Cycling and Motor Notes

Otago Witness, Issue 3239, 12 April 1916, Page 58

Cycling and Motor Notes

BY DEMON.

Motor-cyclists in Dunedin are warned by the Motor Club that the much practised art, towing cyclifits, is an offence under the by-laws.

Any motorist who does much night driving on roads frequented by motor cars, must have noted the growing nuisance and danger arising from the use of glaring electric headlights. To drive into the dazzling rays of such lights on a crowded thoroughfare is absolutely dangerous. Such lights are not required on city roads, and unless motorists themselves use discretion in this direction, it will not be long ere the dimming of .such light wiL bo made compulsory? The nuisance is particularly objectionablo when one is alighting from a tram car, and has his eyes dazzled by the lights of a car coming from tho opposite direction.

■ -In America tho electric headlight glare has already caused much anxiety, adverse legislation, and ill-feeling; so much so that the Society of Automobile Engineers has officially recognised it as demanding immediate attention. A series of tests have been worked out which may be used as a standard definition of what constitutes a dangerous "glare," and the results, of such tests will be submitted to manufacturers of headlights with a view to diminishing the "glare"—which is something quite different from tho strength of the light itself, headlights of comparatively low candle-power and short distance efficiency, yet are abnormally glaring to the eye of the observer stationed somewhere in front of tho car. Future headlights are to be constructed according to scientific formula, eliminating the glare, but thoroughly retaining the far-reaching effects of a searchlight upon the road itself. The longest handicap motor cycle race yet held in Australia is set down for decision at Mortlake (Vic.) at Easter time. The event, which is being promoted by tho Victorian Motor Cycle Club, is a 200 miles race, around a 33£ miles circuit. Some speedy travelling is likely, as this course is the fastest in the Commonwealth.

Motor cyclists in general do not realise the importance of their engine valve springs. It should be remembered that when a machine is travelling at 30 m.p.h. on a ratio of 4| to 1, the valves are raised and lowered about TOOC times a minute, so it will be realised that the work the valve spring i.-; called # upon to perform is extremely arduous. It is, of course, appreciated by motorist that it is essential that there should not be the slightest lag in the closing of the valves, as this would materially affect the timing and running of the engine.

During a bench test of an overheadvalved 8 h.p. engine, the revolutions •were brought up to 4000. At this speed it was impossiblo for the oyo to detect the slightest movement in the springs or the tappets, suoh was the speed of oscillation, yet tho oven rising power indicator showed that the valves, were operating perfectly. The drawbaelc of the ordinary spring is that the top coils are inclined to lose their temper and close up owing to the heat of the engine. To this cause mysterious loss

of power, bad hill-climbing, and misfiring at high speeds can be traced.

