MOTOR AND CYCLE.

Star (Christchurch), Issue 1123, 17 December 1914, Page 3

MOTOR AND CYCLE.

ON TRACK AND ROAD.

ALL THE WORLD OYER.

(By SPARK.)

FIXTURE& . ,_., Jwnary 1 and 3—N.C.M.C.C. Solubility Trials. January 10—Run to Wailtuku Beach. January 23~-N.C.M,C.C. Beach Races. January 24—Afternoon to Stewart's Gully. February 20—W.C.M.C.C. Beach Baces.

An interesting run was held last Sunday afternoon bv some twenty-nve members of the P.M'.C, who journeyed to Mount Pleasant. Several rnerut>ers took the Sum nor trnm as far as_ the quarry and walked up to the tea kiosk The distance from the foot to the top is about three miles, and it is one of the best graded hills in the Dominion, having a grade of 1 in 12. After tea the party walked to the summit, from which a fine view of telton, the bays and the Waiinakariri Beach was obtained.

Motor-cyclists seemed to have had a bad day at the New Brighton Beach races last Saturday—one rider on a twin burst part of his cylinders; another rider's tank burst, letting the oil out. Both these accidents happened before the race. Another rider bad trouble with a tappet, and had to retire after covering twelve miles.

It was rather disappointing to see that the N.C.M.C.C. had to put off *be amateur race on Saturday for want of support. No doubt most riders cannot afford to ride their own machines in beach races, as the sand plays havoc with them. As one rider stated the other day, "You should see a machine .-.fter it ha-s had a season's racing, you would not get £2O for it."

A war tax, equal to a penny a gallon, has been imposed on all petrol usf-d in the Unitpd States. Considering that over a million cars are on the roads in tho States, a huge sum will accrue from this tax, but considering the difference in th-3 price of motor spirit in that country and this, the American motorist has little cause for complaint; for petrol only costs him about half what it does in Australia.

A report from Belgium by the correspondent of an English motor trade journal, tells of a most extraordinary use of a motor hood. It seems that a British patrol succeeded in capturing n German tour'ng car in which two officers were cealxxl. The motor had broken down and one of the patrol noticed a wire connection to the frame work of the raised top. Following the nhf he pulled from under the seat a telephone receiver, and holding it to his ear, was dumbfounded when _\e could plainly hear a message, coming from nowhore in particular. The lop skeleton formrd the receiving wires of a wi-eless telephone stat'on. and the message came from the nearest headquarters of the nrmy corps to which il* officers belonged.

Although we in this country are receiving but scanty official reports as to the progress of the war, those that have come to hand bear testimony to the excellent work that is being done by the British volunteer motorcyclists in the arduous task of despatch riding. So valuable have these young soldiers proved in maintaining constant communication along the huge front of the Allies in Northern France, that we learn arrangements are in hand for largely increasing their numbers, a new corps cf motorcycle despatch riders, having a know-

ledge of the French language, being in course of formation under the control of J. W. Stock, a well-known English motori t. Although, as will readily be realised, many of the despatch riders have had no previous military experience, it is gratifying to read that those already at the Front are not only carrying out their duties to tho satisfaction of the military authorities, but that they arc showing great dash and bravery while travelling through districts infested by the enemy. There is no doubt that for despatch riding work in country where good roads abound, the motor-cycle is unapproachable, its great speed, coupled with tho faot that it needs only a single track, rendering it peculiarly well adapted for I tho purpose. Furthermore, the riders of such machines are generally of a class that enjoy a little " sport," and we are glad to find that their ardour appears to be iu no way damped even when tho "sport" is coupled with the possibility or an encounter with the armed outposts of the enemy. • » The following tip for cutting down tyre expenditure may be of interest, especially in these "hard" times:—The average rider generally has a collection of old covers which are .hore do combat, but which he does not feel i justified in scrapping. I beg to offer i further occupation for these old war- . riors. Cut off the beads and place ! one in position over a deflated tyre (this is best done by some long instrument, such as a car tyre lever or the like); inflate the tyre, and the old cover will be held firmly in position. 1 have run one now for over 500 miles without it showing tho slightest tendency to creep or work out of line, and from its appearance there is every probability of its doing another 300 or 400 miles. I may say that it does not chafe the under cover in the least, and at the same time it practically eliminates the risk of punctures. • » After every thousand miles it is a good plan to clean out the crank case, and the best method of doing this is to remove the drain tap in the crank | case while the engine is still warmThen remove the oil pipe. When most of the dirty oil has drained off, replace the drain plug and inject about a cupful of paraffin through the oil union ; a small squirt should be used for this purpose. Close up the oil union and revolve the engine smartly by hand or foot for a short time, and drain the ! crank case once again. New. replace the drain tap and oil union and pump ■ in three or four charges of oil and,the I operation is complete. V Two small tips will enable the rider who has recently made tho transition from belt to chain drive to obtain the best results from his new mount. The first is to ease the pick-up of his engine whenever possible. In 'driving a belt-driver one feels a certain pounding and labouring either in getting the engine to pick up after an acute corner, or in coaxing it to accelerate on a stiffish gradient.. On a chain-driver these sensations are exaggerated to an absolute "snatch." The makers of some three-speeded chain drivers implore their customers to change on to second gear under such circumstances, whereas with a be't-dn'ver one would only shut off a little aid or retard the ignition a trifle. Personally, I should not change dowm save under exceptional circumstances. " If the snatch struck me as genuinely excessive, 1 ; should dismount, and adjust th. .--Hitch I on the soft side. Under ordinary cir- j cumstances I should slip the clutch a little till the engine picked up. If a stiffish grade followed a sharp corner, or if the gradient were such that a belt-driver of similar horse-power would n-sed much coaxing to hold on to top I should emphatically change The results of abuse are seric.i.s. The engine takes the first strains, a.i'd there is no belt slip to ease its bearings; bad driving will, therefore, produce worn big end bushes in a very short distance. If the engine is really substantial it will pass the. strains on to ■ the transmission ; then the weakest points in the chains will commence to give, and the pitch will suffer, or the soring link will weaken and finally snap. Therefore never let your engine "■ snatch!" Either (a) adjust the clutch less tightly, (b) slip the clutch a little in picking tip, or (c) change to a lower gear.