Cycling and Motoring Notes.

Horowhenua Chronicle, 16 September 1915, Page 2

Cycling and Motoring Notes.

6 From tne immop imbber Company oi Australasia, lor tno wecii enuing i'i'th .September. PJlo. l'articulars are now to hand from America in reference to the motor cycle despatch ride nom Washington to ban Francisco. it took 15-1} hours to deliver President \Vils/on's message across tlie continent, or some 30} hours longer than was anticipated. 'the lull journey of nearly 4,000 miles was divided into -1-1 sections, over each oi whic'■•■- two or more mutor cycles couriers had to carry the despatch, day and night, wet or hue, at the utmost speed, until the President's letter readied Us destination. the worst off ■weather and roads greatly delayed some ol the couriers, but despite many set backs, a. average speed of about 25 miles ah hour was put up lor the full journey across the American continent. A sensational incident occurred over iholms t relay section into San Kranciseo, the despatch bearer being chased tor twelve 'iiiles: by antver .zealous motor cycle policeman, who failed to stop the despatch rider, although he fired six revolver shuts at his tyres. .Some very last times were recorded during the run, one of the best performances being 112 miles in 2 hours. 21 minutes., an average .speed of JS miles. On somo relays, an elevation ol over 11,000 feet was readied, whilst on others thu couriers had to ride over many miles of i ail way sleepers in one instance I .'37 miles had to be negotiated in thii- m;;rner during the night hours. To record 25 miles an hour from the start to finish ol the great run was a maguiheent effort on the part of the participant*. The whole undertaking was carried | through without serious spills en route. The relay ligures established are far iu advance of the motor cycle record and motor car record lor this transcontinental trip, which its of course only natural, as the former is the comhined effort ol some 90 to 100 men whilst tho fldays l'ihours lOminutes motor cycle record, and the lOdays lohours 13minutes. car record, are the results of individual efforts. In this connection it is interesting to note that tho American average is nearly three miles per hour faster than ttle speed maintained by the motor cycle couriers from Adelaide to Sydney (1110 milen) in tho Dunlop Relay Ride, 1912. A Goullet. the Australian champion has again defeated the American crack. I'Yank Kramer, in nil important event. The race was the "Criterion" a £200 .'•cratch event. Preliminary heats reduced a very select field down to three men Kramer. Goullet and Moretli (Italy). The linail was a regular mix up, as it had to be re-run five times, owing to punctures smashes etc.. before the judge's decision \va* allowed to stand. The final placing was UnulhT, first Moretii second, and Kramer third. R. McNamara, the X.S.W. crack, who has held the American Brassard (worth L'lo n week) lor some eight weeks, has at last lost his title as holder, being defeated by the Italian Moretti • •■«*.« There is some talk of a Westralian motorist aboard a n'x cylinder American car making an attempt later on iu the year on the Perth-Sydney record. The only car that has .vet succeeded in crossing Australia from West to Kast irs a little .Dunlop shod "Met/.", driven hy Messrs Francis Binles mid S. Ferguson, from Perth to Sydney, via Broken Hill, .some 2375 miles, in 28 days, 1 hour, 52 minutes. This was accomplished in April 1912. We have often commented on the fact that the question of radiation lias not received suhVienl attention on the part el* either tho manufacturers or of the owner, and this is eispecialJy so iu the case of thornio cooled small high speed engines. It is essential that the radiating surface should be ample, I hat the water passages should bo large and give a clear, unrestricted flow, and that the top of the radiator should bo a considerable height above the point where the wafer pipe emorges from the engine water jacket, for otherwise :he hot water will not ascend freely into the radiator. if the water in the radiator sinks below the level of the water pipe exit from the cylinder head, the water u ill almost cease to circulate. It is also important that the radiator should not be filled to the limit, for in such circunistaiiceis the water will not circulate freely. Some manufacturers give special instructions on this point, and recommend that the radiator should be lilled to the centre of the name plate.