ON TWO WHEELS

Sun (Auckland), Volume 1, Issue 91, 8 July 1927, Page 23 (Supplement)

ON TWO WHEELS

Motor Cycling To-Day

Romance of Development “Poor Man’s Auto”

The motor-cycle section of Olympia will afford an opportunity to both motor-cyclist and intending motor-cyclist of spending a few hours of interesting and instructive inspection of the display of sectional models and working parts, together with over 35 models of popular makes, the total value of which is in the vicinity of £3,000. The growth of the motor-cycle indus" try has been enormous during the past few years, and, while it has not been as spectacular as that of the automobile business, it has reached proportions not generally realised except by those in the trade or the veteran riders. At a conservative estimate, nearly 30,000 motor-cycles are in service in New Zealand, and the demand is increasing as the advantages and economy of this efficient motor-vehicle are being better realised.

The motor-cycle has been aptly termed the “poor man’s automobile,” and to one fully familiar with selfpropelled vehicles this term is no misnomer. The modern machine, with its ease of control, its reliability, its power and speed, will carry one or two passengers more economically than any other method of transportation. Fitted with a sidecar attachment, it becomes a practical vehicle for general use, as the body may be suited for passenger or commercial service.

The development of the motorbicycle dates back further than that of the motor-car, and it was demonstrated to be a practical conveyance over 40 years ago, though it is only within the past 15 years that this single-track vehicle has attracted the attention its merits deserve.

As early as 1885 Gottlieb Daimler, who constructed the first practical high-speed internal combustion engine, obtained a patent on a two-wheel vehicle. This, while not beautiful in outline, was a practical motorpropelled conveyance, and may justly be regarded as the forerunner of the modern motor-cycle. In fact, in general arrangement of parts, this pioneer design is not unlike the modern product. Although the wheels were placed rather close together, the motor placing was intelligently thought out, and was so installed that the centre of gravity was brought closer to the ground than in many of the machines which succeeded it.

In , 1889 the first twin cylinder machine was patented, but the cylinders were only inclined 15 degrees.

Two-speed gears were brought out on a few machines about 1903, but evidently did not meet with the success they deserved, as gears were not universally used until about 1910. Another feature of interest is that twistgrip control, so popular to-day, Was first fitted by Indian in 1901. Magnetos were being used about 1906, thus doing away with the unreliable battery and coil ignition.

The earlier types of motor-cycles were fitted with motors of li-h.p., and a machine with a motor rated at 2Jh.p. was considered more powerful than was necessary. It was not considered a serious disadvantage if one was forced to assist the motor up a steep hill by vigorous pedalling. However, a demand set in fox' more powerful motors, and frames had to be

strengthened accordingly. Machines were divided into heavyweight and light-weight classes, and we find to-day classes of motors rated from lj-h.p. to 12-h.p. The l|-h.p. models will go anywhere, being assisted by the use of gears. Frame design has not altered greatly, as many manufacturers still retain the diamond pattern frame, which was adapted from bicycle practice in the early period. The only other frame is the duplex cradle design, in which the engine and gearbox are mounted between the frame tubes, instead of being bolted into and forming part of the frame. The duplex design will eventually be used on most medium and heavy-weight machines.

Engine design progressed rather slowly until after the war. Since then engines improved rapidly. Power and speed were increased by the use of overhead valves, and studied design of intake and exhaust parts. The amazing speed of over 100 miles per hour has been recorded by a machine rated at 22-h.p., while the 8-h.p. “twins” are credited with speeds of over 120 miles per hour. Apparently the 22-h.p. is a more efficient or highly developed type than any other, as the speed attained by the bigger machines is not in proportion to the power developed.

The most recent line of research has been in the direction of silence, and most manufacturers are now concentrating on the problem of silencing the engine without curtailing the power output.

The modern motor-cycle is a marvel of engineering skill, and has many fundamental advantages to commend it. It has the speed and radius of action of the most powerfixl motorcar, with a lower cost of upkeep than any vehicle of equal capacity. As constructed at present, it is not only low in first cost, but its simplicity makes it an ideal mount for all desiring motoi' transportation at little expense. Its mechanism, control, and repair are readily understood by any person of average intelligence. Not only is the motor-cycle popular for pleasure purposes, but it is applied to many industrial and commercial devices.

