MOTOR AND CYCLE.

Taranaki Daily News, 13 September 1919, Page 9

MOTOR AND CYCLE.

NEWS AND NOTES. MOTOR CTOLESPEnraiNa. Considerable attention is being devoted at the present time to the betterment of motor cycle springing, with special reference to the suspension of tlia frame itself. This policy is by no means eonfined to the heavier and faster machines, but also to light and medium-weight models. The present condition of the roads has doubtless exercised some additional influence on the determination to extend the use of spring frames, but even in normal times, with the roaas for the most part in good condition, something better than an absolutely rigid frame is needed- The front wheel, after ; all, only conveys a portion of the road shocks, some of the worst of which are imparted through the back wheel The saddle springing is insufficient to damp these out altogether, and the spring forks cannot be expected to obliterate those arising from the front wheel. Therefore, a spring seat pillar, or, better still, a sprung frame, has: become virtually a necessity. Experience with a really efficient frame springing sometimes shows the front forks to be deficient in elastic action, and this may, and probably will, lead to an improvement in spring works themselves. By this means wo may arrive at something approaching the ideal in motor cycle antivibratory devices. UNIQUE MOTOR TRIP. A unique motor trip, as far as Australia is concerned, was recently carried through from Sydney to Brisbane- Owing to the maritime strike the Brisbane agent.; for the Chandler car could not obtain delivery of a supply of theße cars from Sydney. It was; therefore, decided to take a fleet of twenty of them up by road, a distance of 850 miles. The overland journey was negotiated in good time, and an aggregate of 17,000 miles covered by the fleet with only two punctures. Dunlop "Railroads" were used by all ears. A schedule was set and maintained over the various stages of the route. It was an instructive demonstration of the dependability of the present day car. THE SHAFT DRIVE. A leading American motor cycle journal in one of its recent issues gave expression to the views held by certain readers on the subject of shaft drive for motor cycles, which provide some interesting reading, affording as they do an insight of American opinion on one of the most important matters connected with design, i.e., the style and arrangement of the transmission. In this latest contribution on the subject a writer who lias apparently given a great deal of thought to the matter expresses astonishment that a previous correspondent should have condemned shaft drive on the ground that it involves "possible trouble with the differential." This, as he points out, is an entirely erroneous idea, inasmuch as under motor cycle conditions no differential is fitted or needed. He believes that many of, the objections to shaft drive arise from' the troubles people have experienced with cars, troubles that motor cycle users are accustomed to hear greatly magnified but which in reality concern fittings that a motor cycle transmission never needs. At least, he says, fit) per cent of the troubles are associated with such parts and therefore motor cyclists aro not called upon to bother about' them. Shaft drive for a motor cycle is, or should be, the simplest form of transmission, because it need only consist of a plain shaft with a plain gear at one end and a bevel or worm gear at the other. No such tilings as universal joints are required, and few of the bearings employed on a car shaft so that all the troubles connected with these surplus parts would not be inherited by t«e motor cycle having this class of drive. Those who oppose the shaft drive should realise that all the troubles on a car transmission chiefly arise from the compulsory use of the differential and also from the fact that the car axle is floating with the wheels while the power group is solid with the frame. Nothing of the kind is needed on a motor cycle, and, if properly made, a shaftdriven motor cycle should provide the most reliable form where the transmission is in question. Several different compounds can be purchased for application to tie outside surface of windscreens to prevent the formation of rain spots, which dazzle the driver, and under certain conditions, seriously affect his vision of the road ahead. These compounds cause the rain water to run down the glass practically as a solid sheet, and, while the view through the screen is even then slightly blurred, the advantage is very appreciable. It is not generally known, however, that the same end ran be served by the application of apple juice, and even by a piece of damp .soap nibbed on the glass. The apple juice is best applied by cutting an, apple in half and rubbing one of the flat surfaces all over the screen. This treat- [ ment is preferable to the use of soap, I and even to that of some "of the proprietary compounds, for no time or trouble need be expended in ensuring an even distribution, whereas unless soap he I very carefully and equally applied, the driving screen becomes even less transparent than if the treatment were omitted entirely. Another very good treatmen, and one that is preferred by many drivers, is a tnixure of glycerine and methylated spirit, and a small bottle of this, mixed ready for use, may with advantage be kept in one of the pockets of the ear. The proportions should be, approximately, a teaspoonful of glycerine to a tablespoonful of methylated spirit. The mixture may be applied quite sparingly with a piece of cloth, although the latter should be rubbed over the whole' surface of the screen. These preventives of rain spots do not last any great length of time in continuous rain, and it may be necessary on a long run to renew the applications every 30 miles or so.

Whilst it is generally known that the Italian automobile industry increased enormously in size and importance during the war, few definite figures regarding production were issued whilst the war was in progress. Some idea of the tremendous growth of this industry can be gathered from figures which have recently been issued by the Fiat Co. This company, which is equal in size to all other Italian motor factories combined, and which (hiring the war employed more workpeople than any other motor car factory in Europe, produced a total of 56,069 motor lorries and touring cars during the four years of the war. Practically all this material was for use with the Allied armies, which accounts for the fact, that lorries predominate with a total of 50,403, touring cars numbering 5,886. These figures cover the years 1015, 1910, 1917, and 1918. In addition to motor vehicles, Fiat also became one of the biggest aviation engine producers in Europe, the total number of engines produced being 12,357. These had a total horse-sower of about 3.600,000.