Cycling And Motor Notes

Otago Witness, Issue 3168, 2 December 1914, Page 54

Cycling And Motor Notes

BY DEMON.

Tho side-car, so frequently seen attached to the motor cycle, has in England, though in a lighter, modified form, become popular with ordinary cyclists; it is no uncommon sight to sec a wheelman pedalling along with the tiny side-car containing a juvenile passenger. But the good roads of Britain enable this to bo done with comparative ease, for, with a three-speed gear, the exertion would be reduced materially. Tho average weights of the carriers, so far fitted, range between 131 b and 201 b, while cost of the outfit is relatively small. Multiple-disc clutches need occasional attention. _ With regard to the type running in oil, it will usually bo found difficult when starting from cold in the morning to engage a gear unless tho clutch is held out an abnormally long time. A quick way is to press out the clutch and at the same time race the emrine once or twice quickly. This will generally throw off the con<T'\-dod nil and permit the clutch shaft to stop. On some cars is the pattern which runs dry (with no lubricant), with steel and bronze alternate plates. Occasionally the plates refuse to separate, and tho clutch will not stop spinning when tho pedal is pressed out. The remedy is to Drop tho clutch out of action, squirt paraffin between tho plates, run tho engine to throw off surplus paraffin (with clutch still disengaged) , then wash out with petrol—paraffin having a tendency to rust steel. As soon as the clutch becomes “dirty” it will refuse to stop; hence the noise when engaging tho gears. ; At least once a year, or every 5000 miles, the engine lubrication system should ho cleaned out, and this is best done when the cylinders are taken off for the removal of carbon deposit. With the cylinders off, the crank chamber can be well washed out with paraffin. Many drivers omit this annual cleaning; _ but if they could see the amount of solid matter contained in the old oil they would bo surprised. Not only is this largely composed of bearing metal and dust, but also of carbon deposit which forms on tho underside of the pistons, peels off in flakes, and falls into the crank chamber. This solid material is not onlv detrimental to tho bearings, but i 6 liable to ehoko un an oilway. especially in engines having drilled crank-shafts. On a recent, long run (says a writer in the Autocar) I was puzzled by my inability to change up quietly after doing abeut 100 miles. Examination of the clutch (with engine running) revealed the faet that the clutch, which usually spun a good time before coming to rest, refused to spin when out. The cause proved to bo want of lubrication of tho clutch fork mechanism, which consisted of two plain pieces of brass rocking at the base of the clutch fork and pressing against the collar on the clutchshaft. Some stiff grease on the clutchcollar cured tho trouble. ' Says “A Motoring Cyclist” in the Autocar; —“Owners of ocoasionally-uscd cars have undoubtedly met "with the same trouble as I have, and have found, on being unable to start up tho engine on the magneto after a rest in damp weather, the rocking contact lover sticking through tho fibre on its pivot swelling. It is rather a tiokl'sh job to remove the rocking lever f rom its pivot when it is struck—-at least I found it so,—so I experimented by heating tho whole contact-breaker, and found that when it was heated until it could hardly be borne in tho hand the rocking lever was staffer to move than ever; but on cooling down subsequently it was quite easy to move, and the contacts snapped together as they ought to do.' Evidently the heating expanded the metal pivot inside the fibre bush, and so compressed it. When tho contact-breaker cooled down the metal of the pivot contracted, with tho result that it was an easy fit in the fibre bush. The trouble, however, occurred again after a prolonged rest, and was cured in the same easy way; but this time I took the precaution to apply a verv little grease to the parts of the fibre with tho idea of excluding moisture, and tho trouble has not occurred again.” TRANSPORT BY ROAD. SOLVED BY THE MOTOR VEHICLE Transport by road, not merely for pleasure purposes, by the people, or in the conveyance of passengers in tho more con gosted areas, but also in the carriage of merchandise and crops over long and°short distances, is being effected by the motor vehicle in its several forms, with very gratifying results wherever the condition of road permits the use of the machine. In the near future the districts that have reasonably good highways are going to largely benefit from thig method of transport; in other words, the localities now building good roads aro_ securing for themselves an asset of the highest value; and tho more this asset is_ used the greater will Ido the benefit accuring, and without any deterioration necessarily following. Ma ny recognise the combined advantages I of a good road and the motor vehicle. In that portion of New Guinea ’list recovered from the Gormans the question of building a line of communication was considered, a railway being at first discussed, but it was shown that a modern highway suitable for motors would cost but one-fifth the expense of a railway, and it sterns probable that a good road will be built. It is tho practice of the French to construct roads before railways—in Algeria, for instance, —and while they are eminently suitable for tlm automobile, they are also available for all other classes of road vehicles. A railway is built for the locomotive and its train, anfl for no other kind of vehicle. The United States authorities are recognising the value of improved roadways, and the coming of the motor has greatly stimu lated action in that direction. In addition to purely local (Slate) roads .a transcontinental highway—the Lincoln National Memorial—is being constructed; and, where 10 years ago the expenditure on roads throughout the Republic was £16.000 000. the sum to bo spent this year will be £41,000 000 —an increase of over 250 per cent. Notwithstanding the huge amounts expended, only 10 per cent, of the roads In the Union have been improved, their aggregate distance being 2,226,842 miles,

