CYCLING & MOTOR NOTES

Otago Witness, Issue 3726, 11 August 1925, Page 62

CYCLING & MOTOR NOTES

BX

“DEMON.”

Auckland's second Olympia Motor Exhibition was officially last Saturday. The value of the various exhibits of oars, trucks, motor-cycles, and accessories i§ in the region of £IOO,OOO. Some 200 vehicles representing the world's leading manufacturers are being shown. FRENCH GRAND PRIX. The classic motor-car road event of the world, the French Grand Prix, was decided near Paris last Sunday, July 26, and resulted in a win for a French car and driver (R. Benoist), on a Delage, being the victor. This year's race was unique, os it was held over a road circuit of seven miles, then linked un with the new motor racing track at Montlhery, noar Paris. The length of the complete circuit was 7.767 miles, which had to be negotiated 80 times, totalling 621.37 miles, which the winner covored in 8 hours 67 minutes 41 1-5 seoonds, equal to a speed of over 69 miles •n hour. The average is good, inasmuch as the road soclion of tne circuit was a trioky

one, with numerous hairpin bends, whilst some of the grades were 1 in 10. The surface of the road section, which is 33 feet wide, is specially treated macadam, whilst the turns are all concreted. Benoist, the winner, is one of the celebrated drivers of France, and finished third on a 12-cylinder Delage in last year’s Grand Prix, which was won by G. Campari on an Alfa-Romeo (Italy) car. The result of the race will be particularly gratifying to the French, as they have not been successful in this blue riband event for some years past. H. O. Seagrave (Sunbeam) won for England in 1923, whilst America carried off the event in 1922. This year’s race, owing to the nature of the course, promised to be the most spectacular yet held, and would draw a tremendous crowd of spectators. The whole circuit is contained in a big, walledin area the concrete wall being 104 miles long. Over £400,000 was spent in laying out this circuit, grandstands, etc.

ANOTHER RECORD. Details aro to hand from France of a wonderful achievement by a standard model 4b h.p. Renault on the Montlhery track, Paris. Setting out after the recently-estab-lished 24 hours’ car drive by T. Gillett on the same traek, Messrs Garfield and Piessier—the two drivers, who took turn about at the wheel—covored the remarkable distance of 1170 miles in the first 12 hours, equal to an average speed of 974 miles an hour. A mishap to the air-cooling vanes on flywheel, through a nut getting loose, caused nearly two hours' loss in the second half of the run; but, despite that handicap, 2115 miles were covered in the 24 hours. The average speed of 2000 miles was just under 97 miles per hour. This is the greatest dis-

tance yet recorded in the world on a motorcar in a day. From the way records are falling, it looks as if it will not bo long before 2400 miles will be accomplished in a day, equal to an average speed of 10Q miles per hour for the full day. CHANCING SYSTEMS OF TRANSPORT. Respecting special motor-ways in the United States of America, tho statement that the Boston and Maine Railroad Company has announced its intention to scrap about 1000 miles of its lines, coupled with the statement that the New York, New Haven, and Hertford Railroad is contemplating cutting off sections of unpaying routes, is reported to have led the authorities of the State of Massachusetts (U.S.A.) to study the question of converting the abandoned tracks to motor highways. At a recent meeting of the Sunderland (England) District Electric Tramways, Ltd., the chairman, after the passing of a resolution to substitute motor-buses for trams, said: “The undertaking was in the throes of a revolutionary change, which had been forced on them by the success of the internal combustion engine. From the moment that this engine became firmly established as a means of propelling omnibuses electric tramways were faced with a rival before which they were bound sooner or later to succumb. The directors decided to recommend the abandonment of the tramways end to establish in place thereof a fullyequipped omnibus service.” The Motor, commenting on the subject, says: “From the chairman’s subsequent remarks, it appears that this company has been gradually effecting the change over by substituting motor-buses on sections of the tramway system with satisfactory results, finding work for the tramwavmen under the altered conditions; and it was stated that so far them had been no occasion to dis- . pense with the services of any man.” The experience of the Sunderland company is typical of what many other British tramway concerns are going through. FRONT WHEEL BRAKING. It may be news to some readers that the professional rider who owns a good front brake generally uses it hard—and often exclusively—down steep hills. The technical sense of this is obvious. When a motorcycle is descending a grade of 1 in 4 there is precious little weight on the rear tyre. The weight is all forward, and the front, tyre enjoys the bulk of tho road grip, and is therefore the wheel to be braked. So far as hill work goes, the front brake is, therefore, the more important of the.two. It follows that this brake should either bo foot-controllled (to avoid steering trouble due to fierce muscular contraction of one steering hand), or else that the hand-lever should enjoy plenty of strong but delicate leverage. The other chief use of a front brake lies in the fact that an increasing number of cars are fitted with four-wheel brakes. One demonstration of a lightning stop by a good car of this type, especially if that car be blocking the whole road ahead of us, will convince the motor-cyclist that we must improve our stopping powers before all cars come to possess the almost instantaneous deceleration now owned by a few of them. Already many of our readers have only saved themselves from crashing into tho rear of a car by pulling out to its right or left, and either overshooting it or stopping level with its bonnet instead of just behind its tail lamp. On both these grounds we need thoroughly efficient frontwheel brakes on our motor-cycles. LONDON TRAFFIC. During » recent week-end, the London Metropolitan police summonsed 74 motorists for exceeding the speed limit of 10 in.p.h. (through certain restricted areas), 93 for exceeding 20 m.p.h., and 15 for dangerous driving. As a rule the police overlook offences unless the limits are exceeded to a substantial degree. At the same time, a great deal of dissatisfaction is felt that the authorities still take action in cases where no evidence of danger can be produced, and fall hack on the perfectly legal, but none the less idiotic, charge of exceeding the “limit.” There has now been formed in the House of Commons a powerful group of members,

