Motor and Cycle

Otago Witness, Issue 3862, 20 March 1928, Page 74

Motor and Cycle

by

DEMON

At tlie last meeting of the Feilding Borough Council, it was decided to refuse the issue of licenses for all petrol pumps on the kerbside after March 31, 1829, and to inform all license holders that their licenses will be cancelled, unless the pump is clear of the footpath' after that date. Ihe matter was brought up when it was reported to the council that fresh applications for the erection of kerbside pumps would soon be in and the large number already erected was commented upon. The councillors in a discussion that followed, declared themselves as being favourably impressed with petrol service stations off the footpath, but multi-coloured pumps projecting up out of the footpath were unsightly objects, and the decision was considered to be a fair manner of warning garage proprietors that pumps would have to go.

There must be few things that age so quickly as r motor car (says the Taranaki

News). Giving evidence in the Supreme Court at New Plymouth, .n expert wit-, ness stated that the trade allowance for depreciation on a car was 40 per cent, for the first year and 30 per cent, for each succeeding year. One of the matters referred to at the monthly meeting of the Otago Motor Club last week was the question of objectionable advertising signs on the roadside. The president (Mr A. E. Ansell) stated that at the last meeting of the club he had made reference to the fact that one petrol firm had refused to remove a certain sign. He mentioned that abou-; 12 months ago he had asked that an objectionable sign be removed, and the reply was that if other signs in the vicinity were removed the one to which he had drawn attention would also be removed. The secretary (Mr Power) then got into touch with the company concerned, and as lie could get no satisfaction he (Mr Ansell) felt it to be his duty to refer to the matter at the last meeting. Since then a tetter had been received from the company, and he had called on the manager. There seemed to be some misunderstanding- in regard to the matter. Ho referred to the sign at Mount Cargill. The manager of the company had stated that he wished to v,ork in with the club, and had immediate’.y given instructions that the sign should be removed. OVERSEAS TRADE. Two events, in particular, stand out to make the year 1927 especially noteworthy in the history of the motor industry, and both are likely to have far-reaching effects, states a London writer. First, the visit of the official delegates of the British motor industry to Australia and New Zealand, and second, the World Motor Transport Congress held for the first time out of America.

The tour of the., delegation has been followed up by an extensive propaganda and publicity campaign which should dis sipate, finally, the old complaint that the Home manufacturers too frequently left the prospective overseas buyer in ignorance of the merits of his products, while his enterprising foreign competitors took full advantage of this silence. To represent the interests of British motor manufacturers in these two Dominions, branch offices have been already opened in Sydney, N.5.W.,and Wellington. New Zealand, while the question of establishing similar offices in India and South Africa is now being considered. WORLD’S OLDEST CAR. The oldest car in the world is stated to be a Panhard Levassor, which has been owned and driven continuously for nearly 30 years by the Abbe Gavoisr of Rainneville, in Picardy, France. The vehicle is fitted with a buggy type of body, with high wooden wheels and iron tyres, and it has tiller steering. The engine is a V-type twin cylinder, and the carburettor is described as resembling an old fashioned coffee pot. the ignition being by hot tube. It is believed that the car, the speed of which is about 10 miles an hour, has covered more than 150,0C0 miles. The car was the sixth turned out by the Panhard factory, which 17 years ago attempted to repurchase it, but the Abbe declined to sell. The Abbe originally acquired the car second-hand for £l5. He purchased it from the original owner, and regarded it as an answer to a prayer he had made for a considerable time to be provided with such a • vehicle, which he was too poor to purchase new. and he steadfastly refused to part with it even when the Panhard Levassor Company offered in exchange a new modern car. He professed an attachment for his old car, and was dubious about the high speed of <lie modern car and the possibility of ,tyre troubles with pneumatics, to which .he was not accustomed. However, he lent the car for exhibition purposes in London, and also allowed the Panhard Company to overhaul it, but was miserable during its absence, as the substitute had pneumatic tyres. During the war, when the German in vaders overran that part of Picardy, the Abbe escaped with his car, but -in 1913 returned to resume his duties, although his church was wrecked. At last, however, he has decided to se.l the. car and devote the proceeds to the erection of a chapel to the glorification of the patron saint of motorists, St. Christopher. SIZE OF CYLINDERS.

