MOTOR AND CYCLE.

Taranaki Daily News, 19 February 1921, Page 10

MOTOR AND CYCLE.

NEWS AND NOTES. There seems to be a tendency now-a-days to complicate motor mechanism. This is rather a strange thing, because as time goes on one would rather naturally suppose that simplicity would become the keynote. An instance is the extraordinary policy of fitting selfstarters to small cars, which reasonably should he set going by means of the starting handle without any real expenditure of effort. Such ‘things are really unnecessary, and very often a source of trouble. The simpler a machine can be made the better. Many a small car to-day is fitted with variable ignition, a hand control to the throttle, and other fitments such as extra air valves, and so forth. Now, these things are wrong The addition of a hand control really serves no useful purpose. It is urged that with its aid the slow running position may be set. Whilst this is perfectly true, what on earth is wrong with setting the slow running opening upon the carburetter itself, and locating this through the accelerator pedal. If things are as they ought to be, there is but little justification for this extra, which, like all other extras, costs money. An advance and retard for a magneto ignition is undoubtedly of use to the expert, the man on the track, and to competitors in hill-climbs; but how often does the man in the street use the lever? And when he does use it, say after -hanging too long on top-gear on a gradient, it is generally mis-managed, and a bad job turned into a worse one. Most decidedly a car in the hands of the ordinary user is better without it. A very elementary fact in the operation of a magneto is often overlooked, that is, that to a wide enough degree it advances and retards itself automatically according to conditions, and does the job very much more effectively than the average driver can hope to. As to the extra air valve, there is something radically wrong with a carburetter should it require one. A simple vehicle can be made which will give splendid all round results without these extra fitments, which after all, mean an increased -cost of car.

As many of the leading English makes of motor cycles for 1921 will eventually find their way on to the Australasian market, it is interesting to note that British manufacturers are really settling down to the produce business, and that no valuable time or expensive or experimental work has been spent in the production of freak engines, writes hn English motor-cycle expert, anent the leading 1921 models exhibited at the recent Olympia Motor-Cycle Show, London. Most of the more recent improvement are confined to a reduction of weight, together with a great degree of accessibility and increase of the various wearing surfaces. The big single, the twin V, the opposed twins, and the two-strokes quite hold their own, although the outside flywheel engine, popularised by one well-known maker, is to be found on a greatly increasing number of machines this year. The split big-end bearing on this engine must be appreciated by those riders for whom repair work has had a fascination. It will be interesting to observe whether the flywheel magneto fitted to the “Villiers” engine will “catch on”; personally, I am rather in favor of the principle, because by its use one avoids those finnicky little pieces found on the contact breaker of the small cycle magneto. The idea has been used successfully on cars for many years, and there seems to be no reason why it should not work on a motor cycle. Detachable heads for cylinders enabling carbon deposit to be removed without disturbing the working parts of the engine, or removing it from the frame, are becoming deservedly popular, and a great number of makers are incorporating overhead valves in their 1921 designs. Quite an amount of artistic effort appears to have been expended in designing certain cylinder-cooling fins, and indeed many of the models shown are quite good to look upon, merely by reason of their graceful lines.

The advent of the two-stroke motor has convinced carburetter makers that there is still something to be learned in this direction, especially with regard to the development of the single lever carburetter, which is, no doubt, to be regarded as the model of the futpre. With the inflated prices current, considerable progress has been made with regard to fuel consumption, and the official tests recently made produced some very interesting results, amongst which may be mentioned a consumption of 320 miles per gallon on a standard 211 e.c. twostroke engine over a distance of fiftyfour miles under ordinary touring conditions.

Other improvements in detail consist of developments in electric lighting sets, as well as in combinations of ignition and lighting sets, all of which are calculated to give the maximum degree of comfort for the motor cyclist, who after all has no particular relish for messing about with carbide lamps. Many reputable motor cycle makers are concentrating their attentiin on the production of their own change-speed mechanism, apparently with the idea of incorporating individual improvements dictated by their own experience. Others employ one or other of the proprietary change-speed boxes supplied by firms who have had long and successful reputations in this direction. Externally there is little improvement in gear units; but, on close examination, many of the gears themselves are noticed to have wider wearing surfaces than previously, and the splines of the sliding members are of more (substantial proportions. Kick-starting mechanism has now become a standard feature of gearbox units, as well as highly efficient clutches and operating gear. Chain drive for the final transmission is attaining a greater degree of popularity than during the last season, but many makers provide examples of chain-eum-belt transmission for those who favor this system. For the speed model, pure and simple, the plain belt drive remains in a secure position and the gear drive for the back wheel has but one supporter in the motor cycle section. Variable gears have lost considerable ground, as modern motor cyclists appear to be distinctly in favor of the positive three-speed gear for speed changing operations. The handlebar fashion, at any rate, as exemplified at the show, is a dead flat bar running at right angles to the steering head and fitted with grips tinned about 30 degrees back from straight at the ends. It is scarcely an exaggeration to state that 90 per cent, the snorts models were so equipped. Combinefl with a low saddle position, this bar gives an exceptionally comfortable and unstrained riding position. A fair amount of weight is also thrown on rhe front wheel.

