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19th October 1916
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Page 4, 19th October 1916 — Birmingham or Stuttgart, Sheffield or Essen?
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Which of the following most accurately describes the problem?

Where is the after,the,war magneto to be made ? Are we once again to be dependent on Germany for the supplies of this essential component, or is British industry to be rewarded by encouragement ?

No more striking instance of unpreparedness for war with Germany on the part of this country can possibly be found than that afforded by the position of the magneto industry. A magneto, or some equivalent, is an essential part of a petrol engine. As regards aircraft engines, transport-wagon engines, and, for war purposes, car engines, the equivalent, to all intents and purposes, does not exist. A magneto is an indispensable fitting. Yet all the magnetos used in this country for the purposes mentioned were, with trifling exceptions, of German origin. No British maker Of magnetos in considerable quantities existed. Nay more, the outline drawings of the magneto, which accompanied the War Office subsidy specification for transport chassis, were of the Bosch mag-Bete.. No officaal encouragement had been given to British houses to manufacture. Apparently the Government did not realize the position. It may be urged that the importance which the petrol engine was to assume in modern warfare was not realized. This does not constitute an answer to the charge. It was known that the motor would be needed. The disastrous effects of a shortage would have been real if pre-war expectations only of the use . of mechanical transport and aircraft had been • realized, and no magnetos had been available. As it was, the supply of American magnetos Fayed us.

• Plainly put, the position was indefensible, and most particularly so in respect -of the subsidy chassis. Every detail of these, as constructed in times of peace, should be made in this country, just. as much as is every part of a naval gun. The manufacturing facilities would then be available whenever and with whomsoever we were at war. Expansion to meet. abnormal demands might be necessary. but not the creation of a new industry.

The Bosch company obtained the virtual monopoly —for such it was—on merit, backed. by State aid, bankers' loans, and this country's iniquitious system, then prevalent, of free and unhampered imports eoncurrent with taxed exports.. Not only did this country thus lose the industry of the making of magnetos, of which at least 300,000 per annum of all kinds were required, but also, and in consequence of their loss, ceased from the manufacture of suitable steelsfor magnetos, of efficient insulating material of the right type, and other minor but essential parts of the magneto. .

SO did we stand in 1914.

How do we stand now, after more than two years of war with Germany? Are there yet any British magnetos being manufactured in quantities that are considerable t If so, are they so good as the Bosch? Do they merit State aid, and if so, of what kind? Is such State aid likely to be afforded, and are any steps being taken to provide it? These are a few of the questions that might be asked. They are some or those we ourselves have put, tb various people, and on different occasions, of late. The replies augur well for the future prosperity of the industry ; their satisfactory nature was such as to surprise even ourselves, notwithstanding the special inside knowledge which we possessed as to the position of affairs.

••All-British magnetos are being made at a rapidly inereasing rate. The present figure approximates to 2000 machines per week. The rate of expansion of the industry is such that double that figure will be reached in six months, with still further increases as titne passes.' They are at the moment being used almost exclusively. for Government work, in aeroplanes, air ships, motor-transport vehicles of all grades and capacities, not excepting motor-bicycles nor the Tanks.

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They are an unquestioned success in each and all of their applications, in reliability they now in certamn. particulars exceed that of the Bosch, in all others they equal the admittedly high standard set by this product. A typical instance of a British magneto's superiority may be quoted. It concerns the magnetos for six-cylinder aero engines. In the case of the equivalent Bosch unit, the construct-ion of the het. current-collecting mechanism is defective in that it allows a slight leakage, the result being the formation of ozone, and the oxidization of adjacent metal work, the effect being somewhat, rapid deterioration of the part. By means which it would be folly at the present moment to disclose, this trouble has been overcome in the British magneto with, in addition, a gain of efficiency. As to interchangeability, both as to complete machines and component parts, this also is satisfactory to an extent equal to those ef efficiency and reliability. This quality has been the last to be attained for certain understandable reaaons, which must be here set down, not only for the satisfaction of the general reader, but also because the recollection of the lack of this feature during the early period of manufacture is apt to be kept alive by certain harmful " dismal Jimmies" whose not necessarily ill-meant disparagement is-liable to be quoted and given prominence by others much interested in belittlina British efforts. The extent of the active propaganda in the latter direction, with the object of furthering Bosch interests,, would, if known, surprise the public, and have the effect of considerably lessening the esteem in which certain well-known individuals in the industry are held.

The facts of the matter in regard to the question of interchangeability are as follow :The Ministry of Munitions, or, rather, its predecessor., and the allied. departments, the War Office and Admiralty, realizing all toe tardily the straits in which they were likely to be placed, approached the British makers who possessed facilities for making magnetos, invited them to devote more of their energies to this work, arid pressed them for early delivery. No time was to helost in making jigs or similar features ; actual and efficient ignition machines were essential. Interchangeability was, for the time being, of secondary importance. These demands were, of necessity, com plied with, the natural consequence being that many of the magnetos then made were, in a few minor de tails, deficient in that feature so essential in a corn. mercial product of that nature. As stated, this period as of short duration : the interehangearbility is now all that can be desired, and has ben so for some time. It is inevitable, however, with the hundreds. of machines made and delivered during the early days still in rite, and oceasiona'aty requiring repairs, that the fact that the parts are not standard will just so often recur. It may be, and is being made capital of, and the real facts should be widely advertised.

This states the case for the manufacturing side of the -question. All-British magnetos are being made equal in merit to the Bosch, in some particulars even better. They are being manufactured in -quantities that are " worth while," and continuous expansion of capacity is in progress. By the end of the war, when the present abnormal demand for aircraft apparatus is curtailed, the total output will have reached the figure or requirements given below.

Next ,week we shall describe the steps which mannfacturers are taking to:protect themselves, and the means 'Which are neeessaey if German after-the-war dumping is to be successfully countered.


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