The success of the six-cylinder engine being now indisputable, although it is still possible to find many experienced motorists who will not concede it superiority in vital points over the four, the discussion now takes the form of a comparison of the merits of the six and eight cylinder, in the latter case with both the straight and V eight types entering into the field. Regarding the straight eight, the opinion in opposition has been expressed that it is too long, one writer unkindly comparing its bonnet to a coffin. He adds that if he wanted more than a four he would have' a V eight, which he claims had some vogue, especially for racing, in France 25 years ago. Mr Warwick Wright, for a ouarter of a century one of England’s foremost figures in motoring, very severely criticised the enternrise of . British manufacturers in neglecting, the eight-cylinder engine. England, of course, adhered for several years to the four-cylinder car. which to a very large extent disappeared from the American market, although still retained by a" number of prominent firms. Now,. that England is developing the six America appears to be moving on into the eight-cylinder field. Replying to this,

another writer reminded Mr Wright that, although several English firms do produce eight-cylinder cars, three factories in England controlled fronp America do not.

As to the comparative merits of the V and straight eight engines, this writer points out that the two greatest car manufacturers iu the world evidently consider the V or diagonal arrangement superior to the straight line for the cylinders. Another point which - this ■writer urges as good ground for being conservative as regards the straight eight is that it seems never to have been used’ for aero work, which is considered to demand the highest form of petrol engine. The straight four and six, and diagonal eight and 12, and also the radial engines, have' all been a "success, but he claims that one maker, after experimenting with a straight eight aero engine, abandoned it. Another point of interest he mentions is that three of the makers of highpriced cars in America charge more for their six-cylinder models than they do for their eights. It is all very similar to the controversies concerning the - four and six cylinder cars of many years ago, which seems, as far as American cars are concerned. to have definitely settled down into ‘ the widespread acceptance of the six, a lead which is now being followed by British and Continental manufacturers. The public will again be the final arbiters in the new controversy, and will decide in their own way whether they .will have the eight-cylinder as the favourite of the future. DRIVING COMFORT. Adjustability in the matter of the arrangement of seating ami controls of cars is receiving attention nowadays in even cheap cars, and in a large number of makes it is no longer possible for the abnormally tall or short driver to complain that he cannot seat himself comfortably at the wheel. Adjustable seats, which can be moved to and fro for several inches, and in some cases can even be altered with regard to their angle with the floor of the car; brake and clutch pedals which can be moved nearer to or farther away from the driver’s seat, and steering columns the angle and length of which are adjust able, are all to be found on different makes of cars.

Tn the driver of average height, or within a couple of inches either way, it seems that the most necessary adjustments, however, are in the pitch of the steering column ’and the length of the pedals. In the modern type of body, alteration of the seat will not always be necessary, if the pedals are adjustable in this way. and some cars provide a means of quickly adjusting their brake and clutch. pedals several inches, by the use of which the

driver can make himself perfectly comfortable. A slight readjustment of’ the angle of the steering column will also frequently have the effect of considerably improving the comfort and perfection of control of the car. MOTOS CYCLE RECORDS. The following are the world’s motor cycle records, as at Deceifiber, 1927, for the various classes:—

CONSPIRACY CASE.

Two mptor dealers, Captain Hardie and Captain Lane, have won their case against three officials of the Motor Trade Association.

They claimed damages for misrepresentation and conspiracy, and the Jurv awarded them £132, the full amount of their claim.

Trading as Messrs -Hardie and Lane, Ltd., of Woodstock street W., they sold a car to a man said to be an emissary of the association; it was alleged that they did not charge the full price required by the association. x Sir Henry Slesser, their counsel, sa : d the association had power to inflict “ industrial death ” on motor dealers by putting dealers on their “ stop list,” which meant no ope would, supply them. This, said Sir Henry, was legal; but instead of putting plaintiffs on the stop list, the association told them* that if they paid £2OO to the association's indemnity fund the matter would be closed.

