MOTOR & CYCLE.

Taranaki Daily News, 23 April 1921, Page 11

MOTOR & CYCLE.

STEWS AND NOTES. FALSE RUMORS. All kinds of rumors are being disseminated regarding forced sales of carg in Christchurch, and if the gossip is accepted, a song is the price of two cars instead of one (states the Radiator). This is a fallacy that that important person “the man in the street” should have explained to him The statement is nw.de that wellknown makes of cars may be bought at prices ranging from £6O to £3OO. Recent auction sales of second-hand cars serve to refute that statement, but the following facts\ will assist motorists to draw the correct conclusion: (1) Owing to the impossibility of transmitting money through to London or New York, there are no more cars being shipped from these places, hence the supply will not be able to cope with the demand; (2) the total number of cars unsold in NeiA Zealand to-day is not sufficient for mord than, at the most, six* months’ demand, and it is obvious that cars will not/be sold at reduced prices with a certain shortage ahead; (3) again, should some of the car distributors have some stock that they cannot finance, the manufacturers would nbt allow these cars to be sold at cut rates, as by so doing that would jeopardise the whole of the business with all agents throughout New Zealand; (4) there will be no drop in factory prices for some time to come; both European and American factories are not working at their full capacity, and as the low cost of a car depends upon the output, it is qu’te obvious that with a lessened output the overhead charges per car will be greater. It must be apparent to motorists that it would be suicidal for mbtor-caf importers to sell their cars as alleged. French and Continental ear prices are rising as the franc appreciates iji value it will be fully 18 months before there is any marked reduction in the price of cars.— Christchurch Sun. ONE-ENGINED CYCLES. It is difficult to appreciate the need of fostering the demand that would appear to be arising for over-engined solo motor" cycles. From the purely trade point of view, as apart from that which is primarily technical, it may be considered by some good policy to “pander” to any demand as a means of increasing or if judged . solely upon a utilitarian basis there is little ,or no excuse for such models as the 8 h.p. “solo.” The use of such machines must necessarily entail a loss of economy, for it is manifestly impracticable to operate an engine of such large proportions advantageously on the cost basis, except where the work to be performed is of such a character as to necessitate a high power output with a reserve at disposal for temporarily exaggerated needs. A 1,000 c.e. engine used to propel a solo motor-cycle must except in very severe average conditions, be turning out but a small percentage of its power, and in such circumstances it is impossible to so govern the distribution of the fuel to the cylinder in such a way that economical use can be made of it. In other words, much of tfye powers developed is being thrown away, with consequent sacrifice of economy. The 8 h.p. solo motor-cycle appeals to the class of purchaser who wishes to have at his disposal, even though it be impossible to utilise it with safety, a phenomenal turn of speed; to feel that he can “leave” other machines, and foi the matter of that the majority of cars, with case, and for this many appear willing to adopt an exaggerated type with its extra cost, weight and superfluous engine power, although as the riders themselves must know, or will soon discover, the real speed capabilities of the ipachine can never be exercised away from the track. We hear sometimes of the argument that a big engine working always well within its powers is superior to a smaller one which has to be forced on numerous occasions, and this to some considerable extent is true. It applies best, however, to the case of sidecar machines for, as everyone must know, a relatively small engine suitably geared will give all that can reasonably be demanded in the way of speed under road conditions. Some particularly fast times in,competitions stand to the credit of 3 h.p. and 3% h.p. motor-cycles, both single and twin cylinder, and for ordinary road touring purposes nothing higher than 3 to 4 h.p. is needed even in the most hilly country and under heevy conditions generally. When one can reach a speed of from 50 to 60 miles per hour on a 3% h.p. and average nearly 30 miles per hour on a long run there seems little method in employing an engine capable of doing things that will not once in six months ever be asked of it, and the performance of which must in any case be fraught with grave danger to everyone concerned. From a sporting point of view the modern medium powered machine is capable of doing wonderful things. Look at R. Finlay’s 3hrs. s'Bmins. for 200 miles at Sale on a Dunlop shod 34 h.p. “Triumph,” at R. J. Pearce on a 3J h.p. “Sunbeam” putting up fastest time for both senior and junior classes in the New South Wales Tourist Trophy Race —decided at Easter time. Such performances demonstrate what the medium powered machine is capable of when handled by good riders. SPRING CYCLE FRAME.

One of the advantages of a properly designed spring frame on a motor-cycle is or should be that it saves wear of the near wheel tyre, and some phenomenally good performances are recorded from time to time in this direction. The writer has seen on many occasions “Railroad” Dunlops that have covered many thousands of miles, and the covers to all intents and purposes were as good as new. One of the finest demonstrations of how a spring frame minimises tyre wear was H. Parson’s remarkable 24-hours road record of 1144 miles on the Sale circuit Victoria. Averaging 50 miles an hour for the full day, and on many stretches touching 70 miles per hour; his tyres at the conclusion of the ride except for a slight flattening of the pattern of tread —wore in a wonderful condition—in fact after inspection, one would say that they had only covered a few hundred miles under normal riding conditions.

It is only natural that with a spring frame, the wheel being as in this case held in elastic fashion, reduction of friction as between the tread of the tyre and the road surface should result. The wheel rises and falls in conformity with the variations in the road and so saves much of the pressure or holding down action which otherwise it would have too withstand. A similar tyre used on a rigid framed, machine has a much harder

time owing to concussion. The absortion of-shocks means a considerable saving in tyre upkeep in addition to more comfort for the rider. A 500 MILES MOTOR-CAR RACE. There is talk in England of holding a 500 miles motor-car race on the Brooklands track. It is anticipated that such a sporting event would receive excellent support from English and foreign manufacturers. The only 500 miles car race held is the America event which is conducted annually at Indianopolis. This race is looked upon as the premier track contest of the world. A similar event at Brooklands would undoubtedly be welcomed by trade and motorists alike in England. REDUCTIONS IN PRICE. The policy adopted by many motor car and motor cycle manufacturers in different parts of the world of giving a guarantee that in the event of their reducing their prices in the immediate future a rebate equivalent to the reduction will be given to present purchasers appears to be growing. There is no doubt buyers are holding off in the anticipation of a reduction in prices. The position is not peculiar to the motor industries; it is common to every trade. The -falls in prices that have taken, place in other commodities encourage the hope that reductions will follow in the prices of all manufactured articles, and although a fall in wholesale and retail prices should be preceded by a fall in the cost of material and labor, experience shows that the strictly economic routine is frequently reversed. If supply overtakes and exceeds demand, the manufacturer is likely to sell his products at a reduction rather than see them accumulate in his warehouse. It. is this state of affairs that has lead to the reduction in the prices of many articles; they are not being made cheaper, but they are being forced on a market unwilling to pay present prices. A corresponding state of affairs may arise in the motor industry; but at the moment we see little likelihood of it, and we are inclined to think that until materials con. tracted for at the boom prices of last year are turned into finished goods, there will be no substantial reduction in prices. We would regard it as a bad thing for the trade if tne present high prices were to continue indefinitely. We must remember, however, that as far as the motor industry is concerned, the inflation of prices was a slow affair compared with the manner in which prices rose in other directions. Costs will come down in time, we have no doubt, but for the cheap motor car and motor cycle of the future we look to the production of a simplified machine rather than a reduction in the cost of production, though the latter, which is inevitable, will help towards a desirable end. The prices of motors have soared beyond the reach of their average purchasers, and the limited market to whom first cost was not a matter of consideration has been supplied.