MOTORING AND CYCLING NOTES

Hawera Star, Volume L, 10 January 1931, Page 12

MOTORING AND CYCLING NOTES

WHO MADE FIRST CAR '?

SOME INTERESTING- FACTS

HONOUR TO- GERMAN INVENTOR

Throughout the motoring -world, credit is generally given to Gottlieb Daimler as being the "Father of the Automobile.” In authoritative publications Herr Daimler is invariably cited as the man responsible for the modern motor. Unquestionably' this German engineer did wonders towards developing the petrol internal combustion engine, and few have ever had a doubt about accepting the belief that Daimler did father the motor car. That there is now reason to doubt this acceptance is accounted for by' the fact that when Henry Ford, a short time back, was on a visit to .Munich (Germany), he unsuccessfully- endeavoured to acquire from the Munich museum a motor vehicle, built by Carl Benz in ISB4, and which, it is claimed, was the first automobile in the world.

This raises the interesting question: Who really did build the first, practical petrol driven automobile, Daimler or Benz? With a view of endeavouring to ans Aver this intriguing question, the Dunlop Co. have searched tlieir tiles of automobile journals, and the outcome establishes some interesting facts. Although steam-driven vehicles had from time to time made their appearance, even as far back as 1065 in China, and subsequently great efforts were made to popularise them in England and on the Continent from 1820 to 1840, they made little headway. It Avas not until the "eighties'’ that the possibilities of the gas engine Were realised, and then chiefly through the efforts and brains of Dr. Otto, of Germany. As far back as 1870 he ay as at Avork on liis sta. tionary gas engine, operated by coalgas, an engine AA'hich Avas later to make his name Avorld-famed. In 1834 there Avas born at. Wurtemberg (Germany), Gottlieb Daimler. As a youth ho Avorked at A r arious German engineering Avorks. Subsequently he Avent to England and joined up with the great Whitworth engineering firm, in whose employ lie greatly improved both his theoretical and practical knowledge. He Avas essentially a student. Later he returned to Germany and colwith Dr Otto in perfecting his gas engine. Success was attained in 1872, but it avus not until 10 years later that their company—the Gas Motorcn Fabrik—Avas a financial success. Prior to this the Crossley Bros. ,of Manchester, had made arrangements for making the Otto engine in England ,and the Crossley later aa-oii a -world-wide reputation. But Daimler had further ideas for, realising that the gas engine was tied to a stationary gas-making plant, he started out to perfect an internal combustion engine which Avould operate on gas from petroleum oil. In 1882 he retired from the Otto interests and, associated with Wilhelm Mayback, dc-A-oted himself entirely to inventing and perfecting a petrol engine suitable for propelling a road vehicle. After persistent endeavour he OA'oh r ed the Daimler engine, which, in its improved form, later laid the foundation of one of the world’s greatest industries. In .ISSS he patented his earliest engine, Avhich worked on the Otto principle; the patent also coA'cred its application to a bicycle. Previously compressed air and steam had been tried in small motors adapted to bicycles, but with little success.

It was in November, ISS6, that he made his first trial Avith his motor-pro-pelled bicycle, but the drawbacks were so apparent that he turned his efforts to the application of his motor to a carriage. On March 4, 18.87, he made the first trials Avith his petrol-driven fourAvheelpd motor vehicle. Little progress was made commercially until in 1880, when Daimler succeeded in enlisting the interest of the big French engineering firm, Panhard and Laeassor, and it Avas not long before the Daimler became world famed. Herr Daimler did not live to see his great in\ r ention revolutionise road transportation throughout the civilised Avorld, for he died in March. 1000. Simultaneously Avith Daimler’s early efforts, another German engineer in Carl Benz—whom Daimler had then not met — Avas independently Avorking on a petrol engine. For some years prior to ISS3 Benz had been at Avork perfecting tin engine Avitli a a'icav to its use in it mad vehicle. He built his engine into ft large-sized, wire-spoked Avheeled tricycle. and had it running on the streetsJ of Mannheim in 1885. I

It is- stated that tins vehicle, was actually built in 18S4, but. was not porfccted until two years later, when a patent was granted Benz on January 29, 188(5; the machine being described j u ' the speeications as the first spirit motor car in the world. The engine had a horizontal flywheel, was water-cooled, an j the ignition was electric by means 0 f OBunsen cells. It developed about j-horsepower, which was transmitted by bolt to a counter-shaft and then by c ], a ins to the driving wheel, w T ith a smaller steering wheel in front. A steern(r j ovcr a t the top of an upright eo j\n nn , actuated a toothed shaft, and p roV i ( ] (H l the means of steering the vc j 1 j c ] c _ r pi lo car carried tw-o persons an< j CO ukl travel up to 9 miles an hour

In 18SS —the same year as the advent of the Dunlop pneumatic tyre which has been inseparably linked up with the evolution of motoring—Carl Benz was awarded a gold medal at the Munich exhibition for liis motor vehicle, which excited very favourably comment in Germany.

Like Daimler, a bitter struggle was ahead of Carl Benz, before ho won success, but in a few y'cars 'he fame of the Benz car spread throughout the world. Even in 1900 there was a car of this make running on Australian roads. In 1924 the Benz Company merged with the powerful Mercedes Company (Germany) and in 192(5 with the German Daimler Co., which was originally' founded by Dailmer’s efforts.

