MOTOR AND CYCLE

Taranaki Daily News, 19 February 1916, Page 11

MOTOR AND CYCLE

NEWS AND NOTES. It's a strange tiling that although the Americans are booming multi-cylin-der engines—sixes, eights and twelves—they don't use them in their speed tests. In England the six and twelve-cylinder cars were used for speed purposes, and although wonderful feats were recorded by the 12-eylindcr Sunbeam, it has not •yet been marketed. hi the United States speed tests most of the American machines are four-cylindercd, the multicylinder engines being left severely alone. Is it that too many working parts involve extra risk of something going wrong in the high speed contests? The Americans are now holding their own in motor speed competitions, and in the recent 350 miles race for the Astor Cup at Long Island, the first and second ears, both American-built, averaged 102 miles per hour for the full distance.

They have adopted a novel means of dealing with motor-cyclists who exceed the speed limit in Los Angeles (California). Instead of fining or imprisoning the rider, the authorities impound the machine, giving it 60 days, or sueh a term as the magistrate thinks lit. When one comes to reason the thing out, it seems a better means of curtailing scorching than fining the rider and letting him have his machine to repeat the offence. If the same practice were adopted here in the case of motorcyclists who make themselves a nuisance in the streets with their noisy unsilenced machines, it would not be long before a wonderful improvement could be effected in this direction. There may be some excuse for exceeding the speed limit, but there is none for riding a motor-cycle that is a twin brother to a machine-gun.

When the war first started (says an English writer) derelict cars were a frequent object on the roads in France and Belgitun in certain districts, and especially on those roads leading to the sea ports. Some of these cars in the mad rush to the coast were practically sound and in good running order, but had used up all their fuel, which could not bo replaced. In fact, cars were sown upon the highways, and the query arises, who has reaped them? Xo doubt the Germans got some, but there were many which were retrieved by the Belgians, French and English. In this regard two fine cars, each worth about £IOOO, were found by the roadside by two individuals who had spare petrol aboard their car. They put a couple ofcanfuls in each of the tanks, and found that nothing else was amiss with them, so drove them down to the nearest military depot, where they again filled up, and at the first opportunity drove them down to a port, where they were shipped to England to await the arrival after the war of the finders.

It is generally agreed that in order to obtain the best results and the greatest economy from motor-tyres, it is necessary to keep them always inflated, to the pressure recommended by the makers. It is impossible to test the pressure accurately by inspection of the tyre, and the ordinary gauges fitted to the pump are in most cases inaccurate, as they take into account the resistance of tlie vale. Many pressure gauges, easy of application and procurable at a low figure are now available to motorists, and there is little excuse for running tyres under-inflated. As more than Sf) per cent, of tyres that are brought under the different makers' notice for inspection show unmistakable signs of being driven under-inflated, it behoves motorists to pay more attention to this important factor in tyre life. Satisfactory service from motor covers cannot be expected unless tliev are kept hard. The trouble is that through want of attention in this direction the average motorist blames the tyre when it gives trouble through misuse, whereas the responsibility rests on his own shoulders. The remedy is to obtain a reliable tyre pressure" gan»p, and use it.