■while those already bettered total 223,774miles. 'lhe United States Department of Agriculture, which supervises highway construction through its Roads Inquiry Bureau, considers good roads a profitable investment, which, with motor traction, are showing better results every year, because tho farmers find the market always readily accessible to them, and can dispose of their crops when the prices aro good. In tho matter of road transport by motor, the results at the scat of war leave no room for doubt of its great value and adaptability. A FEW HINTS. •lust as in winter there are certain precautions that must be taken to ensure satisfactory running of the car, so are there a few points that need attention in tho hot summer months if a similar result be desired. Among the details to which notice may bo drawn are those relating to the carburettor, tho lubrication, the water circulation, and tho tyros, which aro all affected by an increase in the temperature. In the first place, as regards tho carburettor, as the higher temperature of the atmosphere is more favourable to the ready vaporisation of petrol, it may be found advisable to make some adjustments cither m the way of reducing tho jet or increasing the air supply. A few experiments will enable the motorist to see whether any improvement, either in power development or in petrol consumption, '’an in this way be brought about. In the case of lubrication, it is obvious that tho oil will show a tendency to bo_ more fluid in summer than in winter, and >n this connection it may be pointed out that some car manufacturers go so far as to recommend the use of a different ormde of oil in the summer from that employed in tho winter. If -the handbook usually issued nowadays with all cars docs not contain any reference to the matter, a post-card to the makers will generally bring a recommendation. With regard to the water-cooling, it will probably be found that the water has a tendency to boll more ciu’ckly than in the winter. If there be signs of this trouble, the motorist- will do well to keep an_ eye on the radiator fan to _ see that it is performing its purpose satisfactorily. He must keep a sharp eyo to see that the radiator does not run short of water. "W'tfi regard to tvres, the pressures recommended by the tyre-makers in their handbooks should not be exceeded; otherwise one rnay have the unpleasant experience of burst tyres owing to the expansion of the air and the undue pressure arising from the heat. MOTOR CARS IN WAR. Reference has been made frequently in the war cable messages to the good work being done by motor cars. Interesting details of the uses to which automobiles have been put are contained in a letter to tho Autocar from N. Follow, of Antwerp, the leading designer of the Minerva car. He states: —“'From tho motorist’s point of view, undoubtedly the most striking thing in connection with the war is the great, use that has been made of the ordinary fiveseated touring car and limousine. Here in Belgium at tho commence of the war cars were requisitioned wholesale throughout tho country. These cars have been employed chiefly in the capacity of light vans or lorries for military transport of all kinds. Tho supply of delivery vans proper was far too small for the necessities of the moment. There was no time to alter these private touring cars in any way, so they were used just as they were for carrying ammunition, fodder, food, or any other military requisite. This was at the beginning. Now there has been time to improve things, tho bodies of the requisitioned cars of 18 h.p. upwards have been exchanged for a light typo of open lorry These bodies are really shallow boxes, in which almost anything can be conveniently carried, or in which a number of men can bo taken on occasion, if not with comfort, at least with expedition. “ German motor oars, either under the aegis of tho Red Cross, or with the occupants dressed in Belgian uniform, have been invaluable to the Germans; indeed, a German car, with its occupants in Belgian uniforms, actually penetrated into Antwerp itself, and, what is more, got away again, doubtless with much useful information. Unquestionably, some of tho most daring acts of the Germans have been in connection with motor fir raids and reoonif'ssanc.s I was as Yervios, south of Liege, and almost on the frontier, with by o-.vn car, when war w»as declared. With every other available car in the district I was at once commanded to transport heavy cases of ammunition to the summit of a steep hill. After that I carried two soldiers in my car, accompanied by a score of other cars, to a point near the frontier, where tho soldiers proceeded to blow ud the principal railway tunnel. This was my first taste of military motoring, and although it was as nothing to what followed, it showed the possibilities of the ordinary every-day touring car for military work. Quite apart from what I have since seen at a distance, I have been able to examine closely some of the armoured cars captured from the Germans and brought into Antwerp, and I was particularly struck with a large Mercedes, which came in the other day, one of the latest, with pointed radiator, and of tho sporting type. It must have got into a dot corner, as the armour plating was nerforated with a large number of neat little holes—a process of drilling which must have considerably disturbed the occupants not very long before. as the car had only just been brought in after capture when I examined it.” MECHANICAL TYRE PUMPS. HAND INFLATOR SUPERSEDED. During the past few years hand pumps for motor tyres have boon superseded to a groat extent by power-driven inflators (says “Clutch,” in Melbourne Argus). Almost everyone has had experience with tho hand variety, and as physical energy only is needed to operate them they may be dismissed from the discussion. The power pumps may be either gear-driven from some shaft on the engine or operated directly by the compression. In either case tho engine must be run very slowly, in order to avoid injuring the pump. Inflators operating on the compression will only give satisfactory results when run slowly, for the reason that they depend for the return of the piston upon gravity and suction. In using these pumps it is a good plan when transferring the connection from one tyro to another to hold tho thumb tightly over the end of the hose, to prevent the pump pounding and possibly damaging itself. It is necessary, in operating a compression pump, to disconnect the ignition wire from one spark plug. The terminal should always be “grounded” by placing it firmly against some portion of tire engine. If this

