MOTORS & MOTORING

Dominion, Volume 9, Issue 2657, 31 December 1915, Page 9

MOTORS & MOTORING

$ IB* CLTjian.l > Motor Cycle Improvements. Judging by the reports of new types and improvements in English motor cycles for next year, it is evident that designers and manufacturers are very active, and in spite of the war the year 1916 may see many startling innovations. In certain quarters it appears to bo thought that for the lime boing a halt has been called in the march ot progress, but those who know what is really happening in the motor-cycling world are aware that there is no slackening in tho efforts of designers and inventors still tether to improve machines. It is true that some of the most famous firms have announced that thoy are making no great alterations in their 1916 models, and indeed it is difficult, to see how these machines could be improved to any extent. Certain details, however, have received attention. For example, thero is an increasing tendency to make new models more weatherproof, whilo nickel-plating which looks so fascinating in tho show room, but soon looks shabby on the road, is being replaced by enamel. This is an improve-*-mcnt that will be appreciated by many motor cyclists in this country. But these minor details, though interesting, are not of vital import to those who have at heart the progress of motor cycling.' It is the striking departures from conventional design that are watched keenly, for the -wise inventor knows that though apparent perfection may i be reached in one direction, progress may be made in an entirely new line. Only a few years ago many people thought that the 3$ h.p. sitiglo was the "last word" in motor cycle design, but it now appears that many improvements will yet be made in that direction. Permanent Punotura Repairs. A puncture is more of a nuisance to some people than others. To some it is a perfect bugbear; b'ut an unsatisfactory repair is perhaps the most exasperating of all. Cleanliness is absolutely essential to the ordinary repair, and if it becomes necessary on the road only tho best of work and materials can make the solution and rubber patch stand up to the work of such a fast and powerful machine as a light car or cycle-car. It can be done, and by this it is not meant merely for a few miles. Good materials like some of the patent patches ana solutions now obtainable cart do much; but, although they put up some very good performances under exceptional conditions, it is asking tpo much for them,to join two surfaces which aro dirty or greasy. (Some allow'tlieir materials to get into a. deplorable condition.) The best of cleaning materials are not always to hand; still, it is possible to remove the arease. One of the best cleaners of an easy portabfo kind is a rubber composition eraser similar to that which typists use, preferably ot the coarser kind. There appears to bo a certain amount of glass in its composition, and this leaves a roughened surface behind, so securing a similar surface to that on some of the most effective patent patches. Such a surface can hardly ho secured •without also removing the grease; so, if wo make a point of getting,it, we shall he practically certain of a clean surface, in addition to which -we shall havo the advantages which are known to be secured by roughened surfaces. Gycis Lubrication. The lubrication of a motor-cycle engine cylinder is a very important matter. It immediately influences the efficiency of the engine, and_ is distinct in a measure from the question of lubricating the hearings and other moving parts.. The action which goes on within the cylinder, that is to say, the reciprocating movements of the' piston, differs in its character from the rotary motion of a shaft in its bearing, and_ it has been proved that the method which prives successful in lubricating the one is not always the best that can be employed for the other. Experiments have shown that the use of graphite in one or other of its forms gives excellent results for lubricating the cylinder walls, but to employ it for shaft or connecting rod bearings very often means the setting up of trouble. What is required in the cylinder is tho creation of a uniform film resulting in a smooth and even surface over which the piston will travel in a manner free from the slightest 'interruption, and a graphite emulsion is known to ensure the creation of such a surface, any inequalities in the cylinder wall being filled in and a path prepared for the reciprocations of the piston which is of an eminently suitable character. Under the conditions which govern frictional resistance in journals better results are attained where oil of a suitable character alone is used without the admixture of graphite or other similar substance. It has been found by some who have experimented in_ this direction that graphite lubrication in shaft bearings is liable to result in "drying up" with consequent heating of the hearings and its attendant evils, and they therefore recommend the adoption of means for separating evils, and they therefore recommand tho adoption of means for separating as it were tho lubricant used in the cylinder from that employed in the bearings. How far this may be practicable, or whether in the case of the splash system, it would be possible to prevent tho graphite from reaching the bearings it is difficult to say, hut' it would appear to be quite a practical scheme where deemed necessary or advisable. The condition of the cylinder walls and piston rings after a period of use with graphite lubrication is said to be superior as a rule to that evinced when oil alone is employed. The conveyance of the graphite to the cylinder is accomplished by using oil as the vehicle, and no inconvenienccs attend its use. Alcohol Fuels. Early in the year a good ■ deal was heard about a South African fuel known as "Natalite," and consisting essentially of alcohol and its derivatives. Another fuel, which from its name, "Ethol," seems to be constituted in a somewhat similar manner, has recently made its appearance in the Transvaal, and has been carefully invesigated by Professor John Orr at tho School of Mines and Technology. In a petrol engine running under normal , petrol conditions, the consumption of "Ethol" was .165 gallon per b.h.p. per ; hour, compared with a consumption of ' .125 gallon of petrol. The thermal efficiency of "Ethol" was about 2£ per cent, better than that of petrol. Professor Orr's report notes the fact that while petrol is limited to a compression pressure of about 701b., "Ethol" , will work up to compressions of about ; 1801b. Assuming from tho name that i "Ethol" is mainly a mixture of alcohol < and ether, we may take it that the pro- f portions of the ingredients are not tho 1 same ns those of "Natalite," and that j the two fuels probably differ also in other ways. The opinion is expressed ' by the "Autocar" that the rcsurts ob- J taincd with "Natalite" were very much ( more nearly equal to those obtained j with petrol than Professor Orr's figures t above. Tho advantage of a pns- 1 siblo high compression claimed on be- t half of "Ethol" is, of course, shared ' by "Natalite" and by any other alcohol fuels, but at the moment it is hard to '' over-rate the importance of producing [ an alcohol fuel which will compare well j with petrol in consumption results as t well as in price when employed in an ordinary eugine, with no more extensive f adjustments than-those involved in a S fresh selection of suitable carburettor t jets. 6 Here and Thero. Lighting-up time for motor-cars and motor-cycles-To-day, 7.41 p.m. Next t , Friday, 7,40 p.m. . n Detachable motor-car wheels should is

