Cycling & Motor Notes

Otago Witness, Issue 3333, 30 January 1918, Page 44

Cycling & Motor Notes

BY DEMON. There was probably the largest array of motor cars, cycles, etc., ever gathered together in one place in Central Otago in the Kawarau Gorge last Friday, when the Cromwell Development Party s engineering scheme of damming back the Kawarau River took tangible shape and one of the two huge pillars required to form the basis of the work was cast across the river. Motor cars preponderated, but there were also present motor lorries, motor cycles, and the humble push bike. It ie estimated that there were over 100 cars lined up on the side of the road at the entrance to the gor-ge. If, however, we set down the number of motor cars at 100, and allowed the conservative estimate of £2OO a car we have a total money value of £20,000. One of the prettiest cars about Dunedin is Mr John Mill's Buick /' six." The ohassie is one of the latest" Buick sixcylinder models, while the body and upholstery aro by an Invercargill firm. Evidently locally-built bodies have come to stay, and great developments in this department arc expected when things become normal. The recent side-car trial from Christchurch to Akaroa and back is regarded as one of the toughest trials ever held in New Zealand. The course is full of steep grades and awkward corners. The field consisted of two four-cylinder machines, eight twincylinders, and five single-cylinders. Four single cylinder machines and seven twins finished. A 4i 8.5. A., driven by F. Haworth, gained first place, with ar. unbeaten score for reliability. J. W. and Robert May all have both purchased 1918 Buick "sixes" for their work. Mr William Laidlaw, of Matakanui Station, lias taken delivery of his new sixcylinder Buick car. Major Shand, Defence Department, has recently purchased a BuicV model-de-luxe, six-cylinder, three-passenger roadster car. The streamline body and colour of the car are greatly admired. : Recent purchases of Buick cars are: S. C. _ Watson (Traquair) J. Eus'taee (Duncdin), Dalgetv and Co. (Dunedin), J. M'Arthur (Clyde), W. Pitches (Ophir), Dr M'Killop (Scacliff), D. Fraser (Middlemarch), H. G. Green (St. Clair), F. Buchanan (Mosgiol). A. H. Poole (Clyde), A. C. Lcary (Evans Flat), D. Jones (Waipiata). , —— After tho war the motor cycle will find a very ready demand among firms and individuals engaged in various branches of trade. The "commercial" cycle—that is to say, the machine with box carrier attached, will perhaps bo developed a stage, or even two, beyond that already reached, and there arc many and varied uses to which it can be put in an industrial capacity. In the field of motor the light delivery van on four wheels is going to. bo put to a widespread use when normal times return—at least that seems to be tho opinion generally

held in England, and though it is possible there may be' a surplus of heavy vehicles, the light and speedy typea are the ones that at first, and indeed for a long period, we may anticipate will command attention. This being so, there is every reason, says the Motor Export Trader (England), why motor cycle designers and makers should pay regard to the future in this connection, and be ready with plans for construction of commercial motor cycles on a large scale. Such modek have already been brought to a high pitch of excellence, but finality has by no means

been reached in their design. The highpowered combination with box carrier of largo capacity for its weight may be still further improved, and there is certainly more scope for a lighter pattern wta smaller engine, and adapted for the shorter runabout trips about medium-sized town 3 and the eurrounding neighbourhood, While acetylene gas gives a brilliant light in the ordinary way, the brightness of the flame can be increased, if desired (according to an exchange), by adding a little peroxide of hydrogen to the water in tho generator. A teaspoonful to half

a pint of water will be found sufficient, Another tip worth knowing is to put_ a lump of sugar in tho water before pouring into tho container. Cane sugar, or saccharine, forms a chemical compound with hme —produced l>y tho action of water on carbide,—and tho resulting calcium saecharato prevents much of" tho corrosion to which tho generator and connecting tubes are subject. Tho sugar does not impair the brilliancy of the. ligh't, nor in any way affect tho production of the gas. Alfred Goulett, the Australian crack, who is the, leading prize-winner_ in America this year, has expressed his intention to make a racing tour in Europe.