RACING HISTORY

A few words of retrospect may interest the many who are not familiar with the history of the T.T. The first T.T. l'aces were held as far back as 1907.

Motor-cj'cles and l'acing were then a very different proposition to what they are to-day. Mechanical reliability, now practically taken for granted, was still a questionable factor and many of the refinements of pres-ent-day motor-cycles were then unthought of.

One can confidently say., that besides providing a sporting contest of unparalleled interest, the T.T. has done more than any event to improve motorcycles. The races provide a supreme test, not only of speed, but of safety, reliability, ease of control, and of all those attributes which go to the making of the ideal motor-cycle. The Tourist trophy, presented by a pioneer enthusiast, the Marquis de Mouzilly St. Mars, was first won in 1907 by C. R. Collier, on a 3J Matchless.

The machines were divided into single and multi-cylinder classes and were required to cover 100 and 80 miles to the gallon of benzine respectively.

In 1909 limit of speed by benzine consumption was abandoned, and the event became for the first time a race pure and simple. In this year pedalling gear was barred for the first time.

Very important changes were made in 1912, the good effect of the T.T. struggle on engine design was clearly demonstrated in that, in this year’s event, single and twin machines were placed on an equality, i.e., 350 c.c. for junior engines, and 500 c.c. for senioi\ The 1913 l'aces were notable for their extraordinarily close finishes. In the senior event T. Wood, on a Scott, beat A. R. Abbot (Rudge) by only five seconds.

The first post-war T.T. in 1920 aroused great interest, although lingering war-time difficulties entailed a smaller entry. The senior race was won by T. C. de la Hay on a Sunbeam. ” George Dance established a lap record at a speed of 55.62 miles an hour. The junior race was won in a dramatic fashion by C. Williams on an A.J.S., which after consistent running throughout the race broke down some three miles from the finish, and the rider himself pi'opelled it by “footslogging” and other means to the end of the course and received a great ovation when he crossed the finishingline in an exhausted condition. Since then, motor-cycle design has taken rapid strides, as the speeds attained. A lightweight class has been added for 2J h.p. machines, which have proved their capability by maintaining an average speed of over 63 m.p.h. fox' this strenuous course.

SEA FREIGHT ON CARS

NEW ZEALAND HANDICAPPED One of the handicaps suffered by British cars in the New Zealand market is the high cost of sea transport. Investigation of the matter shews that Australia enjoys much better freights than New Zealand, the difference being far greater than could be justified by the extra distance. The reason may be greater competition in shipping to the Commonwealth or better bargaining-power by Australian importers, but whatever it is it will offer no comfort either to British car manufacturers or to New Zealand importers. THE CHARGES COMPARED The following figures give an exact comparison. They were compiled by a London firm of foreign carriers, and include the cost (doubtless their charges) for packing and loading: New Australia. Zealand. £ s. d. £ s. d. Austin, 12 h.p 32 0 0 44 3 6 Austin, 20 h.p 51 0 0 68 12 0 Morris - Cowley, 4seater 26 17 6 37 2 6 Moi'ris - Oxford, 4seater 29 2 6 40 0 0 Standard, 14 h.p. .. 34 12 6 48 0 0 Vauxhall, 14-40 h.p. 36 17 6 51 15 0 Seeing that packing and loading charges are the same in each case, the differences must be charged to sea freight, and it is difficult to understand why they should be so great. When Mr. Scott, president of the New Zealand Association of British Manufacturers, was in England recently he investigated the position and found that although there were scores of idle steamers in the Clyde ready to accept chai'ters, they could not attempt to compete with shipping combines in the New Zealand trade because they had no chance of obtaining back-loading. FREIGHT RATES FROM NEW YORK A comparison cannot be made with freight rates from New York to New Zealand, seeing that cost of packing and loading is not usually included, but the actual freight from New York to main ports of New Zealand is about £ 3 a ton measurement, which makes the chai'ge for such cars as Buiek Six £27. The average on cars that con-, pare with Austin 20 h.p. is in the vicinity of £24. It would thus appear that while American cars enjoy the advantage of a shorter journey, they have an added advantage on account of excessive sea freights from Britain swelling the overhead on British cars.

“The shipping companies are doing their best to wipe out the advantage of preference granted to British cars by the New Zealand tariff,” one man remarked.

