Cycling and Motor Notes

Otago Witness, Issue 3115, 26 November 1913, Page 56

Cycling and Motor Notes

BY DEMOS.

Saturday’s hill-climbing competition at Signal Hill proved the most interesting and attractive afternoon's sport in the history of Otago motoring. The afternoon was delightful, a large crowd lined along the course, and the “ burr ” and “ purr ” (according to the effectiveness of the silencers) of the different machines produced a pleasing effect. The various competitions were got off smartly, reflecting every credit on the different officials. A season’s motoring ‘‘ sport ” under these officials will do much to popularise the pastime. They are keen and thorough. In the novice class Smith left no doubt in the minds of the spectators as to the winner. In class 2 Scott’s win was a surprise, Maddox being expected to capture this event. 1 he open class provided keen sport, and an excellent idea of what cun bo got out of a 3i h.p. machine. When M'Dougali went up on his Triumph it was generally thought that ho had placed another first to his credit; but the Thomas brothers, on h.p. King Dicks, both made faster time. W. Thomas securing first place. X*’. Thomas appeared to make very fast time on the second steep pinch. F. Thomas’s performance in the sidecar competition, with his h.p. King Dick, was easily the best -it the motor cycle events. it is a good performance for a 3j h.p. machine to take a side car up Signal Hill at all, but to average 30 miles per hour from standing start must be considered an exceptional performance. The sensation of the day, however, was provided in the motor car competition. The racing Vauxhall is the first machine of the real racing class that we have seen in Dunedin. The first impression it gives is almost more that of a locomotive than a motor car. The “dash” is, like a watchmaker’s window, a mass of dials, omotens, etc., the most interesting and useful being a revolution counter, which indicates the speed at which the engine is travelling. The impression as she took the hill was that she had not noticed it, and onlythought it was a bump. The Vauxhalrs performance was well worth seeing. Her time of 36sec gives an average speed of 43 miles per hour. The 20 h.p. Buick made second fastest time, and secured second place on formula. As this was a standard touring car, except that it was stripped of as much weight as possible, it was a very fine performance. The Buiok’a time of 51sec gives an average speed of 28 miles per hour. F. Shearer’s sporting Sunbeam performed well, and secured third place. Much interest was also taken in the “small” cars —the Standard, Morris-Ox-ford, and Singer,—which should really have been in a separate class. The MorrisOxford made fastest time (78sec), and occupied the proud position of fourth in the whole competition. The racing posture of one of the competitors prompted the thought that if Darwin had been present he would have had it all his own way. There would have been no room for argument. Some of the motor cycles used benzolene, and someone suggested that the Vauxhall was on dynamite. It is surprising that some of the competitors passed the “silencer rule ” without check. The rule should bo either eliminated or enforced. Messrs Cooke, Howlison, and 00. report the following sales for November: Five-seatcr Buicka to Messrs Taylor (St. Kilda), Schofield (St. Kilda), Alexander (St. Kilda), Matheson (Tomahawk), Wilson (Lauder), Harvey (Heriot), Fleming (St. Clair), Richards (Alexandra), and the Farmers’ Co-op. (Balclutha); special threescaters with colonial body to Drs F. S. Batchelor, F. C. Batchelor, and Mr W. Kirkland (Elm Grove); five-eeators to Messrs Tisdale (Dunedin), LeCren (Dunedin), and Brooks (Beaumont). An attempt is to be made at an early date by J. G. Ramsay, of Kadina, South Australia, to establish new figures for the all day motor cycle road record. Last season Ramsay rode 710 i miles in 24 hours, but us no notice was given to the South Australian Motor Cycle Club the ride was not officially checked, and oonsoquently was not recognised, although no doubt attached to its genuineness. Ramsay has made arrangements on this occasion for his ride to be checked by the S.A. Motor Cycle Club. The course selected is on Yorko’s Peninsula. The machine to be used is a 3£ h.p. water-cooled Lewis. The existing official Australasian 24 hours’ road record in 679 miles, established by P. J. O’Brien on the Western District road of Victoria last February. I should like to see the well-known Dunedin rider A. M’Dougali attempt a record on similar conditions. ——Tlie Wellington City Council has decided to enter the competition for omnibus traffic on its own account. The municipal body proposes to procure three motor buses to add to the tramway department. A private company has taken up the Kel-burnc-Karori traffic, and has now placed motors on that route. ——The fastest individual record in connection with the Dunlop 100 miles relay despatch test has been lowered by the crack Western Australian rider C J. Senior who rode his 10 miles out and homo relay in the fact time of 25min 17sce. Senior, by his fine ride, betters I. R. Munro’s (Vie.) record of 25niin 20sec by the narrow margin of throe seconds. The merit of Senior’s performance can be gauged from the fact that he averaged 2min 32ree for every mile of his out. and home journey. Pacing crack riders with motor cycles must be a very risky business. Three pacemakers to Paul Guinard, the leading pace follower in Europe and holder of the me hour world’s paced record of 63 miles ?,5B yards, have been killed in turn while at their work. Pegny was killed at Snandau, Wolff at Dresden, and Lawson at Cologne. Deuilly, another of Guignard’s pacers, fell and broke his leg. The rules and conditions governing the big Indianapolis motor track race, the richest motor event in the world, have been published in America. The race is to take

