MOTORS & MOTORING

Dominion, Volume 15, Issue 159, 31 March 1922, Page 9

MOTORS & MOTORING

(By

“Clutch.”)

Thrills at New Plymouth. > Those who attended the New Plymouth Motor-cycle Club’s speed contests at the racecourse last Saturday afternoon received their money’s worth, of excitement, which is the essence of this form of sport. The decision of the New Zealand middle-weight championship (for maohnes up to 3jh.p.) over a ten-mile course, provided the principal interest. Five riders lined up to contest the championship, they being: L. Mangham (31 HarleyDavidson), F. Sykes (31 Royal Buby), 8. C. Stratton (31 Indian),. P. Coleman (31 Indian), and H. H. Moeller (31 Douglas). This proved a race worthy of a cham r .onship (says the “News”). When the field was dispatched Coleman was quickest to move, and at the end of the first lap wap. p’.st in front of Sykes, with Mangham and Moeller together a little distance back, and Stratton, who was slow to move, last. In the third lap Mangham and Coleman were together, and rode neck and neck for seven laps, with Sykes lying handy. Coming up the straight Sykes was rapidly overhauling the leaders when his forks broke, and the machine collapsed, hurling the rider in the air. He rolled over several times, but to the amazement of all, escaped unhurt. Passing the post in l the eighth lap Mangham gained a slight advantage, but Coleman was still pressing him very close, when turning for home in the ninth lap his handles twisted, and he had to steady down. Mangham, going on, won by over 200 yards, with Stratton some distance further back third, and Moeller fourth. Coleman injured his shoulder through colliding with the fence in the final round. Time, lOmin. 47seo. In referring to the handicap events, the “Herald” says that S. Whitehead, who did not ride in the middleweight championship, keeping to his 7-h.pi machine throughout the day, was the outstanding performer. He lode fearlessly and with excellent judgment. His win in the Fitzroy Handicap,- for high-powered machines, was thoroughly deserved, and he gave another splendid performance in the big race (15 miles), though he did not win. His time of 14min. 38seo. was an excellent one, in view of the sotF condidition of 'the track. L. Mangham pinned his faith to his 3J-h.p. machine throughout the day, and Coleman rode his heavy-weight in only one event (Fitzroy Handicap). Coleman secured a first and two thirds, and L. Mangham was not placed except in the championship. No rider was placed first more than once. Sykes, who came to grief in the championship, secured a second and a third in the handicaps.