bo removed periodically and thoiough- ' ly cleaned. If they are left in position for many weeks at a stretch there is great danger of rust forming, and thus making it an exceedingly difficult job to detach them. As regards the front wheels it is advisable to keep tho caps periodically replenished with grease. A campaign has recently been started in the Now England district of tho £ United States in favour of the enn- ' struction of double or parallel roads , each, reserved for "one-way" traffic, 1 thus reducing the risk of accident from collisions at sharp turns, glaring Itcad--0 lights, faulty steering, etc. The idea ■J is undoubtedly one that has much to recommend it. 1 Fifty fully-equipped motor-car ambiil- » ances, which were recently subscribed for and presented to the French Government by English sympathisers, have ~ all boon lost, the vessel which was * carrying them to Franco havmg been 1 torpedoed and sunk by a German sub- '' marine. ' Tho early motorists regarded themselves as pioneers. There was a hond of union between them, and in the case ' of roadside troaMn ueantically every car that came along wa& pulled up and as- > sistance ■ offered. If tho custom were * general nowadays it would be an intolerable nuisance to the motorists who \ may be perhaps changing a sparo wheel I or making some adjustment to h : s cn- ; gine -on 'the roadside." Thero is still, ' however, a large proportion of r:ctor- ' ists who slow up on pa.ssing a car Tvliich , is stopped by the roadside and ask: , "Are you all right?" As a rule motorists who do not need assistance are ' careful not to look towards the jp- \ preaching car, s'hils those who do need it can unobtrusively attract the attention of the driver of an approaching car by ceasing work for a moment and 1 looking in his direction. If the driver of tho other car is inclined to help, he will at once slow down and ask if lie can bo ofanyuse, and we must say that in most cases they do so.