place on May 30 next. Several changes are being made in the conditions, although, as this year, it will be open to cars with piston displacement not exceeding 450 cubic inches, and a minimum weight of 16001 b. To further ensure the safety of drivers it is stipulated that all steering knuckles and tie rods must be new two days before the starting of the race, while aluminium steering wheels will not be permitted. Frame hangers and steering mechanism will have to bo passed by the Speedway engineer, while drivers must furnish a medical certificate from the Speedway surgen, certifying that they are physically tit to drive and free from any serious nervous manifestations. The prizes, as before, will total £IO,OOO, the first prize being £4OOO. J. Goux, the crack French driver, carried off th:e year's event Some remarkable petrol consumption figures are recorded from time to time, but it is doubtful if the result of a recent test bold by the Sutton Motor Cycle Club in England has ever been surpassed. The winner of this test rode a h.p. twin-cylin-der James motor cycle over a 34-milo course, and hie petrol consumption worked out at 334 miles to the gallon. The second man's figures, also on a similar make of machine, demonstrated that the winners mileage was no fluke, for his fuel consumption worked out at the rate of 320 miles to the gallon—both remarkable results I The recent wonderful record performances, established bv the Talbot, Sunbeam, and Vauxhall on Brooklands track, England, are, it would appear, to bo followed by sensational attacks at Brooklands shortly by two powerful foreign cars, one a 300 h.p. F.1.A.T., and the other a 200 h.p. Benz. The former is to bo steered by Duray, the famous French road racer, and the latter by L. (5. Hornstead. a popular English driver. Hornstead, who has just returned from the Benz works in Germany, says that, though he has so far only been able to obtain 1600 revolutions per minute from the engine, he hopes when iris suggestions with regard to cams, etc., have been carried out to got 1800 revolutions. At the former rate the road speed is 150 miles per hour. It is also intended that the Benz shall improve upon its own world’s record for the half mile, kilometre, and mile, from both a standing and a flying start, which wore accomplished with Victor Memory at the steering wheel in 1911. Major Taylor, the only negro who ever made a distinct mark in the sport of cycling, has come once more into the halo of publicity—not as a racer, but as inventor of spring tyres and spring wheels. Unlike many other champions, and those who have boon successful in si>ort. Taylor invested hie handsomo earnings in real estate. Ho evidently is unaware that scores of spring tyres and wheels have been invented with the idea of superseding compressed air as a shock-absorber, and all have failed. Of course, that does not necessarily mean that Taylor’s patents are useless. He is pinning his faith to a tyre he has constructed, and, looking into the future, believes he can see “millions” in it. One of the papers in the States is unkind enough to say that he .s looking through a powerful glass, and were he to turn the instrument round and gaze through the big end, ho would see tilings more truly, although he would lose sight of the millions. A squatter had owned a car for about two years, when he suddenly came to the conclusion that motor oars were dangerous. Ho bought a motor cycle as something of an easier nature and greater safety. His first ride out on tho bike was fraught with adventure, and when he glided gracefully into a tree by the wayside and smashed tho concern, he arrived at a second conclusion that a motor hike was an unsafe quantity, like the motor car. So he bought a new horse, saying, “After ?Jl, there was nothing eo safe as the good Id horse.” Perhaps his luck was out, or perhaps his conclusions wore out; anyway, something was out, for the first time he and the home went out trouble ensued. Tho horse got annoyed, and lashed out with his heels, and the squatter was laid out cn Mother Earth engaged in a close study r.* the astronominal effects of stars and comets and other sky attractions. When he came out of the hospital he sold the horse, and went back to motoring. He thinks ho won’t try aeroplaning, for tho motor ear has proved tho safest vehicle so far. BRAKING EFFICIENCY. HOW TO DESCEND HILLS. With the progress of the automobile design, more particularly in regard to detail, more attention has been paid to the scientific arrangement of the brakes of motor vehicles. Brake efficiency depends upon three considerations. First, the correct mechanical design; secondly, the proper material; and, thirdly, tho keeping in order of tho brake and its actuating mechanism. Brake design has 'undergone considerable changes since the earlier days. At the same time, the results obtained have not been remarkable, and in some respects the earlier practice may be considered more successful than the later. ’The modern practice is to install internal expanding brakes on tho rear wheel hubs. These brakes have several important advantages. They are protecred from dust and dirt, and give a neat and clean appearance to tho vehicle. The disadvantage of these brakes, however, is that they are not very accessible, and it is difficult to determine when they require readjusting. It is also hard to tell whether the band has been properly released. Many cars having internal expanding brakes are habitually run with tho brakes partially on, through lack of adjustment. When this happens, heat and wrar is set up, and tho braking surface will require an earlier renewal. In the cars of some years ago the brakes were often of tho external band type. W.hile appearing clumsy in some respects, these brakes have several advantages. They are easily accessible for adjustment, and the motorist can see exactly how much wear is inking place, and in what direction, and make the adjustment accordingly. Another advantage is that they do not heat up so quickly, and any warmth that is caused by prolonged use of the brake is more speedily dissipated into the atmosphere. Perhaps the use of metal to metal brakes has tended towards the adoption of tho internal expanding type, because for a given braking area the shoes need not be so large or heavy. Many manufacturers arc now fitting brake linings made of some heat-resisting combination of metal fibre on mineral, the most popular being asbestos and copper-woven material. This has many advantages. Being more or less elastic, it docs not go on with a jar, and is more flexible in application. It is but slightly affected by heat, cannot seize up, and never chatters. At the game time it exactly ao-