Registration Numbers. "This case was brought as a warning,” said Sergeant McLean at the Napier Police Court, when a motorist appeared to answer a charge of using a car with a registration mark which was indistinguishable' (reports the “Daily Telegraph”). Sergeant McLean said the number was painted on ' the back, but was obscured by dust. Defendant said he was unaware that the number had to be painted on m plate, and there were many otHsF car? in the same position as his. The Magistrate said the point was that the numoer must be easily distinguishable. As the case was brought as a warning, defendant would be convicted and ordered to pay costs totalling 7s. Fuel Production in Australia. The Royal Automobile Club of Victoria," in conjunction with the Chamber of Automotive Industries, is planning a public demonstration of motoring on home-produced fuels, or fuels other than petroleum spirits, for automobiles. The club recently made the following announcement on the subject:—“Early in 1922 benzol will be available from the Broken Hill Co. and the production of alcohol fuel will be kept up to the demands, the maximum visible supply being about 5,000,000 gallons. We are informed that production of motor fuel from shale will te considerably increased during 1922 in New South Wales. In Victoria the works are nearing completion to treat oil won by crude retorting of Tasmanian shale. The Hall process is being used. The shale is being retorted in Tasmania, but refining is being completed Jn Melbourne. Varying estimates have been made as regards output, but the statement that 1.500,000 gallons is expected during 1922 appears to be a fair one. We have in sight,' therefore, in 1922, 1,100,000 gallons of benzol, 2.000,000 gallons of spirit from shale (an estimate including shale treated in New South Wales and Tasmania), and up to 5,000,000 gallons pf power alcohol, making a total of 8,600.000 gallons. Given encouragement, Australia, by the end of 1922 should be supplying at least 80-40 per cent, of fuel required 'for automobiles and motor cycles. A \Novel Box Spanner. It is remarkable’how improvements continue to be made on engine accessories which have been familiar since engineering was born. The box span--ner, for example, is one of those sim- • pie tools which one is inclined to take for granted, but even it can bo made better for many purposes by the exorcise of a little ingenuity. A British firm has brought in a new type Which can bo used conveniently in a firpat variety of awkward positions. The box head is connected with the Shank by a universal joint, which allows the • shank to bo tilted so, a® to clear projections which might interfere with the use of the spanner. To Keep Down Tire Expenses. Every car is friction driven. When it is remembered that the combined weight of a car and its occupants on a, gradient of, say, 1 in 4, is lifted through the agency of friction between a few square inches of eoit rubber * and the surface of the road, it is surprising that tiro expenses do not amount to more than from 15 per cent, to 25 per cent, of the total running costs. The average driver of a car appears to forget the terrific strain that the tires have to withstand in transmitting power and absorbing road transmitting power and absorbing road inequalities, ana in many ways the cost of tire upkeep is considerably increased by thoughtless driving. Nevertheless, it lies within the power of every motorist to reduce such costs to a minimumThe principal factors determining tire life are: (1) Wear; (2) flexion;- (3) cuts and damage. The inevitable progress of wear may be retarded by keeping the tire pumped to the correct pressure corresponding to the load carried, as recommended . by the' makers. A pressure gauge should always be carried; there is no other reliable method of ascertaining tho pressure in a tire. It cannot be guessed. Endue flexion is the result of insufficient inflation, pressure, or road shocks, and it cause® internal, wear, resulting in the eventual breaking, up of the tire casing. Even if the tires are kept at the correct pressure, ex--cessive flexion will occur when the car is driven fast over bumpy roads. If, therefore, fast running on bad roads is necessary, then either a smaller load per wheel or a higher inflation pressure than that recommended by the makers will be necessary if the life of the tire is< to be prolonged. Thu following are the most common causes «f high tire expenses:—(l) Fierce Braking or clutching; (2) fast driving «n bad roads; (3) backing on. to & ,

kerb, thus nipping the tires (4) rubbing the kerb edge when pulling up to the pavement; (5) allowing the car to stand too long in one position on the tires; (6) allowing rims to get rusty; (7) insufficient inflation; (8) allowing oil or grease to remain on the rubber; (9) allowing water or grit to get to the canvas via cuts in the rubber; (10) misalignment of wheels. It should be borne in mind that damage done to a tire is ndt always apparent at the time. Attention to these matters by motorists will make a material difference in tire upkeep. A Handy “Electric.” The appearance in New York recently of a email electric automobile suggests a new chapter in transportation. This latest thing in the world has been developed toyneet a domgnd for a handy automobile which can be maintained at low cost. The car, known as' the automatic electric, has a capacity for two passengers and a cruising radius of from 50 to 60 miles on one charge of electricity nt a speed of from 15 to ‘lB miles a.n hour. As may be seen, it is not flbig car’s competitor. It may be housed in a space 4ft. by Bft. Treatment for Old Springs. It is wise to replace -a softened coil spring by a new one, but this is not always possible, and in :-r> emergency an old spring can be treated in the following manner. Open out each of the coils with screw-driver blade so that the soring is exnanded to the proper length or a triffe longer than when new; then fasten » piece of iron wire to it and heat the spring to a cherry-red in a Bunsen burner; it must not be made hotter. Then plunge it vertically into a vessel containing ordinary lubricating oil. When cool, withdraw it,, wipe it dry, and the spring is ready for use. Call for Cheap Fuel. >

Writing in the “Autocatr” (England) a contributor says: “We should place no obstacles in the way of. a cheap motor fuel; its production should be encouraged in every . way.. How long, for instance, will it be before we are allowed to use power alcohol for four internal combustion engines? Commission after commission has sat on the question; all reports have been satisfactory, while in other countries power alcohol as a motor fuel is an accomplished fact. Here only immortal “Dilly and Dally” prevent us even from moving in the matter. Some of the Dominions are carrying on with it where petrol is unobtainable; Germany knows its (value; in ’the East Indies and in India its use is too common to excite comment; while the cultivation of crops necessary for its - production and preparation would, as one of its effects, give new life to agriculture. Power alcohol can be made to do everything that at present we have to rely on expensive motor spirit controlled by monopolists to do for us.”

Lighting-up time: To-day, 5.47 p.m. Next Friday, 5.35 p.m.