which is exerting considerable influence to secure a modification in this procedure. The leader of the group, Captain Brass, has formulated the idea that, instead of trapping for speeding, the police should signal to stop any motorist thought to be travelling recklessly, and should then judge from the distance he takes to pull up whether he was out of control to an extent sufficient to amount to recklessness. This plan is certainly novel and ingenious, but it will hardly find approbation among motorists. It possesses this weakness, that certain stretches of road may be exceedingly slippery, either on account of weather conditions, or, as is frequently the case, becauso the surveyor has laid an unsuitable surface. This fact would be within the knowledge of the police, but not of the motorist. To accuse nim of recklessness because, unwittingly. and through no fault of his own, ho could not pull up within the limit of tne distance-set by the police would be outrageous. The opinion in motoring circles is that the police officers at present preoccupied with trapping should be told off to “man” dangerous corners, etc., and, by their presence, as well as by their regulation, to serve as a restraint on the reckless. This result would certainly be achieved. BRITISH IMPORTS AND EXPORTS. During the first quarter of the present year motor-cars, chassis and parts to the value of £2,482,226 were imported into Great Britain, as compared witn £1,905,983 in the corresponding quarter last year, and £2,035,850 for that of 1923. Of these, there were re-exported this year cars, etc., to the value of £247,642, last year £162,038, and the year before £66,111, leaving net imports retained in the country as follow: 1925, £2.234,584; 1924, £1,743,045; 1923, £1,969,73d. As compared with this, the ex-

ports of British cars during the corresponding periods were as f0110w1925, £2,228,153; 1924, £1,248,207; 1923, £804,359. HINTS AND IDEAS. At the thirty-first convention of the American Larynological, Rhinological, and Otological Society, which was held at Atlantic City (U.S.A.) in May, Dr John E. Mackenty, of New York, urged that the exhaust vents from motor ear engines bo placed on top of cars instead of at the bottom. Dr Mackenty asserts that by having the exhaust vents above the car would, in a large measure, prevent deleterious effects of carbon monoxide—a deadly gas—on persons in or about garages, and possibly in tho throats of persons in those streets used largely by motor vehicles. • Test the magnoto coupling for backlash in the drive, end the dynamo pulley for slackness, tho dynamo mounting for rigidity before commencing the task of “tuning up.” Ignition, perhaps, should first claim attention, but only tho expert should overhaul a magneto. If, after examination of the contact breaker and distributer, which might be cleaned and adjusted if necessary, the magneto properly performs its function, it should be loft alone. Correct tappet clearance is of more importance than many motorists realise, and loss of efficiency in the engine is frequently due to the faulty adjustment of the tnpft being given to a valve; the clearance does much more, than that, for'T’t actually governs tho precise periods when the valve opens opd when it closes. Clearances vary with particular makes of ongines, and the operator should ascertain exactly the correct measurement for his engine. Carburation naturally affects the maintenance of good running, hut provided a setting has been found satisfactory, it i>

not altogether wise to experiment with different jets and choke tubes. During tuning operations, however, it is a good plan to remove and clean the jets, also to take out the float and tost it, and mop up the petrol left in the float chamber so that no sediment remains. FRONT SEAT"NERVOUBNEBB. I reoently drove a friend of mine—an driver himself—through London to Windsor and back (writes a correspondent to the London Motor). During tbe Journey I was surprised and somewhat

annoyed bv his warnings to me to be careful, and by his obvious nervousness the wholo time—particularly as I knew him as a gentleman who loftily ignores tho speed limit on all suitoblo and safe occasions. “ Have you ever been a passenger with a seat beside the driver since you have been constantly motoring? ” he queried. I could not call such occasion to mind, and he thereupon t invited me to accompany him on a business trip in his car, and to make a note of my feelings. I accepted, and two or three days later we set out, I being then full of doubt as to the reality of the alleged feelings of

