MOTOR AND CYCLE.

Taranaki Daily News, 9 October 1920, Page 11 (Supplement)

MOTOR AND CYCLE.

NEWS AND KOSTES,

25th Sept. 1920.

A further amalgamation of motoring interests is reported from England. Some time back the Talbot and Durracy Companies were linked up, and now it is announced that the "Sunbeam" Manufacturing Co, is to join them. The object of the combine is to increase output, and reduce cost of production. The front wheel brake on a motorcycle, where of the rim type, i.e., acting on the wheel rim, is, in the opinion of many practical riders, of very little real use as a means of retarding the progress of the machine. It is fitted, but not relied upon to play any very important part in controlling movement: a means of comforming with legal requirements. There is a growing preference for the system which provides dual brakes on the driving wheel, and although, admittedly, a better class of front wheel mechanism than the rim brake can and indeed has been evolved and applied, all perhaps are agreed that sudden applications of a powerful and efficient brake on the steering wheel is undesirable. It throws a strain on the head column and in certain circumstances may set lip distinctly unsafe conditions for the rider. Some makers are now inclined to favour the plan of (itting two inde-pendently-acting brakes on the rear wheel. One disadvantage may possibly arise, namely, where, in the sidecar combination, a spare wheel is carried and all wheels are interchangeable, but if the V-rim brake be avoided this need not hinder matters much, if at all. Cycle Racing draws big crowds in France. The Grand Prix—the classic sprint event of France—attracted 50,000 people to witness the victory of the Australian crack R. Spears. Second place was filled by the Dutch rider Lcene, whilst two Frenchmen in Schilles and Dupuv finished third and fourth. The latter is the sprint champion of France. The distance was 1} miles. It is safe to say that 00 per cent of car drivers have but the vaguest idea of the amount of petrol their cars use. More often than not their only guage is the number of tins required to refill the tank, and the popularity of the spare can, carried as an ugly exerescene on the running board, is wholly due to (he need for some form of tell-tale on the dash-board to give an indication of 1 he amount of fuel either used out of or still remaining in the tank. There s to be shortly marketed in England a new electrically-operated device by means of which the actual amount of fuel consumed cither during a single trip or in the course of a season is indicated. The instrument differs from a guage pure and simple, in that it keeps a permanent record, and its dial, moreover, can be mounted directly in front of the driver, so that the annoying uncertainty as to the exact amount of fuel in the lank on a long run is prevented. Known as the "Petrometer.'' the device i« somewhat like the various vacuum petrol tank now used on many cars, and is *aid to be absolutely unaffected by vibration.

There is one source of overheating and loss of power that is frequently overlooked, and it is assumed that the cause is either weak mixture or incorrect ignition timing. In many cases it ifi not suspected that the silencer may be severely throttled by partly burnt carbon which very gradually restricts the area of the holes in' tiie hall'lo plates. Every car owner who is anxious about keeping his car at the highest pitch of efficiency should make a point when he takes delivery o'f the car of finding out the construction and method of taking down the silencer. Some manufacturers, unfortunately, do not pay any paticular regard to the accessibility of the silencer, though it is a fitting that needs some attention at least once in 3,000 miles, if undue back pressure is to be avoided, in fact, it may be said that 2,000 miles is as finas an average silencer should be rtiji without attention, if it be made on tl * drilled baffle plate principle. There nr. however, other principles by means oi which choking up and throttling are greatly reduced, hence the advisability of finding out how the silencer is made. That much abused device, the, exhaust cutout, is quite a useful attachment for testing a silencer from time to time. Ordinarily when a silencer is in good condition the opening of the cut-out. .should make no difference to the speed, but in proportion as the silencer is throttled the speed will be increased. It, has been suggested that a small pressure guage permanently connected to the silencer would be useful, as thereby any Berious increase in pressure would at once call attention to the fact that the silencer required cleaning. The premier long distance Road Race of N. S. Wales—the Goulbum-Sydney was decided recently. The roads were heavy from recent rains, and the wea-, ther cold. There were about 40 starters including a number of Vivtoqp riders. The result was a win for W. 11. Williams off the 52 mins. mark, he negotiating the 131 miles in G lirs. 40 mins. 15 sees. K. Ross ("i mins.) was second in o"hrs. 31 mins. 5 sees., and R. Moore (45 mins.) third in 7 hrs. I t mins. ;"r> sees. Ross secured fastest time. E. Tamme —the Victorian crack —who started from the scratch mark had four falls, and also went some miles out of his way by taking the wrong course. Tie finished eighth in the second fastest time, 6 hrs. oa mins. 3o gees., a'good performance considering his mishaps. The first' prize was £3O donated by the Dunlop Rubber Co. The fastest time yeC recorded over this mountainous course is fi hrs. 19 mins, 31 sees., to the credit of tho Victorian rider, I), Kjrkham.