Cycling and Motor Notes

Otago Witness, Issue 3149, 22 July 1914, Page 56

Cycling and Motor Notes

BY DEMON.

Messrs H. A. Orr, Duntroon, and Jas. Dovey, Bortons, have purchased Buick’s (Model 28), and Mr H. Dovey, Oamaru, a Model 24, with throe-sea ter body, built by Messrs Robin and Co. Mr J. G. Chalmers, Oamaru, has bought » a Swift cycle car. Messrs Cooke, Howli'son and Co., have just landed a Morris-Oxford Model da Luxe. This year’s improvements in this fine little ear include wider scat and wider track, longer wheel base, larger radiator and brakes, and a very effective clutch-stop. The Morris-Oxford Co. is leaving no stone unturned in making its product the “RollsRoyce” of small cars. —— Messrs Cooke, Howlison and Co. delivered last week to the order of Mr Ai.nge a three-seater Rover, 12 h.p., Colonial model, fitted avith extra large wheels and Rot-ax electric lighting outfit. r The New Zealand Motor-Union last week passed a resolution “that the Government bo asked to prohibit the use of the ‘cut-out,’ which allows the exhaust to escapo unsilenced in towns and cities.” The resolution had tho support of all motor-cycling clubs. To follow the hounds in a cycle car is rather a novel use for motor traction, but during a business visit to Patea last week Mr Pym, of Well ngton, followed the hounds of the Egmont-Wungaimi Hunt Club in a Swift cycle car, and the Patea Press says “ the little machine covered tho roughest of roads in fine style.” An idea of tho value the leading French cycle manufacturers place on winning tho big Tour do France, a 3340-mile road race in 15 stages around France, can be imagined from the fact that one firm offers a bonus of £2CC‘3 to the winner should he ride one of their machines. As the first prize is £IOOO cash, the event represents a small fortune to the successful rider. to road-racing control in Australia and New Zealand, brought forward bv South Australia at the recent conference of tho Federal Cycling Council, a letter from the Intsrclub Cycling Association was read claiming the council’s recognition of it as tho governing body of cycling in Victoria, and, after a most protracted discussion, ending at 3.15 next morning, the Federal CyclingCouncil decided to recognise tho Interclub Cycling Association (in place of the League of Victorian Wheelmen) as the supreme bedy in Victoria, the only dissentients being the Quensland delegate and, of course, the representative for Victoria. Following on that decision, the chairman abruptly closed tho meeting. The majority were compelled to adjourn and finish the sitting elsewhere. Snell, one of the Australian roadracers at present m Europe, declares that tho Belgians are tho best road-riders in the ‘world. “ I consider,” he states, “ that their best men are from 15 to 20 minutes faster than I am in a race over 200 miles. Kirkha m and Mnnro are the only Australians to compare with them.” Where real economy comes in with tho light ear is that it is light. That in itself means a great deal. Tyres of smaller dimensions are used; and not that only—they have a much greater mileage comparatively. And while wo are thankful that tyres are not now so expensive as formerly, none tho less they figure fairly heavily in tho bill. With the light car very many more miles can be run to tho gallon of petrol than with tho heavy vehicle. Other smaller economies can likewise effected in oil and cleaning materials, whilst taxes and insurance charges are less. Another advantage of tho light car is that it takes up so little room. Where no proper garage accommodation is provided attached to one’s

own dwelling, the little car can be safely housed in a medium-sized shed. The light car is extremely handy in traffic, and as an important point m time-saving, it can bo turned round m most ordinary roads without alternately reversing and working forwards, as is often the case with cars of longer wheel-base.