trepidation. The first corner wo came to, however, did a lot to dispel my doubts, for I found myself putting out my foot to operate a foot brake which was not there. My friend chuckled, while I resolved to get a firm grip on myself, intending to sit there like a block of wood, come what may. Despite this, however, I was forced to ask him on seven occasions during the journey to take matters more steadily ; but each time ho assured me that his driving was absolutely normal—and I knew that ho could produce 11 of the little blue London driving licences without a speck on the back pages beyond the familiar, “ These pagos must not be removed or defaced.” In traffic he did the things that were absolutely correct—just, of course, as I should have done myself—and Vet during tho whole journey I was in a continual state of “ wind-up.’ I wonder if this seemingly inexplicable nervousness is common to ell drivers occupying tbe front passenger seat? I have driven passengers, who to ail intents and purposes were ignorant of any difference between the radiator and the petrol tanks, and who have failed to quiver an eyelid in circumstances which even I, as a. driver, have felt to be far from comfortable. During the trip of which I spoke tho most remarkable cause of my apprehension, as passenger, was the almost infinitesimal distance the driver allowed in which to pull up; I was constantly wondering what would hapnen if the fook brake failed, as I was confident that the hand brake could not be applied in time to avert a catastrophe. Since mv experience I have questioned a number of my motoring acquaintances on the and the majority have reluctantly confessed to a similar feeling of unaccountable nervousness while being driven. Curiously enough, I found that tho«e who were the most nervous were those who had. tbe most experience and abib’tv. as drivers. Finally, T cuestioned a driving friend who boasts a chauffeur, end be adm’tted that while being driven through traffic ho invariably closes bis eyes!

CAPE TO CAIRO RIDE. CROCODILES AND FLOODS. Mr Fuller, the intrepid rider who set out to be the first to accomplish the task of riding from Capetown to Cairo on a motorcycle, has lad to abandon the attempt for the time being through a mishap. His journey to the Rand was full of misfortune m the' matter of rains and heavy going. After fitting an extra largo petrol tank, the Indian Prince was tuned up, and he made very good progress to Messina, where the Limpopo was crossed by boat. Here trouble started again. The road ahead was in a terrible state, abounding in washouts and difficult going. At the Rhodesian village of West Nicholson he came to the Umsingwane River, and had to push his machine through thigh-deep water. Here the road was overgrown with grass shoulder high. Even this formidable proposition was nothing to the black soil encountered between Bulawayo and Salisbury. It took Mr Fuller 12 days to cross 300 miles of this black-soil country, and one river took him a day and a-half to cross.

One incident at this juncture indicates that, mud, long grass, and washouts were no* the only enemies to progress. At the Umsingvvane River he went across first to see what it was like, leaving the Prince on the other side. Just as be clambered up the bank a man came along and shot a crocodile. Mr Fuller was faced with a gruesome proposition—he had to cross the river, get his machine, and re-cross. As there was only one solution to the difficulty, he faced it, and was favoured by good fortune for once—no crocodiles appeared. From Salisbury be had hoped to strike the good motor road from Macequece to T e te, but as there were districts en route that had had 100 inches of rain instead of the usual 12, it was impossible, so he decided to strike northward. This plan nearly succeeded, but it entailed constant manhandling of the machine, and when night came he would-fall asleep beside his. fire as soon as he lay down. Sleeping in the open requires great nerve, because it is in the heart of the wild beast country. On one occasion Mr Fuller, whilst struggling to lift hi 3 machine over a grassy mound saw a huge lion cross the path immediately ahead of him. From this point to the Portuguese border natives got scarcer and scarcer, so it was practically a lone struggle. In this manner Mungaree, a tiny Portuguese station, was reached. Obtaining a little food here, he pressed on until he arrived at a spot within 12 miles of a motor road, and hope was rising high. Once on that road and he would be safe for 1600 miles of good going through Nairobi up to the Nile. Here a steep lodge across the path that he was following presented a difficulty. It was too high to attempt to lower the machine alone and risk smashing it, so Mr Fuller walked about five miles before he could find assistance in the form of three husky natives. They were verv surprised ,to see a lone -white man in that wilderness, hut were frieudlv and eager to help until they cam& to the spot where the Prince lay. At sight of the motor-cycle fear began to overtake them, and it took Mr Fuller, who speaks Swahilli fluently, quite a long time to convince them that no infernal monster lurked in that mass of steel. Eventuallv lie pacified them and induced two to hold the machine on the brink of the descent while he and the third native scrambled down to receive it at the bottom.

The expressions on the faces of the natives at the top, coupled with the gin-,-gorly wav in which thev held the maehindC gave Mr Fuller some misgivings, but there was no alternative but to make the attempt. Holding tho Prince with tho tip 9 of the fingers caused the inevitable to happen—the motor-cycle slipped from their grasp and crashed to the bottom. It fell, unfortunatelv. in such a manner that n sharp fitone holed the gear-box and smashed the transmission. The natives, probably expecting an exnlosion, were out of sight in n few seconds, and Mr Fuller was loft alone to contemplate the next move. After persistent attompts to make temporary repairs over a period of three days, he was roluctantly compelled to abandon the trip.