1935-09-03 — Page 2

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400 h.p. RECORD

BREAKER

New Machine Has Shock

Absorber On Its Throttle Pedal

The modern record-breaking machine may be a "monster," and it may be departing more and more from anything associated with present designs of a produc- tion car, but there is no gain- saying its interest. In the case 01

George Eyaton's new car. moreover, many component parts are used which are really stan- dard practice, while the more novel features incorporated may,

the future, be used in auto- mobile construction in any case. Actually, the latest machine brist- les with novel points. In fact, of all the cars designed for record breaking this is, in a sense, the bold most experimental, and a experiment at that.

་་་

The engine is an experimental version of the Rolls-Royce Kes- trel, which is a twelve-cylinder aviation power unit with two blocks of six cylinders set at an angle to each other on the crank case, the bore and stroke being 127 by 140 mm, the same for each block because che connect- ing rod is normal, the other fork- ed. Over each block is a single camshaft; each cylinder has four

camshaft valves, and the driven through a spring device.

SUPERCHARGER REMOVED

1

The supercharger in this case has been removed, since not more than 400 h.p. is required in sny case and the auxilary drives have been removed from the engine altogether, while the crank case is modified to give the car greater clearance from the track. There are two carburetters in the pipes into which are fitted flame traps, and the magnetos are driven by a transverse shaft at one end of the engine, while the water pump has been deleted from the engine crank case itself.

Normally an aviation engine does not have a clutch, and none is necessary for this car, because a standard Armstrong Siddeley. four-speed.self-changing gear box takes its place, giving four speeds. making an extremely compact unit with the final drive bolted on direct,

This seems odd in a machine which probably only requires two speeds at the most, and for which weight is a problem, but four speeds help the car to accelerate more rapidly, and impose, less strain on the transmission, and attacks useful, if the car are short-distance, records. On "top" the gear mechanism is running "solid," while the box itself con- tains band brakes and a clutch. which obviate the design of a special engine clutch.

That brings us to the most im- portant point of all in the design, for the new car is driven through its front wheels, the first big ma- chine of this type for many years to be so designed, and further, each front wheel is independent of its fellow. The drive from the to the passes direct gear.box frame, containing the massive be- vels and differential.

It is something of a problem to col an axle transmitting this An oll sump, therefore, power. has been rncorporated, and for the rest the crown wheel throws oll on to a cover plate, the out- side of which is in the air-stream." Each front wheel is supported on the main frame by heavily braced wishbone brackets whose move- ment is limited by rubber-faced stops and governed by very large multi-plate, friction shock absor- bers made up rather neatly.as. part of the wishbone bracket in one case, normal and adjustable by the driver in the other.

THE SHAFT

The shaft taking the drive from the crown wheel to the front wheel le long and has two universal joints of a type manu- factured by Universal Power Drives, Ltd., that has attained to a satisfactory history on the rac- ing Millers, each Joint being in effect a ball race, and the balls

held by grooves in both the inner

and outer races and retained by a cage, the shape of the grooves, allowing the required universal movement. Not only are these Joints easy to lubricate, but it is claimed that they will operato satisfactorily over a wider angle than can other type of jomt. Moreover, the whole of the joint 13 protected by the same form of #therical housing that is risen for

torque tube,

The sliding joint is a series of splines close to the inner end of the driving shaft in the existing layout should have very little movement, while the, wishbones are set to keep the wheels par- allel, but to allow a very slight alteration of track when they move up or down. This altera- tion of track does not affect the steering the fore and aft rod from the drop arm being what connected to a lever on

to

divided tte-rod amounts hinged in such a way that one portion can move up or down freely with each front whee..

The actual suspension consists of a big-trunsverse half-elliptic spring. the leaves of which are held to each other by spring- loaded clips.

main box, and Engine, gear bere: are so set that there is a direct drive. though the whole unit is relatively short and com- pact. Since the auxiffaries have been removed from the engine, a sprocket has been fitted to the shaft between the engine and the gearbox for an encased chain which

the drives in tandem dynamo and the new water pump. while as an interesting sidelight on the problems of this car, the gear box has the racing type quick-acting aller cap.

