THE MOTOR AND CYCLE.

Taranaki Daily News, 6 July 1915, Page 3

THE MOTOR AND CYCLE.

NEWS AND XOTES. A t novel motor-ear race meeting was recently held in America, the course being a four-mile circuit on the frozen surface of Lake Superior. As the principal race—an eight-mile event—was won by an Overland, in Smin 23sec, it does not look as if the competitors had much trouble in getting a grip on the slippery ice. Most of the drivers used non-slip-ping chains on their tyres, to enable them to hold the corners. Ten thousand spectators witnessed the meet.

It is stated in the Motor World (U.S.A.) that the Ford Company despatched last month 43,829 ears from their 21 assembling plants throughout the United States. This output is equivalent to a daily rate of 1413 cars. The Ford Company's last year's (August 1 to August 1) output totalled 221,888 cars. The first quarter's returns for the curront ifiscal year show a total output of 59,507, and it is anticipated that the year's output will be 300,000 cars. The company employ 22,000 men, lfi.ooo of them being on the pay-sheet of the Detroit organisation.

It is estimated in London that fully 80 per cent, of English motor manufacturing concerns arc at present entire!/ devoted to the manufacture of war material in one form or another. This naturally means a great falling eff in ,the importation of English motor-cars in the Antipodes; in fact, a -well-known Australian member of th« motor trade, who recently journeyed to London to try and expedite shipment of the various cars for which he is agent, cables that first-class cara are not obtainable. It is significant of the state of affairs at Home that several of the leading London distributing depots are now devoting their advertising spaces in the motoring journals to the sale of secondhand cars. There is little doubt that the scarcity of new cars of leading make* will establish a good market for ,welf-cared-for second-hand vehicles, but motorists who haye a valuable car will be well advised to hang on to it, for it is a difficult matter to forecast when our leading motor depots will again have an up-to-date range of the leading European cam on hand..

Nearly every motorist lias his own idea as to the position he likes the hooter or horn in. In this connection it ia interesting to note that at a recent motor show held in the United States 217 cars were examined, comprising G7 makes, just to see what the makers were doing in this di?«ction. Of the total cars IS9 had the hooter under tho engine bonnet, 22 at the side of the car, and six at the front of the car, either adjacent to a lamp or in front of the radiator. Some 138 had the manipulation of the hooter at the centre of the steering wheel, 48 at the side or affixed to the inside of the door, 13 were on the steering (post, mostly immediately below tho wheel, and 10 on the instrument or on the faeis board of the dash, but suitably .bracketed forward to facilitate the driver's reach, and eight were placed in various positions, some being below the seat cushion. Of the 217 hooters, 211 were electric, 'five were reed horns, and one had a hand mechanical control.

Little has been heard lately of the American automatio gear change outfits which promised 'big tilings manv monthfl back, Have they been a failure, or have the war orders" relegated them into the background for the time being? There is no doubt that the moU neglected part of the motor-car from an engineering and scientific point af view is "the gear-box, the bugbear of most motor'»ta. Automobile engineers during thy pus; few years appear to have devoted most of their attention to the getting of more power out of the engine—to the exclusion of the gear-box problem. If one goes over the whole of an up-to <Ut; car chasis, and notes the improvements effected during tho last few yean, one finds that whilst there has been undoubted progress in all the component parts, the one exception is the gear-box, which is very much as it was five years back. * * «

IPrevious to the war huge sums of money were annually spent in France by English motorists during the touring seasom _ Despite the -war, the French authorities, recognising the importance of this big annual influx of monied motorists, are appealing through tie president of the Touring Club of .Franco that, where possible, English tourists should continue to make their annual trip. The following letter has been circulated by tlie president of the above association throughout the English press:—"The English will be received in France with great enthusiasm, and we are arranging that hotels will be open in all interesting districts. Need we say that the hotels mil only have French managers, French servants and Frencli coofosj 'Except, of course, in the military zones, where it is impossible to travel cither by road or rail, the railways «re working practically as in time of peace. Certain formalities have to be gone through for the use of cars, as well ai 3 for long railway journeys, but we are in direct communication with the various authorities, and all the necessary measures are 'being taken to simplify these, and to render them as little onerous as possible in the existing circumstances. The reports we have received state that, generally speaking, the roads are in good order. In addition to the usual pleasures obtained from a stay in Fiance our guests will, to their great satisfaction, fail to meet with the Aus-trc-fJerman clement, and will continue to encounter the traditional kindness, the hearty French welcome, and taste the far-famed French cooking to which they haive been previously accustomed. Finally, we -wish to state'that we shall be at all times only too pleased to assist all who wish to come on a visit, and be well received in our 'Belle France.'"