is not done the current which should pass aloncr this cable will go through the spark gap "into the magneto, and probably break it down and burn out the coil. ims pre caution is not generally taken, and trouble has often ensued. Where the construction of the engine will allow of the process, the most convenient way to use an impulse pump is to drill out and tap one of the priming cup holes to the size of a spark plug. The regular basq for a brooch block plug can then be placed in this hole, or an old plug inserted. Then whenever it is necessary to use the pump the old plug can be removed, and the pump attached. Tho electrical connections need not be disturbed. Some motorists may think that should this course be followed the resulting spark will explode the mixture. According to experts, however, such is not the case, as the suction

of the pump spoils the mixture, and prevents any explosion taking place in tho cylinder operating tho pump. Tho pump should be closely watched for lubrication, and in the event of it not getting sufficient oil from the engine, a few drops of good cylinder oil should bo given before tho mechanism is used. A little graphite also assists in the operation of the pump. On motor cars equipped with air starters tho pump is engaged by a clutch from the scat, and the air forced into a storage tank, from which it is drawn as required. The system including the tank is very convenient, because the pressure is always kept up, tho hose attachment being on the dash, and tho inflation of a largo tyre takes half a minute at most. By the use of tho power-driven pump a substantial saving can bo effected in tyre

bills, for the motorist -who has to go through the back-breaking ordeal of pumping by hand will allow his tyres to become almost flat before forcing in fresh air. With a pump supplied with energy from the engine he will be more careful in keeping up a proper pressure, and thus appreciably lengthen the life of his tyres. ruins a cover so raidly as under-inflating, and it is quite common for a tuba to leak from 201 b to 20lb pressure in a little over a week. For a large-sized tyre a pressure of £olb to the square inch should be maintained.