The contents of the Autocar Imperial Year Book have been revised throughout, and many new features added. Special attention has been given to electric-lighting systems and electric engine-starters, all the principal makes at present on the market being described and illustrated. These articles should prove of great use to motorists overseas, as both electric-lighting and electric engine-starters are being fitted to the great majority of modern cars, and many motorists who are otherwise “mechanically inclined” are at present ignorant of the working of such devices. The book opens with a critical review of modern motor-car design, both as regards the chassis, and the coachwood. This is followed by the Autocar Buyers’ Guide, which contains particulars of practica'ly all the cars at present on the British market, together with the prices—both chassis and complete car — ruling in Great Britain. A table of freight charges and import. duties comes next, and it enables, with the Buyers’ Guido, an intending purchaser to obtain a very close approximation of the cost of any car in any part of the world, whether it is bought through local agents or direct from England. Other articles of practical use to all motorists are those illustrating and describing the principal modern carburettors, engine lubrication systems, springing systems, and a table containing the gear ratios of practically all the cars on the Home market. It is recogirsed that nearly all motorists, whether at Homo or abroad, take an interest in the sporting side of the movement, so a number of pages are devoted to tables of Brookland’s and worlds’ records, also resumes offroad-racing in the Isle of Man for the tourist trophy, and on the Continent for the Grand Prix, Coupe de I’Auto. etc. In addition to the foregoing the 1914 Autocar Imperial Year Book con taiins a largo amount of matter of service for reference purposes, such as a list of Home and colonial clubs, condensed report 3 of R.A.C. certified trials of tyre and accessories, miscellaneous tables, etc. The purchaser of a new small car was pi fling and fuming over trying to start h:a car one morning recently. The salesman who had sold him the car came upon him, and found he hadn’t switched on. Sometimes it is thought, when an engine will no! start, that it is due to too weak mixture or insufficiency from an excess of petrol or too roh a mixture. Perhaps, when forget ting to switch on tho current, one has flooded the carburetter considerably, or poured petrol into cylinders through the compression taps Then, when switching on, after numerous turns, the engine may not start owing to mixture being too rich. D’ffi culty may then be experienced in weakening it. By switching off again, opening up compression taps, and cranking a little, you may clear out the cylinders, and when switching on the engine will start up. Sometimes it is necessary to wait until excess of petrol has drained out from carburetter. They say a man may bo known by tho car ho keeps, or, rather, how he keeps the car. For instance, I know two men who own tho same make of car each. One has had his for about 12 months, and yet to-day it stands looking almost as shiny and ' new as when he first bought it. The other has had his car just three months, and yet to-day it looks quite a wreck. The first man’s engine is well kept, and clean and dry; the wheels are in good nick, the paintwork as good 'as ever; nothing is missing from or broken about the car. All tho lamps are intact and in order, and tho hood is clean and smart-looking. The other man’s engine is all oily and dirty, the wheels have ■ suffered in collisions, the guards are crumpled, the tail lamp is smashed, the back of the body is cracked, the lock of the boot is gone, the hood is dirty, and the paint-work-well, you can’t see any paintwork! The fust man has nothing but good words for his car ; the other walks around and curses tho manufacturers and everybody else for giving him such a wreck. Comment is unnecessary. FRENCH GRAND PRIX MOTOR RACE. The greatest road race of tho world, the French Grand Prix, was decided on a course near Lyons last Saturday, and resulted in a phenomenal win for Germany, for three Mercedes cars filled the first three places. The winner was- Lautenschlagor, Wagner being second, and Selzer third. The course was a circuit 23i miles round, with plenty of hills and sharp corners, while the full distance was 486 miles _ (20 times round), covered by tho winner in the fast time of 7hr Imin 18 2-sscc, representing a speed of 59i miles per hour. An interesting feature was that since 1908 the Mercedes firm had not competed in the Grand Prix, although the German car won that race, with Lautenschlagor at the wheel. Tho course that year was near Dieppe. In last Saturday’s race 41 cars were entered, including all the fastest machines in tho world, and tho failure of the Peugeot and Delage cars to be placed will a sore blow to the French automobile industry. Those who know the course stated that it is a most trying one, particularly hard on tyres. The course was closed to racing oars for two months prior to the running of the event, so that the surface could be improved, anti thaT, at the instance of tho local authorities, no danger should threaten ordinary road users. Intending competitors were permitted to traverse tho eoui-se on tonring cars only; infringement of .that condition carried • disaualification. Winners of tho Grand Prix are as follow: t--1906. Szisz (Raunult), 63 m.p.h. 1907. —Nazarro (Fiat), 70J m.p.h. 1908. —Lautenschlager (Mercedes). 69 m.p.h. 1912. —-Boillot (Peugeot), 68 m.p.h. 1913. —Boillot (Peugeot!. 72 m.p.h. 1914. —Lautenschlager (Mercedes), C9J m.p.h. INDIANOPOLIS “ FIVE HUNDRED.” SUCCESS OF EUROPEAN CARS. Particulars are to hand of the International Indianapolis “500” Mile Race, deckled in America at the end of May. Tho event provided a magnificent struggle between 30 of the finest drivers and fastest cars in the world. Glorious weather favoured, the race, which drew a tremendous gate of 125.000 people, all of whom had to pay high prices to witness tho great struggle for over £IO,OOO worth of prizes. Out of that amount tho visiting contingent won over £BOOO. The winner was Rone Thomas. Before the event he said ho would average 83 miles per hour for the “500,” and he “made good,” by averaging close on 82£.