commodates itself to the surface with which it conies into contact, and thus gives a, better retarding effect. Every car should be fitted with brakes which will hold it on any hill, no matter how steep. At the same time, there are certain long and steep hills which should always be taken with the utmost caution, and upon which it is, as a rule, inadvisable to depend only upon the brakes. It docs not matter how powerful or how even the brakes may be in action; they are necessarily the last resource, and should not be used as the first. If the hill turns out to bo longer than was anticipated, the brakes may overheat, and they then become a source of great danger, because they grp so violently that it is almost impossible to prevent the wheels looking at every seizure, and the shook is so great that there is every probability of the brake failing. The right way to descend dangerous hills is to use the brakes as a standby and the engine as the main check. On steep and not long hills, whore only moderate chocking is required, it is only necessary to close the throttle or switch off the ignition, but on really dangerous hills it is much safer to eome down on one of the lower gears. The retarding effect of a reduced gear, when the throttle is closed and the ignition switched off. is due to the fact that the engine has to make a greater number of revolutions in covering a given distance, and. when the descent is made against the compression, the greater the number of revolutions the better the check. As a rule there is no need to come down on Ihe first speed; ihe second speed will usually he found low enough. Approaching the descent, the car should be slowed down and the desired change made. As soon as the ear commences the descent the throttle should be closed and the ignition cut out. It will then be found that the oar will run slowly down the hill, the brakes only being necessary to steady the volrcle at a bend or steep part, Slide brakes should .ho used •where possible, the pedal-brake being kept, in reserve. When nearing the bottom of the hill the driver should take out the clutch, put in the top gear, open the throttle, switch on the ignition, and irently let in the clutch. If the road be creasy, there is much less likelihood of slipping if the engine be used as a brake. The worst possible way of descending a dangerous hill is to take out the clutch and depend on the brakes alone.

