MOTORISTS

Manawatu Times, Volume 62, Issue 34, 10 February 1937, Page 9 (Supplement)

MOTORISTS

(By "Camshaft.”)

Distance Records at Bonneville Salt Flats

ACHIEVEMENTS DURING 1936 : THE ANGLO AMERICAN RIVALRY : MORE ATTEMPTS NEXT YEAR. By G. E. T. EYSTON.

Rolls-Hoycc-acro-engincd Speed Of The Wind. John Cobb used the 23,942 c.c. 12-cyl. Napier-aero-engincd Nupier-Kailton, and Ab. Jenkins in 1935 used a 7,107 c.c. 8-cyl. Daesenburg and in 1936 a 26,238 c.c. 12-cyl. aero-engined catcalled the .Mormon Meteor. The figures in dark type indicate the fastest speed of the year.

Bonneville Balt Fluts have been tho icenr of gr*at activity in 1930. Impressive figures have been set up, and records seemingly safe, for a time at auy rate* were smashed within a few weeks. it is the feeling of many of this side of the Atlantic thut, however stagger- * iug the average speed now existing, we have the men and material cupable of wresting the honours once again. The proposition is a stiff one—no one wilt deny this. Reflect a moment whnt has been accomplished. Ab. Jenkins Uni mouth covered tho 48 hours' spell at an average of 148.G2 m.p.h., which means that, given luck, two good tracks and ideal weather conditions, ho could put tho 24 hours' world's record up to 100 m.p.h. average. Actually he succeeded in approaching this figure, und a very inspiring performance it was, particularly as he was delayed by battery trouble. Jenkins probably set himself a mod* est mark at the commencement —for he has bad a disappointing time of it during the last twelve months. First of ull 1 ciune on the scene last year and took all .bis important records away within a fortnight, and he was not able to buiid andthvf ear before July this year. When he did get under weigh John Cobb aud his co-drivers with the Napier-KaiHon were hard on his heels beating bis figures, lie also had a new mark set for him by John Cobb for the 21 hours' distance. Jenkins has now shown his form most creditably and, together with Babe btapp, has proved his great stamina, and demonstrated how he can take advantage of good conditions in hitting up such high speeds for the 21 und 4H hours. Iso wonder ho said on quitting tho car: “That will give them something to shoot at!" Now it is this ''shooting business" with which we, as British sportsmen, must be seriously concerned. \> .vo the men and we have tho cars. It is mainly a question of having a target to Lit—and now hero it is! for <»uu, intend having a try to better the figures, as I am confident of my Hpeed of the Wind and my co driver, Albert Denly. It is only my own capabilities, tho track or the weather n will fetter this car. Good luck must be with one on all these ventures, us the silliest things will happen occasionally; but when one is backed by first-class men and material it makes all the difference. Take tho Napier-liailtou of John Cobb—it has always demonstrated absolute reliability, sound preparation and the ability to touch tho nigh eprftft whenever required. When early this year I went out to investigate the conditions I was greeted by an extraordinary spring and early ' puimbtfr'. The weather was completely upset, and instead of rain falling in winter it had jipstponed its coming until I was safely installed. Under normal conditions I should have been away from the Balt Beds by the beginning of June, but there 1 was with only one solitary chance of a 21 hours' stretch iu the middle of July, utilising one 10mile course. I seized this and managed to put up tho 24 hours' by 9 m.p.h. and subsequently the 48 Lours' by 27 m.p.h. But we could not afford to run the slightest risk of failure after such an enforced delay, since all my men had to retnrn homo, lister, Johu Oobb and his crew ulso met with bad weather conditions, and yet they did splendidly under just tho same. Future success is all a question as to whether one is able to reply upon good j -tracks and has the time to wait for the day. This, quest ion of tracks is more i acute than one would imagine, as most' people may have the impression tuat the Balt Desert is, practically speakingj limitless. A- greater fallacy cannot j exist, a* X found upon close investigation. Only a few circles can be kiid out for long-distance work, and these have now been used. The weather in winter is not sufficiently severe to mend them • adequately. Wo did our level best to | effect • repairs when we stayed this spring at Wendover, but continual rain j spoilt Our preparatory work time and I time again. Floods Delay Survey of New 12-Mile j Course l spent a small fortune in getting a new 12 mile coarse surveyed which l , thought wns ideal; the surveyors twice 1 fruitlessly made the long trip from the Pacific foist, for a sudden change in the weather flooded tho whole area. At Iwcome flooded, and when I left the place for good it was still badly under This 12 mile track has been referred to frequently since then iu connection with Cobb’s and Ab. Jenkins' attempts, and it would seem that the course was used for thy new hour record and Jen kins' 24 hours' achievement. It make* a great difference to utilise this larger circle, since the forces against which