From the word “Go!” the pace was terrifio. The first of the favourites to drop out was the English representative T. Chassagne, who, through bursting a cover on one of the bankings, side-skidded, broke a wheel, and turned his car over. At 100 miles the little Peugeot led m Ihr 10ni-n 46sco, closely followed bv Guyot (Delage). Christiaens (Excelsior), Thomas (Deluge), with Goux. last year's winer, ninth, and the dual Grand Prix winner—George Boillot. who was favourite for the Indianapolis event —thirteenth, he having had considerable tyre trouble. At 200 miles, Ti 2hr 25min llsec, Duray still led from Thomas and Wishart, a crack American driver, with Goux handy and Boillot improving his position. At tlr’s early stage several of the American cars had dropped out of the contest. Half way, 250 miles, Thomas was in the van, with Boillot only a few seconds behind. At 280 miles Wishart led on an American car —a Mercer, —but the terrific burst, of speed proved too much for his machine, and ho retired later on with a broken crankshaft, leaving Boillot, the French champion, in the lead. Thomas had again worked to the front at 300 miles (3hr 28min 29500). A great struggle now ensued between the Peugeot and Delage cracks (Boillot and Thomas), but a 1 'list cover led to Boillqt’s undoing, for on. recovering from a bad side skid he damaged the frame of his car, and had to retire. From tin's out' Thomas gained, on the field, eventually winning with 6mm 19soo to spare ; n the record time of 6hr 3mm 45scc. Duray finished second in 6hr lOmin 24500. and Guyot third in 6hr 14min face. All tild. only 13 cars survived the terrific * speecT test. Grant, an English representative on a Sunbeam, finished seventh, •7inn : ng £350. The first American-built car to finish was a Stutz. driven by B. Oldfield. Tyres were the determining factor in the race, many of the contestants losing any chance they had through time lest in tyro charging. It is estimated that some £2BOO worth of tyros were ruined by the 30 contestants. Of the three placed men Guyot had the least trouble in this direction, he changing only two rovers, Thomas and Duray each chanVng fiv\ Last year’s winner, J. Goux, changed 11 tyres, and consequently did well to fin-'sh close up fourth. The winner lost only 4min 55seo through tyre ,and fuel replenishments, a record nearly equalled by Duray’s l.i.tle Peugeot, which lost sniin 27sec from the same cause. A significant fact as showing the reliability of the engines of the leading cars at the finish is that none of the first seven cars had their bonnets lifted durinig the race. The American cars as a whole made a very poor showing, getting only one place out of the first seven cars to finish. Mechanical troubles caused most of the American contestants; to drop out, whilst not a single ■ European contestant was eliminated by mechanical troubles. The first four drivers selected castor o : l as an engine lubricant, and all used large diameter tyres. The honours of the race were undoubtedly with the little Peugeot, which ran second. The capacity of its four-cylinder engine was 183 cubic inches (3.7 in boro xf. 14in stroke), as against (he winning car's 380.2 cubic inches (4.1 bore x 7.08 stroke), giving off 130 h.p. at 2000 revolutions, the little Peugeot engine gave off 92 h.p. at 2870 revolutions. It, is significant that all the loading oars at the finish wore fitted with overhead valves. Financially, the race was a gigantic success. THE MOTORCYCLE ENGINE. ONE OR MORE CYLINDERS—WHICH? The dual victory of the single-cylinder engine in the Tourist Trophy Motor Cycle Race, recently held on the Isle of Man, has raised the question as to whether it will stimulate interest in that typo of engine, which, it is said,- has boon steadily losing ground in popularity to the two or more cylindered engine; and .t is considered by big men in the trade that it will not have much effect in retarding the development of the twin-cylinder motor. Still, on the other hand, though the single cylinder may not bo so flexible or so sweet in running as the twin, its reliability should be greater, if only from the fewer number of parts employed: and it is tfiat characteristic of simplicity in construction that has made the single-cylinder engine the marvellous power unit it is to-day. Winners of both senior and junior divisions acknowledge that, to a great extent, their victory was duo to the use of variable gears with which each mount was fitted, and as the single cylinder has a more effective impulse, stroke for stroke of pistons, it seems merely a matter of having a sufficient number of gears. In the junior division the winner used a machine with four gears, while in the senior division the leading.machine had what is known as a “multi-gear.” In neither instance were the gears hubcontaincd. In fact, referring to this type of change-gear, Motor Cycling observes that those who read the reports of the races will be struck by the amount of trouble credited to hub-gears; but, ih admitting that much, it must be remembered that these gears are handled in a race as no sane road-rider would dream of using them. Still, as against that, they are undoubtedly not strong enough for the double work of brak ing and accelerating to which they were subjected on every corner, and so broke down, some partially, and some entirely. It was wh'spered that there was a tacit arrangement among motor cycle makers to allow the single-cylinder raaemnes to win this year, so that they could unload their stocks of one-cyb’nder engines. And yet it is stated to be the “most exciting race on record!” Next to troubles with hub gears in the Tourist Trophv races was the unsatisfactory results from bolts and nlugs; and it was rather surprising that belts ehould have been so faulty, seeing that both races' wore ridden in fine weather and on drv roads; but. like the hub-gears, they probably were unable to withstand the pulling and jerking in both directions from rapid braking and quick acceleration. Sparking-:dugs gave out from overheating; and from this showing it is thought the radiating fins will become popular on plugs—in speed contests, at least. A very great improvement in tyres, and methods of fitting and securing them was noticeable this year, which v-as shown to be necessary from the deplorable series of acc'dents which occurred in the nrevions contest. So keen "was the interest of manufacturer!! in the behaviour of the tyres that one firm sent over a dozen of its. experts to watch the results. . Many firms found out the weak points of their products. In one case valve-lifters were faulty; in another overhead valves broke nn; while a third found the cylinders to be wrongly constructed. Arid that is why such an event as the Tourist Trophy race is so valuable to tba trade and to the ultimate user