This, said Sir Henry, they had no power to do. and he described the demand as a “ blackmailing threat.” Sir Patrick Hastings, for. defendants, denied tbe allegations, and said that ihere was no suggestion of blackmail. The sole object of the association was to protect

the interests of all members; it was known that an alternative i> -ilty to going on tho stop list was a fine Mr Justic Avory said that if defendants, or anv two of them, conspired to obtain money from plaintiffs to which they had no legal claim, or to cause money to be paid to another person who had no legal claim to it, and the plaintiffs suffered damage in consequence, then they were entitled to recover. Apart from conspiracy, if the defendants, or any of them, had obtained money or payment of money from the plaintiffs without legal claim, by threats which would deprive a man of his voluntary power of action, then the plaintiffs were also cut.tied to damages.

A stay of execution was grantee. A special meeting of the council of tho Motor Trade Association has beeu called to consider the verdict, against which notice of appeal has been lodged. An official of the association stated that the future activities of tho association would, net be affected by the case. “ Since the date, when the events leading to the action occurred.” he said, “ the by-laws of the association have, on the advice of counsel, been altered to provide definitely for the alternative of a fine instead of placing the trader on the stop list.” GIANT MOTOR LAUNDRY. On a gigantic scale there is a motorcar laundry in New York which is capable of thoroughly washing and cleaning inside and out 720 cars in one day. Moving platforms carry the cars into a great passage lined with hot. warm, and cold sprays, steam, and kerosene. These sprays reach every part of the body and running gear without injuring the inside coachwork in tho slightest. More than 30 mechanics are . posted along the route of cars, each with his special job. Two, for instance, with an air hose of 801 b pressure, blow the dust from, the mechanism; others look after lights, wheels, body, lamps, etc. After the cars have been through the passage, polishers and skilled driers finish the business, including all leather work, or velvet pile, moquette, etc., which has electric cleaners to draw out every particle of dust and germ. The car is then ready to be returned to its owner looking like new. AUSTRALASIAN TEAM SAILS. The Australasian' team of road racing cyclists has ]eft Melbourne for France. ,Four riders in H. Opperman, E. Bainbridge, P. Osborn, all of Victoria, and 11. Watson, of New Zealand, comprise the team, with Opperman as captain,

Upon arrival in France, early in April, the riders will be' taken in hand and properly coached and trained for the leading long-distance road races of Europe culminating in the_great Tour de France, ®'’ c . r 3338 miles, spread over 22 sections. J-his race etar.ts on June 17, and finishes in Paris on Sunday, July 15. The s^ e long-distance road racing °* n the Continent is so different to the Australian that it is interesting to repeat what Don Kirkham, the Australian road champion of pre-war days, had to say upon his return to Australia in 1914 after competing with an Australian team in the Pour de France. Kirkham expressed the opinion that the first-class French and Belgian road riders were easily the best in the world. To have any chance of success on the Continent the road rider from this part of the world simply 'has to alter his whole riding and start off on totally different lines—a difficult matter when a rider has_ grown into set ways and cus-' tom. First and foremost, pushing bi 77 gears from an over-bracket riding pos£ tion has to be dropped, and the cyclist who hopes to succeed must revert to the old style of riding adopted by the leading road cracks in Australia in the early nineties, i.e., gears averaging about 60/Oin, 6Jin- cranks, the saddle well set hack behind the crank bracket, and the handle bar grips at least level with the caddie peak. This is the position adopted by the crack French and Belgian riders, and it is marvellous the manner in which they Pedal and the pace they can maintain. With a high gear and following wind Kirkham stated that he tried on several occasions in training to drop firstclass men, but they “ hung on,” and eventually he was the one to drop. The Fl 'eneh and Belgian riders start off Y * gears, and therefore they cultivate the art of proper pedalling from the time of learning to ride. In Australia the novice starts away with an 80in to 84in gear, and at once drops into a piston rod style of riding, and never learns that smooth style of' "ankling so popular in the days of the great Zimmerman, and one so necessary for long-dis-tanee riding over mountainous country. Kirkham used to push 88in to *9oin gears in A.ustralia; at the termination of his visit to France he was doing just as last work on a 66in gear as he did in Australia with an 88in gear. Kirkham finished up seventeenth in a big field in tne 1914 Tour de France. TEST OF TYRES.