Both these clever engineers have been nailed as the "Father of the Automooilc”; m addition, Herr Benz is credited with the invention or the differential gear which is to-day an integral part of the world’s 30,UU0,000 automobiles. Born m .1544, Carl Benz lived to see the amazing development of the automobile industry, and lie died in Germany Ta April, 1929. The facts here cited appear to favour Herr Benz as the first to place a petrol driven automobile on the road—he having driven his machine in Mannheim in 18S5, while Daimler’s first, road trials, witti a carriage fitted with his engine, was not until March, ISS7, although he had driven a motor propelled bicycle on the road in November, 1S8(5. “Gottlieb Daimler ’s earliest efforts appear to have been concentrated more on applying the "Otto” principle to the petrol engine, and it was alter that he gave liis attention to its application to a road vehicle. In the meantime Benz apparently more concerned from the transportation end, had pushed on with his motor vehicle, thus anti-dating Daimler’s first automobile. There can, however, be little doubt that the efforts of Daimler in developing the petrol engine, founded and paved the way for the efficient modern automobile engine. One thing is certain, the whole automobile engine. One thing is certain, the whole automobile world* is deeply indebted to these two German inventors, who did so much towards advancing one of the greatest civilising agencies of the century.

"WIZARD” SMITH’S TASK.

Never has a man faced a big task with more confidence than JNi orman Smith, who next March intends making an attempt on a New Zealand beach to better the late Sir Henry Segrave’s record of 231.36 m.p.h. Not only' is he confident of bettering the existing figures, but also of adding at least 40 miles per hour of the world’s fastest land speed.

The reasons for Norman Smith’s confidence is that he Avill lia\’e one of the finest and most efficient engines that Great Britain has produced—giving off over one horse-power to every pound Aveight of metal. Although the "Hush Hush’’ Napier engine, of which no details are permitted by the British Government, develops tAvice the poAver of the engine in Segrave’s "Golden Arrow,’’ it. bulks considerably smaller-, enabling a loAver set machine to be constructed. It Avill be the most efficient engine CA*er fitted in a chassis and its tremendous power is made possible by perfect balancing, high rewotutions, and supercharging. Another important fact that makes Smith so confident is the Avondcrtui beach at Kaitaia, upon which he Avill make his attempt.. At the Daytona Beach (U.S.A.) upon Avhich Begin ve, Campbell and lveech all established records of 200 m.p.h., there is only a nine miles stretch of suitable hard sand available; the timed course being the central mile. Experts claim that its maximum speed carrying capacity has nearly been reached. On the Noav Zealand beacli there is a 30 miles stretch of perfect sand, so hard after the tide has receded that a heavy pneumatic tyred A'chicle leaves no indentation—onfy a slight feathering of the top grains of the hard sand, showing Avliere the suction of the tyres have turned oA'er the top film of sand. .Smooth as glass, there is practically no vibration or dithering of wheels. When Segrave recorded his last great drive at Daytona, the "Golden Arrow,” through striking a small rut on the beach, leapt 47 feet before touching the sand again. After Norman Smith’s run at IGO m.p.h. for one mile and 148 m.p.h. for 10 ,miles on the Ncav eZaland beach in January, 1080, he examined the track of his car ou the sand and in no instance Avas there evidence oi the wheels ever having lost contact with the hard sand; furthermore, his car, even at 160 m.p.h. called for no special effort in steering, in fact, the machine almost steered itself. Summed up, the reasons for Norman Smith’s great confidence is that he has the best engine CA-er used by any contender for tlie Avorld’s speed Blue liiband, Avhifst he is .satisfied that the Kaitaia Beacli is many miles faster and considerably safer than the Daytona Beach, upon A\-hieh so many classic world’s records haA*e been established.

Tlie Napier power unit arrived in Sydney recently, and every effort is being imidi l at the engineering works of Harkness and Hillier to have tne ear finished in ample time for the great eAcnr, in March next.

FNG INE REVOLUTIONS,

One of thi' most important doA reifiprnents in automobile engine design of recent years has been the stepping up of the revolutions per minute. Less than 20 years ago, the 4-cylinder power limits, even in racing ears, ran at about 2;>00 r.p.m.; to-day racing engine speeds lot 5000 to 6000 r.p.m. are not uncommon, whilst even passenger cars noAvai«lays often touch between 3000 and 4000 i revolutions'. The object of this increase in engine speed is to obtain more power AA’ith the same cylinder displacement. This increased speed is gained by getter balancing of reciprocating parts, larger valves, different cam sotting, and lighter pistons. The latter arc now usually made of aluminium alloys instead of the heavier cast iron type, an additional advantage being that the alloy piston conducts heat away from the piston head quicker than the heavier metal.

That automobile engineers have been able to design and produce power units of extreme lightness and high efficiency that, will stand up to sustained work lor long periods without engine fatigue is one of the wonders of the automobile ago. STARTING THE ENGINE RIGHT AND WRONG WAY. There is a right and a wrong way of carrying out oven so simple an operation as starting the engine. The best method is to pull out the choice before depressing the starter button, but not to switch on the ignition until the engine has been turned over a few times. This assures the hottest possible spark, with a battery system, when gas is present for it to ignite, while with a magneto it enables more advance to be used without risk of backfire, which also improves the spark. The heaviest consumption of current occurs when the engine is being acelerated from rest by the motor, so that it is less wasteful to keep the motor in operation steadily than to give it several short runs if the engine ife slow to fire. Should the engine choke after being started, allow ample time for the flywheel to cease oscillating before again using the started, or the ring gear may be damaged. Correct adjustment of all parts of the ignition system is the first essential for easy starting. The induction system must be free from small air leaks, such as might he caused by a worn throttle spindle or faulty gaskets, and carburettor adjustment must be correct. Some carburettors, such as the Zenith, require the throttle almost closed, while with others considerable opening may be needed. In any case the engine should not be allowed to race, but should be idled at moderate speed to allow the oil to circulate, and the choke should be opened as soon as possible.