Forward and above the front axle centre, the radiator is car- ried at an angle by a,mounting which trees it from franie move- ment, and as it is at an angle air is led to the fact of the radiator through a long box-like tunnel. the mouth of which is low down in the streamlined nose of the body, and since there is consi- derable mechanism behind the radiator itself, air is assisted out of the body by the action of vanes on the spokes of the front wheels, which act as a'r pumps.

HONG KONG DAILY PRESS, TUESDAY SEPTEMBER 3, 1935.

MOTOR JOTTINGS

HORSES TO GO CARE AND MAINTENANCE

IN LONDON?

Will horse-drawn vehicles be abolished from London streets? Such a move would be almost as Important frum the point of low of traffic control and flow as the introduction of

signals lights.

There have been restrictions on the use of horses in Oxford Street for some years. It appears, from a statement by the Minister of Transport in the House of Com- mons, as if this desirable atata or things were about to eventuate for the Metropolitan Area whole. If it does, and the pro- hibition of horses 18 extended to other crowded cities, many of Mr. Hore-Belisha's over-rapid actions will be forgiven.

as à

The Ministry approached on all sultable opportunities the prin ripal users of horses with the ob- ject of achieving the more rapid substitution of motor for horse- drawn vehicles, he said. Asked whether he could not give notice that after a period of, say, three or five years no horse-drawn traf- fic would be allowed, he added that he was considering a modi- Acation something on those lines.

One analysis estimates the rall- ways a'one to have in use over 12,500 horses. The cost of traffic delays to industry is enormous, and in London horse-drawn vehi- cles are one of the most fruitful sources of block-ages. By causing other vehicles, to pull out con- stantly from behind one into an- other line of trac they are also a cause of many accidents. On humanitarian grounds the cruelty. Involved In their use in heavy trafic demands that they be pro- hibited:

Mr. Hore-Belisha's next nouncement is eagerly awaited.

an-

of a very large circles. ference

Light alloy rims are to be used. for the front Rudge wire wheels, normal rims at the rear.

the

The body, of Everett construe- tion, which is held on a light The radiator proper has no top alloy frame-work is shaped as half à «true streamline section, tank, but a separate tank is car-

whrlle underpan being flat, ried behind on special brackets.

there are extensions at each side A very large oll tank of saddle

which cover the tanks, and fair- shape is placed just behind the

'ings in front and at the back for. engine and under the scuttle of

the wheels, which nevertheless the car, and since this oil will become heated the tank has a are left sufficiently in the air- stream to keep cool. Inside the ventilation system auxiliary to

tail are the battery and a com- the special ventilation system to keep the cockpit cool The department for spares and tools sign of the tank further prevents it from being completely filled, a necessary precaution with a sepa- rate Bump

THE TANKS Another most interesting point in two is that fuel is carried "twenty-three gallon alloy tanks, one at each side of the frame. constructed on the Delaney, sys- tem and arranged internally so that the air can get away 29 quickly as the fuel enters, a most Important thing if the refilling is to be rapid. The contents of these "tanks are pumped to the carburetters by a mechanical en gine pump, and each tank, being directly behind a front wheel, is guarded by armour plate covered by the streamlined body of the car.

Since the power or the spring used to hold the band and clutch of the gear box is considerable, an ingerilous compound lever clutch pedal has been designed, but the adoption of front drive has greatly simplified the layout, of the cockpit generally, as there

mechanism WT is no

with the driver.

Yet another interesting point that the throttle pedal is fitted with a single-acting hydraulic shock absorber, about as curious a place for a shock absorber as most people could imagine; in this particular instance it is Im- portant that the throttle be not accidentally opened with a jerk, hence the shock absorber, which regulates the opening movement and allows a quick return.

