MOTOR & CYCLE.

Taranaki Daily News, 28 May 1921, Page 10

MOTOR & CYCLE.

FUEL CONSUMPTION 'f ' East Saturday the Royal Automobile Club of England was to conduct What promised to be one of the biggest and most instructive fuel consumption tsets yet held in any part of the world. The object of the trial was to demonstrate the possibility ol obtaining greater fuel economy in the use of a car than is at present generally the case. This greater economy may be obtained by various methods, such as (a) a more economical adjustment of the carburettor with very slight depreciation of- the car’s performance, (b) greater skill in driving, and (c) the fitting of auxiliary devices, such as extra air valves etc. The contest was open to all motorists, irrespective of their belonging to any motor club or association. The trial was to be held on the same day in various centres throughout England, over circular routes of not less than 40 miles and not more than 60 miles; the quantity of petrol carried being two gallons. Every entrant had to nominate an observer, who acted in that capacity on another contestant’s car. The cars were to be divided into 3 classes up to 12 h.p.R.A.C. rating, exceeding 12 but not exceeding 20 h.p., and over 20 h.p. Full seating capacity of cars had to be occupied during the test. All descriptions of fuels were permitted but no mixture (such as two parts petrol and. one part kerosene) were allowed. Most complete arrangements were made by the club’s organisation to make the trial of value to the motoring world, and later on some interesting data shoulJf be available from this big test. Many valuable trophies were to be awarded to successful contestants, the first three cups in the petrol class being valued at 75, 50 and 20 guineas; whilst a certificate was to be issued by the R.A.C. to every competitor giving a record of. his car’s performance.

FUTURE OF BIG CAR. From time to time the future of the ■big car is made a “burning” question, and various and well-meaning people get themselves very hot in their efforts to prove that the big car is not a necessity. Public taste is the really decisive factor in this method, however, and if the public insists on buying big cars, it is pretty certain that they will get them. It is obvious, however, that under any conditions the market for the big cars is very limited, since these vehicles are essentially rich men’s ears. A country can only carry a limited number of rich men, and when they pay big prices for high-grade large cars they get vehicles that will render service for many years. The Americans went out to make largish cars in great numbers at moderate prices, but, of course, in-char-acter and equipment they were wholly different from what are generally termed big cars in England. If a man can afford to buy or run a Rolls-Royce or a Lanchester, he is not likely to be satisfied with a very cheap car which may offer almost the same seating capacity. But the point so often lost sight of in the question of big versus small cars is the body-work. In the vast majority of cars the big car is of the allenclosed type, giving maximum shelter and comfort. This is the matter which takes the money. As a case in point, w*e see a saloon body advertised for a Ford at a price very little more than for a complete touring Ford. Good coachwork is very expensive, and one must have good body-work for a high class big powered car. Mr. S. F. Edge —one of the leading lights in the English motoring world—is a great believer in the future of the light car, and with a view of attracting attention to the capabilities of this class of motor vehicle for real hard road work, he suggests holding a 1500 miles test on English roads, followed up with a 500 miles speed run on Brooklands track. He would limit the contest to absolute standard stock models with their extras, such as electric starting and lighting sets. He puts forward two chief reasons for the desirability of holding such a trial, both of them educational—one for the public and the other for the manufacturer—'for on both first cost, and running cost the small light car lias it in its power to bring into being motor car users who never can be made car users,’ while the average car weighs something like 5 cwt. for each passenger carried. Such a test as suggested would undoubtedly prove a severe one and would certainly tend to “improve the breed.”

A TEST OF DRIVING. The old saying regarding learning to walk before trying to run does not apply with regard to getting a driver’s license to drive a motor-car, says an Auckland writer. A man qualifying to become an engineer would think it absurd if asked to take a final examination befofe taking the elementary ones, but a person who has just learnt to drive a car is asked to go through the hardest possible test, namely, negotiating Queen Street during office hours, before a license is granted. The test is quite all right, that is, it is a test of good driving, but to ask a rank amateur to perform it is like letting a circus loose in the town. It is a source of danger to the pedestrian, who naturally thinks anyone driving a car is an experienced driver; and also a risk to anyone using the road. Not only that, but the amateur who manages to fluke through the test immediately on receipt >f his proficiency ticket, and the c0m-.0.-ting assurance which its possession gives him frequently haunts the busiest thoroughfare, and if fortunate in getting through the first month without a mishap, gets the major part of his experience, which should be learnt in the

country, within our city precincts. Ten years ago, when motoring was in its infancy, - nd the ciity correspondingly smaller, there was a minimum amount of danger, but the cars of to-day are much more powerful machines, requiring greater skill to handle, and our city is no longer like the suburbs, but getting more .ike London every day. In view of the above, if we are to keep pace with the times, we shall have to change our methods and think out a scheme whereby the amateur driver is reasonably proficient before being allowed to endanger life within our city area. What I would suggest is that the person just taught to drive should be granted a probationary license, after a test' in the country, or at least in the suburbs, granting permission to drive for a period of one month outside the city area. After that time applicants should be put through the usual test and granted a ticket for life. Such a course would obviate any disaster caused by incompetent drivers, and would be in keeping with the progress of eity iaetw-aar aonairuetton.