The motor bicycle on car lines has for many years (says the Irish Cyclist) been the dream of 'the enthusiastic, motorcyclist, and the possible features, peculiar to ear construction, that might be embodied in such a machine have been discussed in length throughout the mo-tor-cycle press. Xevertlieless. the mo-tor-cycle is developing towards perfection on lines that are more common to cycle manufacture than to motor-car construction, and we are by no means sure that as matters stand to-day there are not more ideas in the motor-cycle that could with advantage lie embodied in the motor-car tlian vice versa. . When v;o had the plain simple transmission by belt we longed for foot-operated clutches. The clutch has become almost a standard equipment, but experience hss shown that foot operation, as on a car, is by no means ideal on a bicycle, and the majority of motor-cycle clutches are operated by hand, while a few have the dual method of control. Pressed steel frames have also been discussed as .a possibility. They never get beyond that stage, and while we do not' say they never will, it is nevertheless a fact that the tubular frame is still universal and promises to remain so for some time to come. We may eventually come to shaft-driving, but the few shaftdriven machines on" the market do not seem to be making much headway. Jt is urged that a motor-cycle built on car lines would probably appeal most to the erstwhile car-owner, who. by reason of the need of economy, may be induced to take to what is undoubtedly the cheapest form of mechanical locomotion. From America comes the news that a totally new design of motor-cycle on these lines has this month been marketed there. It is referred to as a two-wheeled automobile. It is described as having a channel steel underslung frame connecting the two wheels. Between the parallel numbers of this frame a four-cylinder unit power plant is fixed, this driving the steel tubular spoked rear wheel through a three-speed and reverse gear box and propeller shaft. Near its front end the steel frame has an outward swoop to enable the front wheel to be turned for steering purposes. The design includes a pivotted front axle and cantilever seat suspension, the rider being located well to the rear of the engine, so that there is an equal distribution of weight, and the machine, it is claimed, should, therefore, be particularly stable. Its advent does not appear to have created any great stir in America to judge by the silence of the American motor-cycle press, and we think that the statement that it has been '-marketed" must not be taken too literally. It looks rather like an inventor's dream, and it does not seem to possess many features—not even its tubular spoked wheel—that would make it a desirable mount in the eyes of the user of the conventional type of machine of to-day or its prospective purchaser, the erstwhile carowoer,

Most tyre troubles come through tyres being not sufficiently inflated. "If 'the following table, which is easily memorised, is adhered to your trouble will be reduced to a minimum:—Bomm. tyres, (iOlh; 90mm. tyres, 701b; 105 mm, tyres, SOlb; 120 mm. tyres, 901b; 130 mm, tvres, 051b.

It is a wonder that some enterprising firm does not import light-car parts and assemble machines in this country. The writer's opinion is that the usual £205 to £3OO one pays here for the good makes of light cars is far more than their real value. By importing the chassis parts there would he a considerable saving in freight and duty to start with, and if someone would go seriously into it it is pretty certain they would find that a really reliable light ear could be sold in the vicinity of £2OO.

[ E. O. Baker, the American recordbreaking motor-cyclist, put up a 'remarkable performance at his second attempt to establish new figures for the, all-dav motor-eycle world's record. Not satisfied with his 930% miles in 24 hours, i:e set out to do 1100 miles, and only for machine trouble he would have easih succeeded, for when he had to abandon his ride, owing to a leaky petrol tank, he had been 21 hours 32 minutes on the road, for a tally of 1027 miles. This is easily the world's record, and a remarkable performance on the part of man and machine. The ride was put up over the Mortlake circuit (Vic), of 33.!) miles, and during his effort some 30 laps were negotiated. Intermediate records established were 300 miles in 0 hours. 070 miles in 12 horns, 870 miles in 18 hours, and 1000 miles in 21 hours 2 minutes. The weather conditions could not have been worse, rain falling continuously, whilst Baker had to contend with a cold biting wind throughout the ride. As a feat of endurance, Baker's fine effort will take some heating. The timing and cheeking of the ride were controlled by officials of the Victorian Motor Cycle Club.

The all-conquering rubber belt lias one disadvantage—a liability to breakoft' at tlie ends. This fault can best be combated by taking care to bore the hole as far from the end as the belt fastener allows, and, when shortening the belt, cut off the least healthy-look-ing end. Rubber belts are very susceptible to the action of oil, anil any splashes should be cleaned off with petrol. A belt drill is a useful tool to have, as this ensures that the hole will be drilled in a central position—a point of paramount importance. Rubber'holts should always be rim in the same direction, and some managers say that they should not be removed from the pulleys when the machine is at rest. Chains should not be run too slack, and to keep the,m in the pink of condition they should be immersed periodically in a bath of paraffin kept on the move, followed by similar treatment in petrol. Then place the chain in a tin containing any of the advertised chain lubricants (preferably one having graphite as a constituent), and heat until the mass become liquid: then remove the chain and replace on the sprockets.