A cycle ride which has stood for 18 years as. the beet on record and defied tho efforts of later-<day speedmen—aided by improved machines, tyres, and pacing—to beat it, may surely be reckoned as * having made "some" history. The performance referred to is A. E. Walter's (England) remarkable ride in tho 1889 80l d'Or, the then great French 24 hours' paced track race. In this event 'the English crack took the lead in the early part of the contest, and was never headed. In the 24 hours he travelled 634 miles 770 yards, and was only off' his machine for nine minutes. He rode tho same bicycle throughout, and pushed a 116 in gear. It weighed nearly 301 b, and was shod with a-wired-on Dunlop detachable tyres. Ho was paced by a motor tandem fitted with a 3£ h.p. engine. Tho front rider attended to the steering, and tho rear one looked after the engine. Both riders pedalled and helped to propel the' machine Two similar machines were used in Australia by the Dunlop Tyre Company some 16 years back for track pacing purposes. ' Walters subsequently won the richest prize ever given for a cycle race in Europe. This totalled £440. Tho event was a six hours' race in Berlin (Germany), and he had to beat such cracks as Huret, Taylor, Bouhours, .Fischer, Robl, &nd Bauge. He won in world's record time. To Walters we owe the recognised •pace-following machine with its straight forks, short wheel-base, and small _ front wheel. This was designed by him in 1899, and used for the first time in Paris. He raced on it in Berlin, where it was a complete novelty; but a few weeks later, on again visiting tho German capital, his idea had been copied, and all the Teuton cracks had similar mounts. ——One of the British correspondents with the Italian army reports the fact that the first enemy troops to cross the Tagliamen'to were the cavalry, and these were supported by motor machine guns. The Italian cavalry drove back the enemy cavalry, but were forced to retire from the enemy machine gun fire. Again the superiority of the motor machine has been proved. Their remarkable mobility was too much for the Italian cavalry, and there seems to be very little doubt that the success of the enemy in getting across tha Tagliamento line of defence was entirely due to tho use of machine guns mounted on motor cycles and sidecars. names to the brake of the conventional motor car was guilty of one_ of the most serious and costly blunders in motor history, says the Motor Life (New York). I Tho hand brake is not the emergency brake, but the foot brake is. Because most owners think that because the handbrake is called the emergency brake it is only for use in emergencies, 'this excellent appliance receives far too little uee at the hands of most drivers, and the foot brake far too -much. In . an emcrKency ' the quickest and most natural movement to stop the car is to push out with both feet. The hand brake is useful in ways, however, in which it is rarely used One of these is in coasting down hills when of more than incidental length. The common practice is to throw the gear lever in one of the lower gears, and either close the throttle or open the switch, leaving the friction and compression of the engine tc hold the vehicle back on the grade. Tho correct method .is to throw the lever into neutral if the grade is long, and hold the clutch out if it is short, and notch up the hand brake to produce the required amount of resistance. On hills of considerable length, it is best to stop tho engine, starting it again a't the bottom of tho grade on the clutch. On long mountain grades the hand brakes will eventually heat up, in which case they should be released and the foot brake used long to allow them to cool off, and just that long. —— A series of experiments carried out by the British Fire Prevention Committee shows that the best way to extinguish a small petrol fire is to spread over the burning liquid a mixture of 101 b of bicarbonate of soda and 121 b of common sawdust. The sawdust need not be wet, but must be i freo from chips and shavings. The theory is that the sawdust, by floating on the burning liquid, excludes the oxygen of tho air, and tho heat of the flame generates carbonic acid gas, which helps to extinguish tho fire. Even sawdust alone gives bettor results than sand. ■ The differences between British and American methods are well exemplified in the case of the aircraft engine known as tho "Liberty" motor, which is now being produced in large numbers in thc\ United States. Great Britain has been bungling along under dual control, producing numerous types of air engines, which, from time to time, are altered under tho influence of men who consider themselves born geniuses. This means a hopeless delay in output and vastly greater expense. In America they tackled tho matter in a' very different manner. They realised that it was necessary to standardise tho engine, and the one which they have produced is tho result of tho combined experience of over 20 American engineers, 200 of their best draughtsmen, and 12 different factories; no doubt, also, ✓they have benefited by the mistakes and successes made by the British. The drawings were begun on June 3, and the first engine was erected 28 days later. Thirty days after the tests wero can-icd out and proved quite satisfactory. Every part of the engine has been standardised, so that it can be produced in a number of factories throughout the country, and can bo quickly assembled, either in tho factories where it has been made or at a central works. The horn may be the seat of a number of annoying sounds that arc sometimes hard to locate and remedy. The entire device may be loose on its bracket, so that it rattles distressingly, or some of the parts, may bo loose and noisy. In cases of this kind tho enr-owner should have some passenger grasp the horn and hold it tightly while the car is in motion; if the rattle subsides, blame it on the horn. _ Some of the light-diffusers, or devices designed to redirect the rays of light, nro designed to bo effective only when in a certain fixed position. Vibration may so loosen the glass in tho rim that the glass

will be permitted to creep around, in which case tho wholo sohemo-fails. Not nil headlights have means for anchoring tho glass permanently, so it is a matter for tho owner's attention to seo that the glasses are properly fastened in place. If screws aro used it might do to insert a lock washer under each one.

CAItES OF TUBES.

Sand in a casing is tho ruination of. a tube. It very often happens that a motorist, whilo repairing a puncture on a road, permits the tube and casing to pick up particles whioh creato a friction later, and tiny holes, which will scarcely show when tho tube is submerged in water, assert themselves. Then, perhaps, the motorist runs to tho dealer and charges him With selling a porous tube. Putting under-sized tubes in casings is a common fault. This strains the tube, makes the expansion all one-sided—on the tread side of the tyre, — and generally results in a sonorous blowout in No Man's Land. Sunlight is a natural enemy of inner tubes. The sunlight, and any bright light, for that matter, dries out tho tube and makes it brittle and unelastic. It is then known as a ''macaroni" tube. A cool,, dark place is the proper refuge for the reserve tube. The effect of grease and oils on tubes is well known. A habit of motorists to carry tubes unprotected in tool-boxes is often responsible for much subsequent trouble. Tools aro being bounced against a tube as the car bounds along; its sides are chafed and become worn. It is weakened before it is even inserted in the casing. All tubes should be carried in a- waterproof bag or well wrapped. Use of space under the scat near the battery box for reserve tubes has its penalties too. Acid from the battery frequently-, splashes over and douses the tube, and from that moment deterioration starts.

Out of 26 men from Patea who joined tho Main Body of tho Now Zealand Expeditionary Force only three are alive unwounded, and at tho front. All the others have been either killed or invalided heme.