. A few years back no tyre manufacturer in the world could ‘have built a pneumatic tyre to stand up to the stresses and heat incidental to motoring at a speed of 200 miles an hour, even had a car been available to touch that speed. .fjkst year when the Sunbeam Company England) decided to build a car capable of recording 200 m.p.h. Dunlop tackled the problem of making tyres to carry the four-ton Sunbeam. It is now history how Mayor H. O. D. Segrave took the car to America, and on the Daytona Beach established the worlds speed record of 203 J m.p.h. Then Captain Malcolm Campbell, the well-known English racing motorist, announced that he intended constructing a car capable of exceeding Segrave’s figures. He asked Dunlop to build tyres for the test. Dunlop made them, and the world knows that Campbell’s Blue Bird recently covered a mile on Daytona Beach at the astounding speed of just under -15 m.p.h. His mean speed over the mile in both directions was 206.9 m.p.h. American efforts to better this record ha\e, so far, failed. At a dinner given in London to celebrate Malcolm Campbell’s British success Major Segrave stated that America was determined to win back the world s speed blue riband, and that three American firms intended constructing special cars with that object in view. - Segrave, who . had previously retired from motor racing, expressed his willingness, if necessary, to again go to America to uphold Britain’s supremacy. He desired Campbell’s co-operation. It was stated at the gathering that the Dunlop Company was prepared to make tyres capable of standing up to 230 m.p.h.

MOTOR CYCLE REGULATIONS.

RULES TO BE OBSERVED.

Although the new motor regulations have granted considerable freedom to motor cyclists by allowing pillion riding anywhere in New Zealand, certain very definite rules must be observed. “ Cut outs ” are now to be rigorously banned, and the position of pillion riders is carefully defined. In the past, the youth who wished his lady-love to sample tb e joys of the open road, was obliged to select a trysting spot that was far from the eye of a watchful policeman. Then he would don his helmet and over-size gloves, and purr majestically to her side. Tbe maiden would clamber on to the back of the machine and sit sideways on with both arms clutched tightly round the waist of her admirer. This position was an excellent one in that a pair of silk-encased legs could be displayed to their best advantage, but the unfortunate driver would find his attention divided between the road and the rag, the bone, and the hank, of hair who was keeping a strangle-hold on him. ° Off would go the motor cycle, and if nothing happened in the first mile or two, the driver would open the “ cut out ” just to show the maiden the splendour of the juggernaut on which she was priviliged to ride. Roaring and swaying with its illbalanced load, the machine would tear through the country, and woe betide such inferior beings as pedestrians and saneminded motorists I

. , It is this sort of thing that the authorities a.'e determined to stop. Motor cyclists will benefit greatly by the new regulations, but every effort will be made to see that they do not exceed the license granted to them. Yesterday morning Mr A. E Ansell, president of the Otago Motor Club, conferred with Superintendent Willis illis (of the Dunedin police district) and discussed the position.

A good deal of misunderstanding regarding pillion riding exists both in the

minds of cyclists and the police,” said Mr Ansell after the conference. “ The superintendent expressed th e wish that the Motor Club would bring before the public the duties and responsibilities of motor cyclists, as the police have no wish whatever to deal harshly with them.” Mr Ansell referred to the regulations issued under the Motor Vehicles Act, which refer particularly to motor cyclists! The first of these is as follows:—

No person shall operate any motor cycle unless adequate foot rests are attached thereto for the use of every person carried thereon otherwise than a side-car.

This, therefore, implied, said Mr Ansell, that foot rests must be provided for pillion passengers. The next clause is as follows: — Limitation of passengers on motoi cycles. No person shall ride npon a .-motor cycle to which no side-car is attached and upon which more than two

persons are being carried. ' "This, apparently, implies that two persons may be carried upon a motor cycle to which no side-car is attached,” said Mr Ansell. - .

Position of pillion riders.—No person on a motor cycle without a side-car attached shall be carried in any other position than seated, astride of the machine and facing forward. No person shall operate any motor .vehicle unless an efficient silencer or silencing device is affixed to such vehicle in such manner that the exhaust shall be projected through such silencer or silencing device.

