From Our Australian Correspondent.
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I have often wondered why it is that British manufacturers do not take more trouble to see that the vehicles they export are properly handled. They know well enough the innumerable troubles they have experienced in the past in England, yet other countries that are just beginning to gain their experience are bound to go through the same troubles unless properly warned. For instance, the question of overloading is a serious one, as all manufacturers know to their cost, and a few words on that subject to each purchaser would undoubtedly go a long way towards reducing the evil. Two or three years ago, it was at its height in England ; to-day, the Colonies are suffering from it. Engineers are somewhat inclined to ignore the fact that the non-technical man is liable to overlook the difference between a stationary imposed load and a moving one. This might well be pointed out, together with the difference in speed at which mechanical and horse-drawn vehicles travel. It could do no possible harm, also, to refer to the results of overloading upon rubber tires, as it is there that the damage will first become apparent and be felt most keenly.
Nowadays, most manufacturers provide something in the nature of a book ; these often give one the impression of their being more a selfelaudatory compilation than anything else. This is a mistake. A man who has once bought a machine does not want to continue to hear the singing of its praises by its makers; he rather wants one or two concisely-put hints. One firm of which I know issues a sheet printed with a few instructions ; these sheets are pasted on a piece of board; varnished over and supplied in the toolbox of each car. This might, with advantage, be done with all vehicles for expert, and the matter should include one or two instructions, such as a warning that the vehicle has been built to carry such-and-such a load up to such-and-such a, speed, and that the carrying of excess loads will lead either to breakdown or inordinatelyincreased cost of running. As, in most foreign countries, carburetters need to be readjusted to secure economical running, this might also be stated, and attention might he drawn to the method of doing it. A few words, too, on the subject of the kind of petrol to use, and the possible substitutes, might be given, as I have actually come across agents who have never heard of .760 spirit, whilst others, who had heard of it, believed that it was uneconomical. and had a deleterious effect on the engine generally— especially in the matter of carbonizing the piston. Lastly, I might suggest a few words on the subject of oils and greases, with regard to the effect of different temperatures, their lubricating power, and the difference between pure hydrocarbon and compound oils. It is very certain that. if British manufacturers do not do this kind of thing. foreign ones will, and the result will be the loss of many good markets to the British ers, and this as the penalty for what might be done at the cost of a few pence. People have to remember that foreign conditions are totally different from English ones, the variation of temperature is much greater—both higher and lower. In Melbourne, for instance, it is no unheard-of thing for the temperature to drop 40 degrees in an hour. Atmospheric conditions, with their effects on carburation and on tires, are also of great range. In Sydney, during the summer time, the humidity
ot the atmosphere is enormously high, and for days together this remains between 80 and 100 per cent, of saturation. Physical conditions are also totally different; the roads are nothing like as good ; gradients may be worse; the camber is always excessive, and frequently dangerous. In addition to these factors, even the best roads have loose stones scattered over them at intervals, with watercourses cut transversely or diagonally across. Under such conditions, then, has the commercial vehicle, at times, to work here, and, unless this is recognized and care taken to see that allowance is made for them, failure is only the likely to occur. As an example of unnecessary failure, I may quote the case of one of the best-known makes of heavy cars in England to-day, where a machine was imported into one of the Australian capitals and was immediately put to give a demonstration, with a small load on, up a very steep hill which had been used by competitors in the past *for similar performances. To my knowledge, that car was tested over steeper hills and with a heavier load before it was sent out, yet it failed absolutely in this case to ascend the hill. I had no opportunity of examining it, yet I am convinced that the reason of failure was the ignorance of the agents in not adapting the auxiliaries to local conditions!
One other point is worthy of more attention from manufacturers; it is that of what I may call consumable parts, such as tires, coils, radiators, valves, etc. Cars are being deliberately shipped to Australia to-day with " any make" of tire or of some other wearing part fitted, and which the manufacturer absolutely knows cannot be replaced in the country to which the machine is being exported! Why does he fit these things ? Has he some foolish desire to obtain extra profit for the moment, or has he some prejudice which vitiates his own good judgment? The result, that the firm buying the machine in question finds its running cost higher than it anticipated, and consequently becomes disgusted, appears to be forgotten. Such a case has actually come under my notice, and the manufacturer has lost future business through it, although, to do him justice, it must be said that he fitted certain parts in ignorance, and has since changed over for export to those which can be renewed in the country of destination. Many, on the other hand, deliberately prefer to seize the profit of the immediate order, and to let those of the future go by.
Messrs. Newlands Bros., bedstead manufacturers, etc., of Sydney, have just taken delivery of a second 20-cwt. Albion van. This is the first repeal order to come from Sydney, and, in discussing the matter recently with the owners, they informed me that they were so sceptical of the probable value of the motorvan, when No. 1 was purchased, that it was undertaken, in the first instance, as a personal venture by one of the directors. So successful has it proved, and so generally has it increased their business, that they have been compelled to order a second one, and not many months are likely to elapse before a third one is added to the fleet. It is the old, old tale—to those who know the value of the motor in extending business and advertising.
E.F.B.