CYCLING AND MOTORING.

Northern Advocate, 25 April 1921, Page 6

CYCLING AND MOTORING.

ENGINE DISPROPORTION

It is difficult to appreciate the need of fostering the demand that would appear to be arising for over-engmecl soio motor-cyoies. from tiie purely trade point of view as apart trom tnat which is primarily technical, k may be considered by some good policy to panaer to any demand as a iiu.-f.us vl iuci-easing or luuucnunig the sale of motor-cycles, but if judged solely upon a utilitarian bas.s there is little or no excuse for such models as 8 h.p. "solo". The use of such machines necessarily entails 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 h.ghpower output with a reserve at disposal for temporarily exaggerated needs. A 1000 c.c. engine used to propel a solo motor -cycle must, except in very severe average conditions, be turning out but a compara--1 tively small percentage of its power. 1 and in such circumstances it is impossible to so govern the distribution of the fuel to the cylinder that economical use can be made of it. In other words, much of the power developed is being thrown away, with consequent sacrifice of economy. The Bh.p. solo motor -cycle appeals to the class of purchaser who wishes to have- at h:s disposal even though it is impossible to utilise it with" safety, a phenomenal turn of speed; to feci that he can "leave" other machines, and for the matter of that the -majority of cars, with ease, and for th s many appear willing to adopt an exaggerated type with its extr-t ?Oht waight and superfluous engine power, although as the riders ihonselves i know, or will soon d.seovev, the real speed capabilities of the machine can never be exercised aw* - ./ from thetrack. We » ear so:n. :;iy > s of the argument that a b g engine working always well within its powers is superior to a smaller one which has to ' be forc£d on numerous occasions, and this to some considerable extent it true.- It applies best, however, to the case of side-car machines for, as everyone must know, a re'atively 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 3Jh.p. motorcycles, both single and twin clyinder, and for ordinary road touring purposes nothing higher than 3 to 4 h.p. is needed even in the most hilly country and under heavy, conditions generally. When one can reach a speed of from 50 to 60 m.h.p. on a 3£ h.p. and average nearly 30m.p.h. 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 56mins for 200 miles at Sale, at K. Allard winning the event on a at R. J. Pearce on a 3i h.p. putting up fastest time for both senior and junior, classes in the N. S. 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 FRAME ADVANTAGES I One of the advantages of a properly designed spring frame on a motor-cycle is or should be that it saves wear of the rear wheel tyre, and some'.phenomenally good performances are recorded from time to time in this direction. The writer has seen on many occasions machines that have covered many thousands of; miles and the covers to all intents, and purposes were as good as new. j One of the finest demonstrations of ; how a spring frame minimises tyre j wear was H. Parson's remarkable 24: hours road record of 1114?- milts on ; the Sale circuit, Victoria. Averag-.' ing 50 miles an hour for the lull day, ■ and on many stretches tosiejviv? 70 m.r>.h. his tyres at the con^us : on of . the ride, except for a .--I'g'ht flattening of the pattern of tie id, wrn? :n a ; v c.nderful condit'ori, :i fac 1 :. J'ftor inspection one wou.l say .hey had only covered a few hundred miles under normal riding condit ons. It; is only natural that with a spring frame, the wheel baing as in th's case held in elastic fashion, reduction of friction as between the tread of the tyre and the road surface should result. The wheel r'ses and falls in conformity with the variations of the road and is saved much of the pressure or holding down ac tion which, otherwise it would to withstand. A similar tyre used on & rigid framed machine has a much • harder time owing to concussion. The ! absorption of shocks means a considerable saving in tyre upkeep in 1 addition to more comfort for the rider.

CONCERNING PRICES

The policy adopted by many motor' car and motor cycle manufacturers in (i:lierent parts 01 tne world ot giv- 1 .ng a guarantee tnat in uie event of tneir reducing prices in tuc immediate future a rebate equivalc-no to the reduction will be given to present purchasers appears to be growing. There is no doubt buyera 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 strict application of economic laws may lead us to think that a fall in wholesale and retail prices should be preceded by a fall in the coat of material and labour, experience shows i 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 3 market unwilling to pay present pxices. A corresponding state of affairs may arise in the motor industry; but at the moment we see little likelihood for it, and we are inclined to think that until material? contracted 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 the 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 s ; mplified machine rather than a reduction in the cost or production, though the latter. - which is inevitable, will help towards a desirable end. The prices of motors have soared beyond the reach of the average would-be purchasers, and the limited market to wh'fch first cost was not a matter of consideration has been supplied.