Moreover, “ if any mechanism or device 13 attached enabling the- exhaust to be projected otherwise . than through the aforesaid silencer or silencing device,” a machine may not be operated. Mr Ansell stressed the fact that this regulation was very explicit in that it forbade th e possession of a “ cut out ” in any shape or form. When interviewed, a Dunedin importer of motor cycles said that rests for pillion riders were not fitted as standard equipment, but were imported separately and could be attached at any time. None of the British makes was equipped with cut-outs, but several American machines included the devices in their standard equipment. However, there appeared to be a move in the direction of dispensing with cut-outs, and several of the 1928 model American motor cycles had been found to be without them. He added that cut-outs wer£?of use to drivers in assisting to keep the engines of the motor cycles cool, and in addiim power by removing back pressure from the silencers. It wa s quite possible for any raake of .machine to b e fitted with a cutout; this being done frequently, but he anticipated that, in view of the regulations forbidding the presence of such a device on a machine, dealers and mechanics would advise riders to dispense with

OTAGO MOTOR CLUB. MONTHLY MEETING. The monthly meeting of the Otago Motor Club was held on Tuesdav evening. The president (Mr A. E. Ansell) occupied the chair, and there was a large attendance. CORRESPONDENCE. f^-w eCretary of the Kyeburn School committee wrote complaining about the dangerous speed at which a lot of motorists travelled past the Kyeburn School and the blldge ’. dlsrc garding th e notices asking them to drive slowly.—The Presi asked motorists to be particularly caieful m the locality mentioned. i i c ® mmurdca tion was received from Mr CnnLu Oga "’u C e r k of the Taieri County Coimcil, with reference to Kay’s bridge, Ha A ro ! n Flagstaff to Whare Flat! He stated that the bridge was badlv fK en j ’ y t3e fl °° d in May > 1923 > and the P age r grant ! . ncluded £6OO on a L for L basis for repairs. The bridge had ? ade fi t tn carry the light traffic of the f The . a S» re gation of land in district for the purposes of the city '' ater supply had. practically eliminated all settlement, and the City Council had seriously considered whether an expend) T eOO -° n the bHdge ™ that ii, T -opinion was definitely stated that the road on which the bridge was The a p d ? Ot Safe f ° r motor traffic — lhe President stated that the executive ITHE PETROL TAX.

The question of the allocation- of the petrol tax was referred to by tlm president, who stated that he had had' a-dis-cussion with Mr Downie Stewart and two conferences with Mr Coates A He was certain that the Prime Miniver was very sincere in his wish to do the right thing for the South Island. He would move that the following be forwarded to Coates That the members of the Otago Motor Club record its appreciation of the assurance you have given that the proceeds of the petrol tax will be allocated in such a manner as will conform approximately with the number of vehicles in each island, and respectfully -request that the necessary legislation. giving effect to this assurance be placed on the Statute Book durin* 7 the coming session.” Mr Ansell state/ that the Prime Minister had to contend with difficulties, but from what he knew of Mr Coates there was no doubt that he would carry out his promise. Mr H. Halliday said that altho igh they had a definite promise from Mr Coates they bad not yet obtained what they intended to get—a definite statement on the Statute Book. Mr Coates had been told in no uncertain voice that if legislation

were not placed on the Statute Book before next election a great many motorists who had been Reform supporters might change their opinions. The motion. was agreed to. GENERAL. Forty-seven new members were elected. MOTOR REGULATIONS. At the conclusion of the ordinary business Mp A. I. W. Wood gave an address in explanation of the new motor vehicle regulations which were recently gazetted. His remarks were listened, to attentively, and he was heartily appwguatj when he resumed his seat. With reference to the regulation providing for giving way to traffic on tbe right the President said he thought a mistake had been made in exempting tramcars. He considered that no exemptions should" be made, and moved that a remit be sent from the club to the half-yearly conference of the South Island Motor Union in Christchurch, asking that the Government include tramcars in the regulation. ’ Mr Halliday said he thought that objection should be taken to the regulation relating to a speed limit of 10 miles an hour round corners throughout New Zealand. Mr Passmore expressed the opinion that some action should be taken in regard to sudden dimming. He thought that if the regulation in regard to this matter were enforced it would involve enormous trouble and expense. He suggested that the club that for a certain time it wo *“ d be Pleased to adjust headlights. lhe President said he thought that the only solution in regard to dimming was tor the Government to take the whole matter in hand. If the City Council attended to the matter in town they would probably, find that no action wa s taken in the country. Mr Reid supported Mr Passmore’s su o '- S f St \°P J hat aD ad j"stment of should be arranged on behalf of members of the club.

