.
1926. Thomas, 169.23 mp.h.. at
Pendine.
1926. Thomas. 171.09 m.p.h., at
Pendine.
1927--Campbell. 174.88 m.p.h., at
Pendine. 1927-Segrave, 203 79 m.p.h...at
...Daytona
1928, Camebeli, 208.05 m.ph., at
Daytona. 1928.—Keech, 207.55: m.p.h., `et
Daytona. 1929,--Begrave, 231.44 m.p.b. at
Daytona.
1931-Campbell, 245.732 m.p.h., at
Daytona 1982-Campbell, 253.988 m.p.h..' at
Daytona. 1933-Campbell. 272.198 m.p.b., at
Daytona.
NEW MODELS
始
Already details of a number of 1938 programmes and new models Have been announced in The Au- tocar. From now up to the Show period there will be appearing" week by week first descriptions and illustrations of many other interesting new cars. In fact, at this time of the year the pages of The Autocar are unusually full of interest, for they present to rea- ders the up-to-date body styles and the latest improvements in chassis, design which will make the new models just a little better and more desirable than their pre- decessors.
а
While some of the manufac- turers are continuing well-estab- lished and obviously satisfactory models which at first sight appear to be only modified and improved in detail, they embody several new noteworthy features such as easy- jacking systems, white-faced in- struments, and engines brought further forward which not only increases body space but provides cf equal distribution more weight on the four wheels, Other manufacturers are introducing entirely new chassis in which such comparatively novel features as ind ecluded. Week by week rea- ders of The Autocar will be ap-1 prised of these developments, and will have presented to them fully lustrated descriptions prepared after careful examination of the actual models, to see which visit. ors from all over the world will "flock to Olympia in October.
Undoubtedly the British motor car industry has good reason to be proud of the latest cars and is to be congratulated on its auccess during the past season.
"
1935. Campbell, 276.816 m.p.h., at
Daytona.
Mr. Parry Thomas was killed in 1927 while attempting a new re- cord at Pendine Sands. Sir Henry Segrave lost. his life in 1930 at Lake Windermere when trying for the world's water speed re- cord.
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