ON THE CINDERS

Sun (Auckland), Volume IV, Issue 1018, 8 July 1930, Page 6

ON THE CINDERS

NEXT SEASON’S MOUNTS MANY FACTORY MODELS Although it is yet too early to say definitely what makes of machines will appear on the cinders at Western Springs Stadium this season, it is certain that many riders will have mounts more worthy of their skill than in the season just past. Apart from the several Douglas D.T. models, there were few special factory machines* A Velocette and one or two Wallis frames powered with Royal Enfield engines competed but the larger number of riders were mounted on standard road models or on locally-built frames with special racing engines. Not knowing how the sport would catch on in Auckland, riders could hardly have been expected to buy machines suitable only for the track. | Now that the sport has proved itself and attracted record open air evening crowds, competitors will provide themselves with special cinder tracks racers. Alf Mattson, last season’s Auckland and Dominion champion, won his way to success on a frame built in the city from Australian plans. He used a racing engine, the complete machine being identical with that of Bill Allen’s. Mattson intends to try out three mounts this season—Budge-Whitworth. Norton and Douglas. Eight of the former machines aro already booked for Auckland cinder tracks. They will be powered with the famous “Ulster” four-valve engine and will be equipped with four-speed gear boxes An English expert has described what he considers an ideal cinder-track machine as follows: Frame. —Built up of straight tubes throughout. Pushing-off bar of ample width attached to rear. Forks.—Supple and springy slight trail, very little rake, small spring movement, similar to Webb speedway pattern or Wallis. Front Hub.—Very short, to give small displacement; dust-proof ball bearing. Rear Hub.—Very wide to give good leverage when laying over for a turn: dust-proof ball bearing. Wheels. —30in by 24in, to present large area to track when cornering and to assist in damping out potholes. Wheelbase.—slin, giving the best control when entering bends and eliminating any undue tendency (a) to overslide if these dimensions were greater, or (b) to slow up when leaving a bend if it were shorter. Handlebars.—Dong, to give good leverage and slightly dropped to take one-third body weight. Engine.—soo c.c. horizontally opposed twin, sot transversely, with lefthand cylinder shielded, twin carburetters, supercharger. light flywheel, overhead camshafts. Position of engine should give extreme ease of balance. Ignition—Coil, providing fat spark for starting and eliminating power wastage usually ex’pended in driving magneto. Maximum control on spark. Transmission. —Shaft drive direct from engine to plain bevel. Ratio, variable by means of adjustable mesh bevels, whole system enclosed and running in oil; minimum frictional losses and no fear of trouble caused by small flints and pieces of clinker. Controls. —Deft-hand ignition twist grip and valve-lifter. Right-hand quick-action throttle grip and cut-ou* lever - operated Bowden steering damper. (Automatic carburetter, requiring no air control.) Tyres.—Studded on rear wheel and ribbed on front.