Every motorist, whose car is fitted .with wire wheels,, and particularly tl\e jtun who is owner, driver and mechanic volled into one. would heave a sigh of relief if the advantages of the wire wheel were yulccompanied l)y any drawbacks. '. The former are so undoubted that few would care to dispense with the wire wheels on any account. But in two respects they do tax one's patience, at time*. One of these, none the lc-s, could easily be cured if tyre manufacturers would rise to the occasion. Xo experienced owner fails to go round the rims periodically In order to see whether the security bolts are tight; hut in the case of a wire wheel, the butter-lly nut is sometimes wedged between two spokes and cannot easily be turned. This applies, of course, to wheels of relatively small diameter, and the difficulty could easily be met if tyre-makers 'would fit nuts with smaller wings, instead of, as appears to be the case, us : r.g a unifonn site far all types of wheels. The real outstanding difficulty, however. is that of cleaning. When one (omes home afteir a wet drive, it takes a? long to clean ft Ret of wire wheels a? to gi over the whole hody work and other parts of the chassis. Occasionally om sees wire wheels fitted with celluloid discs, but they arc not yet in copimon , lS e, and consequently there i«' not enough accumulated experience to show whether thev are satisfactory or otherwise in practice. The whole question, however, * one that deserves more attention than it appears to hw w.oMved

mechanical superiority of the tangent tvpe. "-•-. . ... -■- .a ■■■■■- -. According to omelal ngures from New York, there are about ISO.OCO motor cyclists in the United States. California tops the list with 24.705. and Hew Yurk t'ity second with 24.000 machines. * * # A transcontinental motor cycle relay ride is to be held across America in July. it U planned" to make the ride of mili-. tary significance, in order to demonstrate to the United States Government the utility and value of the motor cycle for tins purpose. In all probability the relays will extend about 100 miles 'each, and the teat will be so arranged that the despatch will be delivered across the American continent in about a week. The route selected will probably be along the Lincoln highway, a 3400-niile3 road across the States which lias been built largely by public subscription. The fastest time in -which a motor cyclist has crossed the American continent,"f rom San Francisco to New York (3734 miles) is_E. E. Baker's 11 days 12 hours 10 minutes, whilst a, motor-car driven by L. L. Whitman has acomplished the same trip in 10 days 15 hours 13 minutes. These times, it is anticipated, will be reduced to about seven days, if the weather conditions are favorable. In this connection it is interesting to note that a bicycle relay was held across America in 18(56. In 'that test COO cyclists took part and accomplished the trip in 13 davs 0 hours 30 minutes.

There's going to be big money won in America by the crack racing motorists ill the early future. Two races, worth £IO.OOO each, are to be held on the new York motor car speedway, wlieu its construction hi completed, while £15,000 is to be attached to the opening event to be decided this spring on the new tract at Detroit. These prizes are apart from the £IO,OOO usually distributed amongst the winners of the annual 500 miles at Indianapolis. In reference to the recent proposal that a further big contest should be held on the Indianopolis Speedway over a distance of 1000 miles, and the starters limited to the makers who have previously carried off the "Indianopolis 500." Mr" W. Harmon, representing one of the winning concerns, makes the suggestion that >t would be better if each of the makers concerned would provido a regular stock touring car, with no extra racing fittings at all, and then race it in exactly the condition in which it would go' on the road for touring, with top and windshield up, carrying five passengers, with electric lighting and starting equipment and tools; everything, in fact, that would be on the car when touring, with the exception perhaps of the luggage of the passengers. Such a race would eer-'

Some interesting details are to hand from America iu reference to the wonderful racing career of Frank L. Kramer, the champion sprinter of the world, and the winner of the American championship for 14 consecutive years. Kramer, who has no equal anywhere for consistent brilliancy on the track, started his racing career in 1897, since when lie has won (Hfi races, besides being puc.i second I<W times and third on "8 occasions. Beginning as an amateur in 1897, Kramer won his novice race after three starts. That year was not very profitable, as he finished in first place only four times. In 1808 he had a record of SO firsts, 18 -seconds ami seven thirds. In iB9O, his third year of riding, he won the amateur championship, and then lie joined the ranks of the professionals. Making his debut as a professional in 1900, he showed up many of the old-time riders, and won, defeating such riders as Walthour, Eaton and Freeman. During the season he won 18 races, finished eight times in second place and got nine thirds. In 1001, the fifth year of his riding, he won the American championship, and this was his most successful year in regard to scoring points, as he' finished in first plate 49 times, with 13 peeonds anl 17 thirds. Kramer kept on winning the American championship (decided on points scored in a nunvoer of events held during the season) ever since. In 1905 the American champion' raced in Europe and won many events, including the Grand Prize of Paris, the greatest cycling race in Europe. Though Kramer was regarded as the greatest rider in America, it was not until 1912' that he. gained the distinction of actual-' ly winning the world's championship. He had not come into that title before for the reason that the world's meets were decided in Kurope, and he was racing in 1 America.