PRICES OF CARS. That the prices of motor-cars are not likely to be reduced for some time to come is the general opinion of motor importers, and is supported, by the following extracts Which have been taken I from a recent letter from one of America’s largest automobile factories to its local representatives:—“All manufacturers of automotive products, because of the financial conditions and business depressions, have curtailed production to the very lowest point, and some of them are not producing cars or spare parts at all'. In addition to this they have reduced very largely their commitments with the suppliers of raw materials, and have necessarily diminished their working forces. This action, on their part must necessarily be farreaching in its effect upon the quantity of cars which will be available for d-;-livery when business commences again; in fact, as we have previously advised you, we are predicting a shortage of cars for the next year. The reduction bf the factory forces by such a large extent makes it necessary for this labor to seek employment elsewhere and will, without doubt, make it very difficult arfd rather expensive for the factories to again bring their working force up to a point where it will reach its maximum efficiency which has been maintained in the past, and the factories will be forced to take a lot of green help. This will be a slow process, and an expensive one, and we believe this wity bring out the reason why we cannot bxpect a reduction in prices, or at least any general reduction except where certain manufacturers have been charging far more for their product than it was worth under the conditions which were ruling the motor-car market, say, six months ago. At least, we feel that what little has gone in increased production and the lower wages that are being paid to-day will be offset by the extra expense entailed in building up a new factory organisation.”

SPRING LUBRICATION. With the advent of winter months motorists who intend keeping their cars on the road, and who desire to avoid trouble are advised to make’a thorough inspection of their On no part of a car does comfort depend so much as on the springs, and yet none receive less attention. At least four cars out of ten show by their rough-riding or squeaky prgoress that lubrication has stopped short of the suspension system; yet only a little attention at infrequent intervals is all that is required. The procedure which should be followed is to jack up the chassis so as to take the weight of the car off the springs. The leaves of the latter can then be separated with ease by the insertion of a thin piece of metal, such as an old table knife or the tang of a file. Once separated, the leaves should be smeared with a not-too-liberal amount of grease. This operation once in three months suffices for a car doing ordinary duty. A better plan than periodical greasing is to fit the springs with gaiters, such as are marketed for the purpose. These, once charged with lubricant, will function as spring lubricators and protectors for an almost indefinite time.

THE FORD WORKS. The huge Ford organisation in America has evidently overcome its recent financial troubles, inasmuch as part of the plant 'was working in March, in which month it was anticipated that 70,000 cars would be made. Whilst this output is much below what the Ford plants can turn out monthly it is evident that the American automobile trade is picking up again. w CHEAPER MOTORING. It is interesting to note that the prices of Dunlop motor car tubes are lower now than in 1014. Few motoring necessities have yet got back to that level, but the trend of things generally is towards cheaper motoring. MOTOR CYCLE SPRING FRAMES.

Those with experience of motor cycle spring frames or some of them will know that weight distribution plays an even more important part therewith than is the case with the type of frame. Assuming the springs to be of the plate or laminated pattern there is a considerable difference in the stability of the machine when weight is added ‘behind the frame proper, and this is especially felt when driving in traffic and sharp deviations from the straight have frequently to be made. There is in circumstances a tendency for the motor cycle to develop a “tail,” which in this connection on being interpreted means a whippiness of the rear section of the machine, and a feeling, although perhaps a false one, that it is skidding when in reality it may not be doing so. An expert tested three separate motor-cycles each fitted with a spring frame planned on somewhat similar lines. On? of the machines especially. very insecure when ridden on greasy surfaces, and this was accentuated when a passenger took his seat on the carrier. Doubtless this was due in some measure to the lifting of weight from the front wheel or its comcomitant effect, and in any case great care had to be exercised to avoid a spill. Riding later over the same ground on a rigidframed machine but otherwise under exactly the same conditions, no difficulty of any kind was experienced, and this type undoubtedly scored on the ground of stability, engendering a feeling of security which was altogether absent in the other model.

On the other hand the spring frame was noticeably better, from the point of view of shock absorption, with a pillion rider behind, the extra weight serving to bring the springs more fully into play, keeping the wheel down and throwing more work upon the springs. On dry, straight roads the motor-cycle so equipped was immeasurably the superior of the rigid-framed one. and steering at high speeds by, literally speaking, -one finger with two riders mounted was n perfectly easy and safe task. There can bo no doubt that the efficiency of some motor cycles fitted with spring frames is in some directions dependent upon the distribution of its own and added weights upon the wheelbase Pillion carrying cannot be said to improve the steering qualities of any machine, but, generally speaking, in the hands of a thoroughly competent driver there is Ijttle or no risk even when an emergency arises and sudden turns have to be made. The difference, however, is, as intimated above, very marked when it comes to driving a machine of this class “two up” through crowded thoroughfares with perhaps' a slightlv greasy surface and one has io pick his way through a stream of other traffic with, to make it worse, a tram system operating on the route. In such circumstances the “solid” "frame was prefer»bl«.