OTAGO MOTOR CLUB. HILL-CLIM RTXG COM PKTITIOXS. The Otago Motor Club was favoured with idea! weather for the first, hill climb of the season, hold on Signal Hill on Saturday afternoon, and this, in conjunction with the promise of something sensational in the car class, brought together a large number of spectators. A punctual start was made with class 1. which was for novices, and good times were made. F. Drake made fastest time on his 5 horse-power Rudge, but had to take second place on formula to S. Cmith, riding a 2\ Douglas. This rider proved to bo the “ dark horse ” of the competition. In class 5 less than one second separated the first three competitors. The p,aco in this class was very fast, and the winner (W. Thomas, riding a King Dick'i was heartily congratulated on his victory. Glass 2, for light-weight machines, was then proceeded with, and A. Scott, on a 2J Now Hudson, secured first place. Probably the

smartest start of the day was made in this class by C. Maddox. 1 The cars were now brought to the starting line, and A. M’Dougall, whose 10 horse-power Singer was admired, made the first ascent. The grade was evidently too severe for this car, and, although it climbed well, the time was not fast enough to giv« M'Dougall a place. Messrs Cooke, Howli6on, and Co.’s liuick appeared next with five men aboard. The owners of this car had evidently taken some pains to find men whoso individual weight was in the vicinity of 20st, and mud) amusement was caused when these giants tucked themselves in and lowered their heads in true racing style. Dr M’Kellar’s 9 horse power Standard got nicely away, hut the driver was not at his ease on the first gradient, and slowed somewhat, but made a very creditable ascent. F. Shearer, on his Sunbeam, put up a good performance, his car making a splendid climb, and securing third place. A groat deal of interest was centred in the 20 horse-power I’rince Heny Vauxhall. Mr W. J. M'Culloch had this car sent down from Christchurch in charge of Mr Scott to compete in the climb, and those who were privileged to see it perform have something to remember. At the word “Go ” it bounded away, raced up the hill as though no gradient existed, and rounded I lie first bend with beautiful precision. The telephone announced the time as 36 seconds, ond the spectators gave the performance a cheer. Mr Scott subsequently gave am exhibition performance, lowering his previous time by half a second. The 25 horsepower Krit. driven by W. R. An derson, climbed well and made a steady ascent. A 20 horsepower Buick (model 24), entered by Messrs Cooke, Howlison, and Co., made a splendid climb, and did the second fastest time. The Morris Oxford, entered by the same firm, put up the best performance among the light cars, and secured fourth place. The side-car class was the last on the list, and this proved a very easy win for F. Thomas on his 3i King Dick. He received finite an ovation on returning with the fastest time to his credit. The whole of the events went off without any hesitation whatever. F. J. Lough getting ihe competitors smartly away. ’lhe time-keeping arrangements were excellent. For the electrical part of the work the thanks of the club are clue to .Sergeantmajor Colbert and Messrs N. and T. Sandes, of the Defence Forces. The watches were in charge of Messrs W. Munro and A. Fogo. The Awards Committee (A. E. Anscll and A. C. Paterson) worked hard to make the event a success, and their work was appreciated. The organising work was well thought out, and the club’s secretary (Mr J. W. Thomson; might well be congratulated on the successful issue of the whole fixture. The following are the results (the figure of merit being placed in parentheses); — Class I.—S. Smith, 44 l-ssec (242), I; A. Duncan, 49 2-seec (231), 2; F. Drake, 42 4-ssee (531), 3. Class 2.—A. Scott, 52acc (248 b 1; G. Maddox, 46 4-ssec (274), 2; A. Duncan, 50 3-sscc (296 b 3. Class 3. —V.. 1 homos, 3C 2-ssce. (£01). 1; 4. M'Dougall, 39 l-ssoc (221), 2; F. Thomas, 38 3-ssec (22), 3. Class 4.—F. Thomas, 43 2-ssec (236). 1; A. M'Dougall, 63 l-ssec (291), 2; J. Gray, 53 2-sseo (326), 3. Class 5. —W. J. M'Culloch, 36seo (164). 1; Cooke, Howlison and Co., 51 4-sseo (392), 2; F- Shearer, 53 l-ssec (403), 3. Handicap Results.—S. Smith 1, W. Thomas 2 F. Thomas 3.