NEW ZEALANDER ABROAD

Mr J. B. Clarkson, a leading member of the motor trade in New Zealand, who has just returned from a tour through Europe and America, declares that the motor is playing an immense part in the great war, the French particularly utilising cars of all types in preference to building additional railways, because they afford a more flexible, mobile service. In addition to visiting France, Mr Clarkson was in Great Britain for three months, and travelled on the average 250 miles per week inspecting the various motor and munitions factories. He says that the lessons now being learned in turning out groat quantities of shot and shells and all manner of things necessary for the military authorities will be applied: to the production of articles of commerce when the war is over. It is proving a great education for both employers and employed. While in England he noticed great progress was being made in light cars, and also with motor cycles and side-cars, and became interested) in one machine which will have a sort of improved trailer for carrying one or two passengers. In America the motor cycle trade was remarkably busy. IS BRITAIN LEARNING? An American visitor who has been over the British automobile works, or, rather, ammunition factories, made an admission before the Society of Automobile Engineers of America, to the effect that, in more ways than one, American firms have lost prestige irretrievably, and that loss of respect, he declared, will eventually mean loss of trade. He stood in the British factories watching the forest of American-made automatio machines turning and bevelling the shellcases. He perceives ;n this perfectlv-organ-lsed industry, geared to highest efficiency, the instrument to Britain's industrial regeneration after the war. He told his audience of experts that quantity production of munitions now will mean quantity production of a hundred other things, from needles to motor cars, as soon as peace comes. Therefore, if full advantage bo taken of all the experience that is being acquired, and if goodwill be retained by sound methods of publicity, there should be no fears as to the future of British industries. AMERICAN INGENUITY. It frequently has been stated that we do not obtain all that is possible from petrol, there being, so much loss and waste in the process of carburation; but that a great deal can be done with it is shown by an American who gives some figures. He says: —"Through the agency of one gallon,of patrol, 30 cows can be milked, four tons of hay baled, 35 cubic yards of cement mixed, a one-ton motor waggon propelled 14 miles or a motor car 20 miles three-fifths of an acre of ground ploughed, or sufficient electricity generated to illuminate a fairsized house for 30 hours." The cost of the fuel will vary largely in different countries, however. BICYCLE GEARS. For several weeks a controversy took place in the wheel paper, Cycling (England), respecting the merits of variable gears as applied to bicycles. Most of the correspondents seemed to regard the device as a means of increasing speed; or, per contra, that when the gear was reduced the rider moved more slowly as compared with other wheelmen using fixed gears on the same road at the same time. The idea of speed is really foreign to the purpose of the variable gear; it is a device to reduce effort, and thus conserve the rider's powers, though ho may conceivably cover a given distance faster through the advantages afforded by the changeless gear. As an instance of that the record ride by E. A. Pearson from Sydney to Melbourne, wheu he covered tho 565 miles in 49 hours, stands out as an eloquent example, for, including all stoppages —and they were many in that long distance —Pearson averaged throughout 11£ miles per hour. His ruling speed while in the saddle was about 15 miles per hour. These fine averages were possible only by tho intelligent use of the triple-geared hub, which enabled him to ride every hill on route! And there are several long climbs, with steep pinches, over as many mountain ranges, which had to be negotiated. For ordinary riding about tho city tho variable gear may not have any advantages, but for trips and lengthy tours I (says a writer in the Australasian) consider it indispensablo when everything is taken into con-

sideration —ease and comfort, variety and interest, and the general conservation of one's energy. Some of its. users declare it made the machine unresponsive; and while it is not so fast as a plain-geared, light machine, such as affected by roadracers—when it came to actual speed—the class of rider to whom it appeals never desires to force the pace; but they gain otherwise in more easily climbing hills, combating head winds and sand and other heavy surfaces, where, otherwise, walking would be resorted to. SOLDIER'S FEAT WITH TWO MOTOR CARS. A remarkable feat of strength by a soldier was witnessed at Aldershot recently by an assembly of officers. The, young Hercules, by name Albert Wickham, a private in the A.S.C., undertook to stand between two motor cars placed back to back and hold them in their place when they started moving in opposite directions. The cars were soon procured. One was of 15 h.p., the other of 10-h.p. To the back of each was affixed a rope. Looping the ends of the ropes and holding them in the bend of his arms, the soldier took his stand and told the drivers to start.

The cars moved forward until the ropes pulled tight; then one stopped. Wickham was immovable. When the first car stopped, however, tho second began to pull more strongly, and the soldier was dragged several feet. Recovering, however, Wickham, with a great effort, stopped the car dead. The cars were again placed in position, and Wickham again attempted tho feat, this time with more success. He held the cars for more than a minute. GERMAN-MADE MOTOR CYCLES. Motor cycles of German design and manufacture have never been particularly popular in Great Britain, and there are riders in plenty who, subsequent to tho war, will regard it as constituting something of a slur upon them to be seen mounted upon a machine of Teutonic origin (remarks the English Motor Oyclo and Cycle Trader). In view of tho tremendous grasp which the Germans had upon our markets in so many directions in times of peace, it is somewhat surprising that, thoy did not succeed in obtaining a firmer hold and a much more extended trade where motor cyclce are concerned. With the exception of one largo firm of Rhenish origin, Germany was but ill-represented among those who catered for the needs of motor cyclists in this country. Tho products of this particular firm met with &orae voguo in tho British isles, and they were undoubtedly of a good class, although in the matter of design they followed somewhat slavishly, as is the German wont, the lines which home manufacturers have laid down as being the most suitablo ones for their purpose. After the war, when international feeling has had time to die down, we shall doubtless find that efforts arc again being made to popularise the motor cycle which is "made in Germany," and although the average person, if asked now, would strongly resent the suggestion of becoming the purchaser of such a machine, wo shall, perhaps, witness a minute amount of business being done in the sale of these riroducts. Labouring under some disadvantages as thoy previously did, tho difficulties of the German manufacturers will be increased a hundredfold, and, unless they remodel their arrangements entirely, little inducement will exist for the British purchaser to consider their machines. They will have anything but a rosy time of it from a business point of view for many years to come.