It is to the .credit of the British motor industry that, in spite of high freights, its cars are making rapid headway in the Dominion market. The British delegation is inquiring into the particular motor needs of the Dominion and in consequence improvements may be looked for. But apart from technical matters, price will always be a great factor, and every means of cheapening British cars calls for attention. It is considei'ed the freight question can be tackled only by the respective Governments. The present policy of the shipping companies is not helping to stimulate the British motor industry.

TAKING DELIVERY

ADVICE FOR PURCHASERS The problem of selecting the type and make of car having been settled, attention must be given to points arising out of taking delivery. The car ordered, the buyer has to decide whether he will make a journey to the agency to collect it, or instruct the agent with whom he placed the order to drive it to his home. Those who have had sufficient driving experience of cars are advised to adopt the former course, for they will then be able to satisfy themselves that the car will be properly “run in.” The correct course is to notify the agent of this when placing the order. The car will have to be licensed before collection, and for this purpose certain particulars, such as engine and chassis numbers, will be required; the agent will usually attend to the registration, and affix the registration numbers on the car. FIRST CARE It should be specially remembered, however, that a brand new car wants particularly careful handling during the first miles of its running in period, and a purchaser with little driving experience would be well advised to commission his agent to deliver it to his home. Where a novice is forced to make his own arrangements with regard to fetching a car from the dealer’s premises, it is a good plan to enlist the services of an experienced friend, so that the owner may familiarise hiimself with the car on quiet roads.

Before actually taking delivery, however, make sure that everything is in perfect order, and that no item in the specification has been omitted. It occasionally happens that, due to an oversight, the tool kit is not complete, an accessory is missing, or. perhaps, a slight fault has been overlooked. If discovered at the outset, such matters can be easily rectified.

Prior to setting out, make sure that there is enough petrol in the tank, and above all, that the engine has plenty of oil. A shortage of petrol will soon be discovered, but a shortage of oil may not become obvious until serious harm has been done to the engine.

Dui'ing the first 500 miles of the life of a car it is important that it should be treated sympathetically, and it is unwise to drive at a speed exceeding 25 m.p.h. If the owner exercises a little care in this respect he will be amply repaid by the subsequent good behaviour of the car.

BRITISH CARS IN NEW ZEALAND

At a time when the question of the suitability of Bi'itish cars for colonial conditions is so much in the mind of motorists, it is interesting to read what an Englishman, now resident in New Zealand, thinks of the problem.

Writing from the Auckland Province, to an English motor journal, he says:

“As an amateur driver-mechanic with 20 years’ experience of cars and motorcycles, I can say emphatically that the British vehicle is undoubtedly suitable for colonial roads. Roads in New Zealand are certainly a bit rough in parts, and this is where the reliable, solidlyconstructed machine of British manufacture excels.

“Improvements to the main highways are being rapidly carried out, and in a short time even the low-powered car will negotiate these on top. During the war many motor traders favoured foreign cars because the manufacturers had a highly organised sales department, attractive literature for propaganda, lai’ge stocks of spare parts, and tremendous advertising facilities.

With the release of British activities after the war, however, manufacturers

of British cars have been enabled to devote more effort to this side of the business, with the result that their cars have become better known and more sales have been made.

“The cars themselves, however, are quite all right. I contend that it would be useless expenditure to alter car designs. What we require is simply better facilities for buying. I have seen a little two-cylinder .Towett and a Morris-Cowley get through to impossible places. So why say that foreign cars are the only ones suited for our conditions. Austins. Cowleys, Standards, and others can go anywhere in New Zealand.

“British manufacturers shbuld cooperate to secure a reduction in shipping freights, reduction in marine insurance premiums, regular supplies of cars and spare parts, a freehold property in one of our lai'ge centres in New Zealand to establish a wholesale distributing house for all makes of British cars, maintain a selling staff, to appoint agents and generally supervise the market. New Zealand capital could probably be introduced into such a scheme, and British car manufacturers would hold the bulk of shares.

“We are a long way off the saturation point yet. British manufacturers could dominate this market, because

we New Zealanders realise where our dairy products find a market. “If British industry had confidence iu Australia and New Zealand, millions of pounds would circulate within the Empire, thus helping to solve some of our economic problems.”