wc fight are proportional to the square of the radius. 1 am only glad that this new courso proved its worth, us two of the older circuits which it replaced left much to bo desired, particularly as regards safety. If, therefore, we can have good courses and nro assisted in our projects, I. think thut we in this country can uphold our end. Certainly it will not be lor the want of trying. Bonneville Ball Flats make u splendid and picturesque arena, even though the speeds attained arc now rising to quite an uncomfortable degree. A BROOKXiANDS ROAD COURSE? PLANS FOR NEW CIRCUIT TO TAKE SHAPE DURING THE WINTER As soon as it was obvious that tho enormous increase in the popularity of road racing meant that outer circuit racing at Brookiands was liable to suffer, plans wore considered whereby a real road racing circuit could bo laid down within the grounds of tho track itself, and it is now announced that these plans will take shape during tho Brookiands is almost an ideal spot in which to plan a road circuit; in fact, tho number of different routes possible is almost embarrassingly large. Jt is apparent at once that tho outer circuit could itself be divided into a banked track and a flat truck, tho exact equivalent of a road, by tho simple process of marking off 35ft. of width, measuring from tho iusido edge, and placing hurdles or other barriers on tho line thus formed. Taking the Byfleet curve would then become exciting enough for tho most enterprising driver, us also would the home turu unaided by the banking. To make tho thing more' interesting, the cars could bo brought down tho finishing straight, which would be narrowed to 35ft.., then taken into the public enclosure near tho paddock bridge, and aloug curves of various shapes til the circuit rejoined the homo banking section, where there is now a gate admitting cars from the truck to tho hill. Another plan would bo to uso the finishing straight for tho start und iiuisb, to ruu tho circuit right-hand at the forkj then over the bridge by which aeroplanes arc pushed across tho Wey, then follow tho existing road coming back by Thomson and Taylor's shed and skirting the sewage farm, regaining the track near tho present finishing post, and coming back to the finishing straight along a widened versiofi of the road used for returning after mountain races. Tho sewage farm itself may disappear. Yet another scheme involves tho uso of a new road up tho flank of tho hill, a narrowed portion of tho track itself to a point just beyond the finishing line, a return, road skirting tho aerodrome, then following tho lino of the Wey und crossing the aforesaid aero piano bridge iu order to get back to the finishing straight. Jt is obvious that any of these schemes, or u combination of several of them, would make a fine natural road course without making it necessary to remove the existing stands, or to alter the site of tho pits. Tho pits themselves may be reconstructed this time ns real pits, probably in concrete. A PRINCELY DONOR THE COUNTRY'S GRATITUDE TO *LORD NUFFIELD | Of Lord Nuffield's recent gifts—i totalling £1,385,000—f0r u medical school at Oxford University and for ("talking books" for tho blind one can but say that they are princely indeed. Never has a rich man endowed more deserving causes, and never have great | benefactions shown their donors in n (better light. There lias been no ostentation, no desire for publicity. Tho gifts have been made by a man of fine, unselfish and simple nature, whoso joy it is to use his wealth for improving the well being of tho Inhabitants of the whole world, and for lightening .ie burden of those afflicted with blindness. To what nobler uso could wealth bo put?

PROGRESS OF THE 1935. RECORDS. Eystou. Cobb. Jenkins. 1 hour . 159.30 152.12 152.15 12 hours 143.98 139.85 — 24 hours 140.52 1936. 134.85 135.48 162.53 167.69 170.99 12 hours 149.02 153.98 152.84 149.10 150.16 153.93 4b hours 136.35 — 148.62 0. E. T. Eyston on each occasion used the 21,230 c.c. 12-cyl.