Lockheed brakes are used with high-duty forged light alloy drums and cast-iron liners atta, ched in a manner which should the prevent distortion when brakes have to be used hard, and, as is usual for record breaking cars, there are brakes only on the rear wheels.

which might be needed by the "équipe" during a long-distance run, in accordance with the In- ternational Rules.

of

The lighting system course, installed for these long runs only, two head lamps belag carried close together inside the nose of the car and throwing a beam through portholes in the streamlined cover,

There are, naturally,' a' great many auxillary difficulties which have to be, and have been, met. The rapid filling of the fuel tanks is a point in question, and concerning that, the proposal is to use one big fuel reservoir on a tower feeding two hoses, one for each of the car's tanks. Then the exhaust pipes are so placed that the flame is not visible to. the driver at night, a point of considerable importance, and, since the car weighs nearly two tons, special pads are fitted for the huge.compound jacks which will lift both front and both rear wheels together in one move- ment

COPING WITH EXTREMEA As in, John Cobb's car, it has been something of a problem to arrange the controls and seat so that they shall be in the correct position for George Eyston, a man of considerable size, and Denly, who is one of our smallest dri- vers, but the two are well accus- tomed to working together, and that made the problem easier to solve.Naga

The Manning of the machine really the work of George Bystou and Ernest Eldridge, while here and there one can plainly see something, which seems to suggest the presence of Denly in the background. The result la certainly interesting, for no-car has ever gone out to attempt records which had more novel points in its design.

For the rear axle the springs. The car should leave Delaney's has been month; are normat half-elliptics, the axle, workshops, where. It

will be beam being-held by a pair of built, for America, this adjustable radios rods on either and if it is successf

was really used in any piace or country alde, so that feasible, the car might be made to where the breaking of records is steer itself round the circum- posin

On current models the uni-. versal joints" are of the needle roller type, and are packed with greast so that they do not need lubrication.

There is, however, a grease nipple at the front end of the propeller-shaft for lubrication of the sliding joint, and access to this is by removing the front floorboards, On earller models, however, the universal joints re- quife lubrication with the grease, gun, each joint having a nipple - for the purpose. Immediately op- posite each nipple there is a hole' through

grease- which excess exudes, and the gun should be applied to the nipples every 6,000 miles until grease is actually seen. to be coming from these breather holes

il

Access to the rear axle is by removing the rear seat cushion and the cover beneath. The filler plug is situated in the top of the axle housing and a level plug is arranged horizontally on the off side. It should be sufficient to check the oil level every 2,000 miles, doing this when the car comes in from a run, as the at will then be more fluid. Add fresh all as recommended until it just begins to run out of the level. plug hole. Care should be taken, however, not to add too much all or it may find its way into the brake drums, and for this reason any excess of should be allowed to run from the level plug hole " before replacing the plug. See that both level and filler plug are replaced securely.

After the first 600 miles and subsequently every 6,000 miles, the rear axle should be drained by removing the rear cover. It may then be washed out with paraffin, and, after all the paraf- fin has been wiped out of the bot- tom of the casing, the rear cover should be carefully replaced and the axle refilled with oil, 13 pints required.

LUBRICATING THE STEERING GRAH

While 1935 models have a worm and nut steering gear, earlier models have cam and lever steer-" ing. In both cases, however, there is a filler plug on the top of the steering gear box which should be removed every 2,000 miles so that to the level of oil can be added the orifice. In the case of cars with worm and hut steering, it is advisable to turn the front wheels to the full left lock posl- tion before refilling the box. Easy steering depends, however, not only upon a well-lubricated steer- ing gear but also upon well-Jun- ricated teering joints, and there- fore the grease gun should be regularly applied every 500 miles to the nipples" supplying the swivel pins, track rod joints, and side tube joints, “j