CLEANING CYLINDERS BY THE OXYGEN METHOD.

Tho £>rocess of "de-carbonising" motor cycle engino cylinders and pistons—that is, clearing- away tho burnt deposits therefrom, —can cither be performed by means of a sharp instrument for shipping it away or it can be burnt oft" by the oxygen method. A writer in the Chicago journal, Motor Cycling and Bicycling-, states in dealing with this subject that if tho accumulation in tho cylinder were nothing but pure carbon the oxygen treatment would be "very effective; but, -inasmuch as a large proportion of tho deposit is dirt and road dust, inert and incombustible, there is something left to bo desired. After burning the carbon out of a motor cycle engine cylinder experimentally, tho cylinder head was removed, and the result was rather astonishing. A large accumulation of gritty dust and dirt from macadam roads was found hanging loose in tho head and on the top of tho piston ready to work down between the hitter and the cylinder walls. Carbon itself, of which graphite is a form, has a considerable lubricating value, and might afford some protection to the cylinders, but when it is burnt out and the gritty dust and dirt left, one might as well put some emery in his engine. Those who have had experienco with the oxygen system for cleaning- cylinders will agree with us that the writer has taken rather an exaggerated view of the matter. OTAGO MOTOR CLUB. Tho monthly meeting of the Otago Motor Club was held on the 4th inst., Mr A. E. Ansell in tho chair. There was a good attendance of members. Mr Wright reported that a deputation had waited on the Mayor with reference to tho stray dog nuisance, and the Mayor promised to bring the matter before the committee. A letter was received from the secretary of the Anzao Club thanking the Motor Club for tho outing arranged for returned eoldiers, and stating that all tho men agreed that it was the most enjoyable day they have had since landing in New Zealand. Tho Rev. J. Lymburn wrote inviting the club members ivhen giving the returned soldiers an outing on any Saturday or holiday to call at tho manse, North Taieri, when tho ladies of the church would bo pleased to entertain the men at afternoon tea. —The letter was received with thanks; Mr M'Dougall to arrange a date. The Waikouaiti County Council wrote enclosing an account for iJI Is to cover tho cost of tho estimate asked for by tho club regarding tho repairs to Evansdale road.—The Chairman explained that the club had asked for the report., and stated that it would probably contribute to tho cost of tho work. No exception could be taken to tho estimate, which was lower than the Roads Committee's estimate It was, he said, better to work in harmony with councils than to run counter to' them, and the club would bo well advised to pay the sum asked for. —It was agreed to pay the amount asked for, and _ explain that, tho reason for the club refusing to go on with tho work was that the wholo road was in such bad order that the work contemplated would bo. of littlo -value.

It was decided to hold a half-day reliability trial on May 6, the route to bo kept secret and arranged by the Awards Committee.

The Roads Committee reported: " The club should pay the £2 asked for by the Maniototo County Council towards the cost of the direction signs erected at Allen bridge, on the Manuherikia River, between Blac.tstone Hill and St. Bathans. We also recommend that the three danger signs asked for be sent to Mr Indor, the county engineer. The club should write to the engineer, Tuapcka County Council, and ask him for an opinion on the efficiency of tho road drag which the club gave the council last year. Owing to the exceedingly bad state of tho Main North road, the committee recommended that a deputation wait on tho Waikouaiti Council with the object of endeavouring to find some means of putting it in proper order. Tho committee was strongly of the opinion that something should bo done as regards a good road map of Otago and Southland, and suggested that a committee, coiiisistino; of Alessrs M'Alistor, Lough, and Moody, be formed to approach some suitable publishers with' tho idea of bringing out a map similar to that issued by the Canterbury Automobile Union."

The Secretary reported that £4 8s was received for entry fees for beach races. This amount is to be handed over to the Anzac Club. Ei.rht new members were elected.