Mr Wood was accorded a hearty vote of thanks for his address.

SPEEDING MOTORISTS.

Speeding motorists are regarded by county councillors as one of their worst enemies. Their misdeeds were tbe subject of discussion at the meeting of the Bruce County Council last week when Cr Crnrk declared that unless speeding was stopped the council would have to consider the question of employing a nermanent undertaker.

The matter was brought up by Cr Driver who stated that a ratepayer had told him recently that a motor car, travelling at a terrific pace, had run into a mob of cattle which he was driving, and knocked down several animals. His informant was too late to see the front number plate, but when he looked for the rear number plate he found that it was covered by packages and baggage Less than a week later, said Cr Driver, he was told of an exactly similar :ase. A car had run into a mob of sheep and killed a dog. Again the number plate was covered.

That the first step in the prevention of speeding should be the procuring of plainer number plates was the opinion of Cr Sheat, who stated that the present number plates were the greatest insurance motorists had against being caught. Five out of every seven motorists could be prosecuted for speeding, s-ti.l. Cr M’Gregor. The ratepayers had constructed the roads and maintained them largely by direct land tax for a p-'riod of GO years, and now they traversid them at the peril of their lives.

Two councillors complained that they had to travel for some time behind motor buses which would not move to the ; r correct sides to let them pass. The same trouble was experienced with motor lorries.

Cr Bell remarked that he had seen plenty of motor lorries which the average motorist could not catch, let alone pass. The Clerk (Mr L. W. Potter) stated tLat any person had the right to prosecute a motorist who would not allow him to pass.

The council then proceeded to deal with other business.

CYCLING CHAMPIONSHIP.

The 10 mile cycling championship which was decided at the Caledonian Ground on Wednesday evening was won by Rosenbroek, with Hodge and Fogarty close up. There was a fairly large attendance, and great interest was manifested in the race. The following were the starters:— Palmer, Bremford, Templeton, Cooper, Fogarty, Hodge, Lucas, Mussen, Rosenbroek, Simon, Smith, Traill,‘Dillon, anil Ewing.' With 10 laps to be covered, Rosenbroek was in front, and close on his wheel came Palmer, Hodge, Fogarty, and Templeton. Bremford had the bad hick to come down at the end of four or five laps, but was not hurt. With three laps to go Rosenbroek was still in front, with . Hodge, Fogarty, and Templeton hanging on to him. At the finish Rosenbroek, Hodge, and Fogarty were bunched, and Fogarty put in a bold bid for premier place, but Rosenbroek maintained his advantage, and won by a few yards from Hodge; Fogarty close up third. It was a splendid finish, the time being 27min 9sec for the 10 miles. GIRLS ON MOTOR CYCLE. CHRISTCHURCH, March 12. ’ In the Police Court to-day Walter S. Dick was fined 20s for dangerous driving,

and was convicted and ordered to pay costs, for obscuring the number plate of his motor cycle. The prosecuting counsel said: ‘‘Not. content with having one gnl on the carrier, h© had two—a regular harem. His number was obscured by skirts and other impedimenta.”

175 c.c. Class: 1 mile (Alycon) 200 miles (Cotton) .. 76.46 m.p.li. 57.31 m.p.li. 250 c.c. Class: 1 mile (JJLP.) .-. .. 89.36 m.p.li . 500 miles (New Hudson) 68.83 m.p.li. 350 c.c. Class: 1 mile (Cliater Lea) . . 102.24 m.p.li 200 miles (Rex Acme) .. 88.22 m.pdi. 500 miles (F.N.) 74.72 m.p.11. 500 c.c. Class: 1 mile (New Hudson) .. 108.60 m.p.li 200 miles (Guzzi) - .. 80.52 m.p.li. 500 miles (Guzzi) .. 80.52 m.p.li. 750 c.c. Class: •1 mile (New Hudson) .. 111.35 m.p.li. 200 miles (Norton) 91.58 m.p.li • 500 miles (Guzzi) .. 80.52 m.p.li. 1000 c.c. Class: 1 mile (O.E.C.) 120.50 m.p.li. 200 miles (O.E.C.) .. 95.60 m.p.li 500 miles (Guzzi) .. 80.50 m.p.11