「 ।

An adjustment is provided for taking up vertical play in the column of the worm and nut geat. and takes the form of an adjust- able ball race at the head of the column. This is normally hidden by the bottom of the steering wheel boss, and, therefore, to, uti- lise the adjustment it is necessary to loosen the small clamping bolt at the bottom of the control shaft where it emerges from the steer- ing box, then to remove the clamping bolt in the boss of the steering wheel so that the wheel itself cant be gently knocked up- wards on the splined end of the column until it exposes two large- hexagons, the upper of which is á lock nut while the lower is the adjustable ball race. Loosen the Lock out and gently turn the lower hexagon in a clockwise direction so as just to take up the end play in the column. Tighten the lock nut and see that the steer- ing is quite light before replacing the steering wheel and tightening the clamp bolt on the end of the control shaft⠀⠀

IF OIL LEAKAGES OCCUR

In the event of oil leaking from the bottom of the box in the case of cam and lever steering, it may be stopped by carefully tighten ing two screws which secure the

gland cover through which the control shaft passes must be turned i the same. “And should only be giyen 8: ter turn at a time until th age just atops.

the hub plates. One or two stro- kes of the grease gun should be given every 2,000 miles. A guard ringle fitted inside the brake dram to prevent excess lubricant Anding its way into the brakes. If, however, lubrication at this point is overdone, the grease will eventually appear inside the hub of the wheel, Itselt. On earlier models the nipples for supplying the rear hub bearings will be found behind the brake back plates,

Chassis lubrication is carried out with the grease gun, and the nipples on the spring shackle pins should be attended to every 500 miles. Incidentally, when using. the gun one should make sure that the gear all is reaching the bearing, and it can usually be seen to exude from some point or another. Should a nipple be stop- ped up it should be unscrewed vigorous ap- and cleared by a plication of the gun, while the nipple is supported in a vice or in some other way, Should it be the nipple impossible to clear then a new one should be fitted.

As regards maintenance the major task which the owner' is иkely to undertake is that of de- carbonising. First, open the ra- dister drain tap and while the water is running off proceed to remove the bonnet. On current models this is easily done by tak- ing out the two screws and huts which secure the front socket of the bonnet hinge to the radiator shell, when the bonnet can be lifted off. On earlier models it will be easier to disconnect the two radiator tle-rods from the radiator, which will allow the radiator to be pulled forward slightly so that the bonnet can be withdrawn from the two hinge sockets. First, however, in this case, disconnect the top rubber hose water jooint by undoing the clips and working the hose loose.

This method can also be used if It is perferred on the current mo- dels,

Disconnect the leads to the sparking plugs and dynamo and remove the plugs. Remove the dynamo belt by levering the belt over the flange or the crank- "shaft pulley, and take put the two set screws which hold the dis- tributor bracket to the cylinder head, and withdraw the distri- Disconnect the butor.

borque damper from the dashboard and from the cylinder head by un- screwing the three nuts which hold it..

Undo the nuts holding the air cleaner to the carburetter and cylinder head and lift off the air: cleaner. Disconnect the carburet ter controls and petrol pipe, un-; screw the two nuts holding the. exhaust pipe to the manifold, un-. acrew the four nuts securing the manifold to the cylinder block and light on the inanifold and carburetter complete.

The cylinder head nuts can now be unscrewed. the horn and dynamo cradle lifted of, and the cylinder head is then ready "for lifting. The head must not be levered off by forcing a tool be- tween the joint faces, as this will damage the gasket, but bosses are cast on the head at both front- tand rear o help in its removal The head can also be tapped side- ways with a wooden mallet to break the joint. After Hiting the head remove the gasket carefully,

To remove the valves a vaiv spring compressor is necessary, and may be obtained may be ob tained from the manufacturer's service department at a cost of 48, 90. Care should be taken not to drop the cotters or spring cups Into the sump, and it may, there fore, be found advisable to remova the tappet blocks by undoing the two set screws which hol deach of them in place. so that the cam- shaft and trough can be covered. with a clean cloth to prevent any- thing being accidentally dropped into the sump. It should be noted that the valves are numbered from 1 to 8. No. 1 being at the tront of the block and that the valves should be kept in their cor rect ports when grinding them in and replacing them

SCRAPING OFF GARBON.

pistons in

Clean

Fühe hub bearing of both

abricat and rear wheels are

Bhazı

the

top clear

rug into

ted

and

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