MOTOR AND CYCLE

Taranaki Daily News, 18 September 1915, Page 11

MOTOR AND CYCLE

NEWS AND NOTES. R. McNamara, the N.S.W. crack, who lias held the American Brassard (worth £lO a week) for some eight weeks, has at last lost Iris title as holder, being defeated by the Italian, Morctti. * * * * The total number of cars registered in N.S.W. is 10,570, of which 1415 were registered during /the first half of the year. Of motor-cycles there are 6401, of which 1371 have been added to the N.S.W. lists, daring the same period.

There is some talk of a Westralian motorist, aboard a six-cylinder American car, making an attempt later on in the year on the Perth-Sydney record. The only car that has yet succeeded in crossing Australia from west to east is a Metz, driven by Messrs Francis Birtles and S. Ferguson from Perth, to Sydney, via Broken Hill, some 2375 miles, in 28 davs lhr. 52min. This was accomplished in "April, M2.

A. Goullet, the Australian champion, has again defeated the American crack, •Frank Kramer, in an important event. The race was the "Criterion," a £2OO scratch event. Preliminary heats reduced a very select field down to three men —Kramer, Goullet and Moretti (Italy). The final was a regular mix-up, as <it had to be re-run five times, owing to punctures, smashes, etc., before si'e judge's decision was allowed to stand. The final placing was: Goullet first, Moretti second, and Kramer third.

The effect of the war on imports of motor-ears and motor-cycles into the Commonwealth for the half-year ending June 30, may be judged from the fatt that the imports into N.S.W. alone fell away by £174,134, made up as follows: Chassis, £142,636; 'motor bodies, £21,671; motor-cycles, £9827. When the full returns for the Commonwealth are available, it will be found that there has been a very large decrease during the first half of 1915 in this class of goods.

As the outcome of the demand for more ambulances in England, an excellent idea has been put into operation. It consists of a number of ambulance trailers—which are lightly constructed—and travel on a pair of pneumatic-shod wheels of large diameter. A light hood affords suitable covering. Each trailer holds two stretchers. The great advantage of these trailers is that they can be attached to the back of any car in a few minutes, thereby considerably adding to the usefulness of the ambulance. Another feature is that the trailers only cost about £7O each, as against £4OO for a decent motor ambulance; also that the trailers can be made by other labor than skilled mechanics. Of course only two wounded soldiers *an be moved at a time, but as against that there are the thousands of private cars available at any moment for trailing purposes, as against the huge cost of providing large numbers of motor ambulances. Again, when there is no call for ambulance work, the cars can be used by their owners in their various spheres, and only called up as needs demand. With a ibig fleet of motor ambulances it is different, for they are useless when not engaged, on their own special work. As a cheap, speedy and comfortable means of transporting wounded soldiers, the pneumatic-shod trailer appears to offer many advantages.

lPart.icula.rs are now to hand from America in reference to the mot/ir cycle despatch ride from Washington to San Francisco. It took 154)4 hours to deliver President Wilson's message across the continent, or some 39% hours longer than was anticipated. The full journey of neaTly 4000 miles was divided into 44 sections, over each of which two or more motor-cycle couriers had to carry the despatch, day and night, wet or fine, at the utmost speed, until the President's letter reached its destination. The worst of weather and roads greatly delayed some of the couriers, but despite many set-backs, an average speed of about 25 miles an hour, was put up for the full, journey across the American continent. A sensational incident occurred over the last relay section into San Francisco, the despatch-bearer being chased for twelve miles by an overzealous motor-cycle policeman, who failed to stop the despatch rider, although he fired six revolver shots at his tyres. Some very fast times were recorded during the run, one of the best performances being 112 miles in 2 hours 21min., an average speed of 48 miles. On some relays, an elevation of over 11,000 ft was reached, whilst on others the couriers had to ride over many miles of railway sleepers—in one instance 137 miles had to be negotiated in this manner during the night hours. To record 25 miles an hour from the start to finish of the great run was a magnificent effort on the part' of the participants. The whole undertaking was carried through without serious spills en route. The relayfigures established are far in advance of the motor-cycle record and motor-car record for this transcontinental trip, which is, of course, only natural, as the former is the combined effort of- some 90 to 100 men, whilst the 11 days 12 hours lOiniu. motor cycle record, and the 10 days 15 hours 13min. car record, arc the results of individual efforts. In this connection, it is inteesting to note that the American average is nearly three miles per hour! faster than the speed maintained by the motor-cycle couriers from Adelaide to Sydney \\U<) miles) in the Dunlop relay race," 1912.

We have often commented on the fact that the question of radiation lias not received sufficient attention on the part of either the manufacturers or of the owned, and this is especially, so in the case of thermo-coolcd small high-speed engines. It is essential that, the radiating surface should be ample, that the water passages should be large and give a clear, unrestricted llow, and that the top of the radiator should be a considerable height above the point where the water-pipe emerges from the engine water-jacket, for otherwise the hot water will not ascend from the radiator. If the water in the radiator sinks below the level of the water-pipe exit from the cylinder head, the water will almost cease to circulate. It is also important that the radiator should be filled to the limit, for in such circumstances the water will not circulate freely. Some manufacturers give special instructions on this point, and recommend that the radiator should be filled to the centre of the name-plate. Failing special instructions, the owner should fill his radiator up to a point about 1 l / z inches below the bottom of the filler cap. If a fan is fitted, the tension of- the belt should be adjusted when necessary to prevent slipping. 'Under tile latter circumstances,

the efficiency of the fan is seriously affected. If the engine still overheats on long steep hills, the trouble may be met by increasing tie size of the belt pulley which drives the fan, so that the latter will rotate at high speed. In our opinion, every small car should be fitted with a fan. If over-cooling results under normal circumstances or in cold weather, the fan can be removed, or else run slightly slack. In some cars an accelerator is fitted in the water-pipe, and it would certainly be a most useful addition in the case of an engine whicft habitually overheats on long steep hills, It consists of a small propeller operating in the pipe which lies between the bottom of the radiator and the bottom of the water-jacket, and it is driven by a pulley,on the fan spindle. No doubt in the case of an engine which is not provided with a fan, some other means of driving ,the propeller could be adopted.