MOTOR AND CYCLE.

Taranaki Daily News, 29 January 1921, Page 11

MOTOR AND CYCLE.

NEWS AND NOTES. • 22nd Jan.. 1921 A plea is not infrequently raised for the introduction of new and more “scientifically” designed motor-cycles possessing features more .akin to car practice, reduced to suitable proportions In this connection science as an aid to design is not always apparent on the surface. There may quite easily be embodied in the construction of a motorcycle features which are the outcome of much careful investigation and elaborate tests, but which do not affect the outward appearance of the machine in any detail, and for the most part such features are concerned more with metallurgy than any other science. If the terms is to be construed : .s applying only to design as such, the adoption of features not ordinarily found in a motor-cycle and so forin, then we fear this is not- the time to look for any very startling departure from customary practice. The difficulties attending manufacture are sufficiently pronounced as it is without seeking to increase them by processes aiming at revolutionising motor-cycle design. The general trend of opinion at the moment seems to be. in the direction of perpetuating models of established kind* catering for the many, who demand nothing more than a simple and srraigntforward class of machine, rather than for the comparative few who clamor for whalt they term the “super” motorcycle. \ A 24 hours bicycle teams race was an attractive item decided on the Sydney Sports Ground last week. ’ Despite the fact that in the early part of the contest the riders had to contend with rain, and had to ride in waterproof capes, the respectable distance of 493“' miles was negotiated in the full day. The event was decided on points awarded to the leading team at various periods of the race. Grenda and Erskine proved the ' winning team, 33 points: Clarke and Priestley were second, with 29 points, and Ohrt and Henry third, with 22 points. The event drew a big attendance.

It is interesting to compare the 24 hours Bicycle Race figures recorded in Sydney last week, viz. 493$ miles with those established by G. W. Grisp (Vic.) in the only all day solo race yet held in Australia. The latter event was decided on the Melbourne exhibition track, away back in the ‘-‘nineties,” to be exact in 1894, when bicycles and tyres were not what they are to-day. In those days, 24 years ago, a racing machine scaled about 27 or 28Ibs, and the winner’s mount, a “Humber” shod with

detachable Dunlop Tyres on steel rims, would only be used for road work these days. On this machine Crisp, unaided by a riding partner put up the respectable tally of 401 miles 1547 yards. In the Sydney event two riders —able to take turn and. turn about on the track — only succeeded in adding 92 miles to Crisp’s figures, so that allowing for one rider’s effort against the combined riding of Grenda and Erskine, and the difference in machines, it is not difficult to decide which is the finer performanceThere has been talk in England of engines rated at 10, and even 12 h.p. for this years motor-cycle models, and even though they materialise they would

not create anything in the way of an absolute precedent, for such machines have already been built and used both in England and in the United States, particularly in regard to the lower of the two ratings. The point is: are such large engines needed, and on that question opinion, if taken collectively, would doubtless be to some extent divided, with a pronounced leaning, we may imagine, towards the negative. Even taking into account the heavy side-cars now used, and the overloading that is known to occur in so many cases, the so-called 8 h.p. power unit, used in conjunction with suitable gear rations, is capable of doing all that is required without unduly extending itself and, as larger dimensions entail as a rule in-

creased weight and lower economy, the the case against the 10-12 h.p. engine is a fairly conclusive one. Many go so far as to say that the call for higher ratings, if such exists, results from inefficient design; that a greater power output should be derivable from smaller cylinders and lighter parts, and their arguments are by no means unworthy of attention. Principles of design and methods of manufacture in combination with one another determine the value of an engine as a propelling medium, and it seems tolerably certain that future developments of the motor-cycle engine will have to be based upon more scientific methods in connection with design rather than the easier but less advanced practice of seeking increased power by the simple process of adding to the cylinder dimensions.

Some motorists never give a thought to cleaning out the rust deposits that accumulate in the water circulation system. It is an easy matter to put the end of a piece of hose into the top of the radiator, undo the screwplug usually fitted to bottom of radiator, and let water run through the cooling system until the waer comes away fairly clean and free from rust. It is necessary to have the engine running slowly during the operation. If the radiator and water jacket of the engine are found to contain considerable scale or rust, it j®ay be necessary to flush the system out with a solution of hot water and washing soda', and it may even be desirable to allow the washing soda solution to remain in the water system over night to make sure the scale is loosened. Should a soda solution be used it is advisable that care be taken that none get on the paint of bonnet, for if it does it will eat into varnish and paint and leave a disfiguring mark that only repainting will remove.

We are told that there is nothing new under the sun. In a broad sense this is probably true, but variation in the application of certain well recognised principles frequently creates machines that may, without exaggeration, be properly classed as extremely original. Such is undoubtedly true of the ploughing machine propelled by a petrol motor engine described in a recent issue otf the Scientific American. What at a distance appears to be some queer development of a flying machine, with its wings outstretched, resolves itself, at closer range, into an interesting but distinctive type of motor ploughing machine. To the person unfamiliar with mechanics, the initial sight of such a machine is somewhat astounding, but keener observation, particularly when the plough is in motion, impresses one with the vast possibilities o-f such a unique machine. During the. war, and since, the factor of man-power for agricultural purposes has been rather a serious problem. As a partial solution to this question the adoption of machinery capable of performing more work with less labor appeared to be the best means to the end sought. The design of the

machine under notice is out of the ordinary, and demonstrates a radical departure from the usual present day practice of tilling the soil. Unlike the ordinary plough where the furrows are ■ made parallel to the travel of the machine, the method of operation in this ■ plough causes the plough" shares to move at right angles to the forward movement of the tractor, resulting in a furrow that converges toward the . centre at an angle of about 20 degrees, {leaving the ploughed land with a her- ’ ringbone appearance. In operation, the ploughs travel toward the centre of the . machine, seven of the ploughs on each J side being in the ground at one time. ; The width of the land covered at one i passage of the machine is approximately 40 feet. When turning at the end of the ; field the two plough arms can be raised ; so that the plough shears and the disks ; are clear of the ground, and the machine can be turned in its own length by means of the steering wheel and the . caterpillar tractors. When desired, a ; start can be made from the very end of ’ a field, as the tractor can be backed right up to a fence, if necessary. The ? machine, however, is intended for i ploughing where large tracts land ’are under cultivation. The machine has ’ an approximate weight of eight tons, and ! under tests on land that had not been i ploughed in several years, it covered : about 30 acres hn a, day of ten hours., Year by year the modern motor-car has become more suitable for the woman j owner-driver, without having been speci- : fically designed for her. The eliminai tion, from the lessening requirements of ; the up-to-date vehicle, of such opera- : tions as involve serious physical effort i or the soiling of fingers has, while wel- . come enough to the man, offered an • irresistible attraction to the woman ; motorist. The attainment of greater j mechanical reliabiliy, the growing ex- | tent to which the average car, even with 1 a comparatively small engine, can be made to deal with hills and traffic on top gear, the greater case of effecting changes of gear when they are called for, the use of electric lighting sets and self-starters, and more dependable tyres have all contributed to lightening the labors and relieving the anxieties of her who delights to sit at the wheel. One thing above all others that the woman owner-driver detests is roadside tyre trouble. The best insurance in this direction is to use a tyre such as the Dunlop “Railroad” - -—a cover noted for its staunchness—and its thousands- of miles of free from trouble service. Nothing has been more noticeable in postwar motoring than the sudden increase in the ranks of women drivers.