Few people really realise the amoun' work accomplished by the var

ous Australian Red Cross Volunteer Motor Corps in looking after the welfare of returned soldiers. The figures compiled are almost astounding, and they convey some idea of the fine work gratuitously rendered by many carists. The Victorian, which lias officially closed its activities, has a remarkable record. All told some 1,250,000 miles were covered by the small army of volunteer motorists in conveying returned soldiers from port of disembarkation to various destinations, and also providing' health giving trips into the country for incapacitated and convalescent returned soldiers and sailors. The runs carried out totalled 921, some 31,000 carstaking part in the outings, exclusive of char-a-bancs and hired cars. These trips were conducted weekly and bi-weekly, extending over a period of five years. Altogether 35,000 soldiers, sailors and nurses, participated in the runs. A fine record by a fine organisation. The big 6-days Bicycle Teams Race held annually at Madison Square Gardens, New York, was won by two riders named Brocco and Coburn. The finish of the contest lost a deal of its interest owing to the winning team gaining a lap on the field in the early part of the race, which was never regained. The distance travelled was 2390 miles. R. McNamdra (N.S.), and the Swiss rider, Oscar Egg provided the team that won the final sprint, but only finished sth on points. The Australian Amateur Track Champion G. Halpin, has joined the professional ranks. At his first appearance amongst the eash riders in Sydney week he was defeated in a match race with J. Clarke, but before the season is over it is anticipated that Halpin will hold his own with the best riders in Australia. Halpin recently represented this country at the world’s cliamipionsl.jp meetings. He finished third in the Blue Riband'sprint event, on a punctured tyre. Subsequently he defeated many of the world’s best amateur' sprinters.

A £lOOO prize money is to be given for a 6-days Bicycle Teams Race, to be held on the Sydney Sports Ground at Easter time. The contest is to be limited to 18 teams of two riders. It is now many years since an event of this description was held in this country. Messrs. A.' Goullet and P. Hehir hold the record for the greatest distance negotiated in Australia in an event of this description, they having covered 2085 miles 1680 yards in the Sydney 6days Race held in January 1913. As the result of a wager, a fine motor cycle performance was registered over a route between Quennbeyan and Sydney last week. Mr. W. D. Freebody a motor cyclist with sideear and passenger succeeded in travelling from Queenbeyan to the capital and back again, a distance of 385 miles in 13 hours 50 mins, a particularly meritorious ride inasmuch as a considerable section of the route is over mountainous country, ar.d inferior roads. The actual riding tme was llhrs. 45 mins. The angle of the peering head of a motor cycle or rake N»f the front fork lias very much to do with easy steering, but general weight distribution is also a very important factor. There should be no difficulty in ensuring good steering qualities of various makes of machines, some having a most decided tendency to develop “wobble” once a certain speed is attained; others again being steady or relatively so, at all speeds With a sidecar combination, however, where there is a pulling strain exerted sideways and a tendency for the motor-cycle wheels to oet out of alignment, the matter assumes a very different character. Some machines, even when ridden solo, appear to have a tendency to run in one direction or another and require a “whip hand kept on the steering, whilst when travelling fast there is set up the inel’nation to wobble so that the equilibrium of the machine and its rider is only maintained with some difficulty. The feeling of insecurity which such action on the part of the motor-cycle engenders is not always, and indeed very .seldom, noticeable when one is working up to or running at high speed along the level with a clear road in front and the rider can pick his own road, but it becomes very marked when deviations 'have to be made to avoid other traffic, pot-holes in the surface of the road, and so on. Then a firm grip on the steering must be kept and the rider must keep his attention firmly on what he is doing or a spill is likely to result. Most motorists at tunes have trouble owing to rain getting on the wind-screen whilst driving. A handy fitment is now being marketed in England known as the “Club” windshield, and it should not be long ere it is obtainable in this country. When erected for use the shield, which is of aluminium, is about 12in. wide. The side screens, which serve as supports for the roof and which fold awav when desired, amply protect the “clear” portion of the windscreen from side-driven rain, and rubber flanges all round prevent rain from finding its way down the back end of the shield The fitting is attached to the car windshield bv four rubber suction pads, which exert a very tenacious grip, though easing of the individual suckers will acomplish its removal in a few seconds. When not in use it can be folded within a small flat compass and carried under one of Che seats of the car. Why have engine designers not given ball bearings a more extended trial? When one reflects that twenty per cent, of the power developed is usually absorbed in the engine alone, it is obvious that considerable economies might DC effected by reducing friction to a minimum. Ball bearings were found satisfactory in the case of aero engines, and there 'should be no difficulty in adapting them for use in automobile engines. Contrasted with French motorists, the lot of Australian carists and motorcyclists as regards cost of petrol, is a fortunate one. In France petrol now sells at 10s per gallon. At a meeting of the English Dunlop Rubber Co. in London, it was recently stated that three-fifths of the trapspoit work of the British army, lts participation in the world war was accomplished with the aid of Dunlop tvres. Such a. statement gives some idea of the great responsibility that was borne by the world’s first and foremost ty F<ir the first time a 100 males has been negotiated in less than a 109 mm utes by a motor-cycle and side-car witn a passenger aboard. This fine perform,.nce w-.s accomplished at “Brookiands s| eedwav llti gland;. by H. Le Jc.- »m ar, “Indian’ outfit. His . times were n 0 miles in 43 mins. 55 2-5 sees., B.i miles 394 yards in the Lour, and 100 miles m 90 mins. 401-5 secs. The same riuee and outfit also covered a flying mile (in both directions) at a mean speed of 71 miles an hour.