MOTOR AND CYCLING NOTES

Wairarapa Age, 14 December 1920, Page 6

MOTOR AND CYCLING NOTES

The Victavian cadets relay despatch cycle rule finished up on Saturday afternoon, and was a great success, the event was a triumph of youth, for the 240 odd lads who took part in the his undertaking—ranging from .14 to i 7 years of age—put up si performance that is unique in the world. The route almost encircled Victoria, the distance being about I.W) miles. This was divided into 121 relays ranging from 7 to 17 miles, according to the road and conditions. In selecting the route, main thoroughfares were not closely followed; in fact, fully two* thirds of the course was over uninetalled road and tracks, many of the. latter being impassable for any class of vehicle. The object of this was to incorporate as. many cadet areas in the ride as possible. The first pair o! couriers left Melbourne with a morocco satchel (carried over the shoulders) containing a message from Die State Commandant, BrigadierGeneral Brand, C.8., to Senator IVareo, Minister.of Defence. Travelling day and. night, the despatches were handed from relay to relay, travelling to Bairnsdale, then back via South Oippsland. . T.caving Melbourne again, it was carried to Warrnantbool, thence up through Horsham to Kent rig, hack to Bcndigo, then up to Eehuca. and back'through Shepparton to Mel;' bourne, which was reached at 4.22 p.m. on Saturday, flfi hours .17 minutes from the time the despatch was first | handed over, and over six hours ahead of s/hcdule time. All told, with emergencies, over 250 lads took part in the ride, and an average pace of 14 miles an hour was maintained for the whole,

journey. The, event was oi'tfanU'cd lv> (lie military authorities witu a view to stimulating ihe cadet movement, valuable assistance being rendered lev tlio Dunlop h'ubbor Com (/any in carry ino through Ihe big undertaking io :\ successful issue. AI Hw» conclusion of the ride Semi tor I'earce congratulated all concerned on I lie success of tin ride, and eommenled upon Ihe line 'spirit shown by 'the youthl'ul couriers, and the dependability of the bicycle for military work. A medallion commemorative of the event is to lie pre- • seated to each of the couriers l>y the 'Dunlop bubbor Company. Ait Knglish motor cycling expert states that, in his opinion, motor cycle design, as fostered by Ihe recognised forms of so-called, reliability trials, is advancing- altogether on wrong lines. The only really important advantages •possessed by any self-propelled two- ' wheeler are its economy and handiriess. The pr.'iclieal molor cyclist uses a I wo- ' wheeler because of its speed, economy, 'and simplicity. .Moreover, lie uses il in fine or fair weather and over com paratively main roads. Civen a range, ,of speed from ;" to I!.") miles per hour, .simple control is his greatest require•nient. Weight-complication and high i running costs arcjiinsl certainly not wanted. .Yovorlholess, these three qualities are just what Hie modern "go anywhere" machine possesses most. .In price, specificalion, and running costs the modern motor cycle is a positive, anachronism. Its true mission in life has been forgotten, or rather modernised out' of existence. Boasting the advantages of the average four-cylinder car, it presents them to the, rider in such a fearsome and inaccessible form that their benefit has long vanished before the machine gets moving. Improvement after so-called improvement lias resulted in the production of a hybrid creation, which ' onlv a Hercules '-siit ride in any form

of comfort, ami mi expert mechanic can keep on the mad for a reasonable ilium, and a. lunatic can utilise lor serious luisiness purposes. The old single-geared single-cylinder machines of the .15)12 era came nearer ' (lie true idea! of a motor cycle. Pit tod '•willi a good clutch, I hoy were every whii ns tractable in traffic as a modern throe-speeder. Light in weight, they boasted fi .simplicity which now seems a droam. lleasonftbly priced ,!hoy tilled a real need. They offered a form of self propelled looniviotinn which wan j both cheap and otticiriil. Admittedly ' those mounts were not "go anywhere" creations. Anywhere :i normal rider '■ ever wanted or still wants to go, how--1 over, they wont. Admittedly they i boasted no luxuries in the form of. multiplied gearboxes and complicated kick starters. "With their simple pedalling; ! oear and hub dutch, they were nevor- . tholess infinitely easier to start than the majority of present day machines. \ Admittedly they were the reverse of ' ears on two wheels. Electric lighting, interchangeable spare wheels, -wobbly spring frames, wore things unknown in their philosophy. Nevertheless, as popular parlance has if. they delivered the goods. Their lightness and simplicity have enabled fhcni to outlast scores of their present-day protege. They Vivo, done more than many .1020 mounts have done. They have, proved their existence.

A very little would litivo made IliC !!)12 clutch model machine the idonl practical man's motor cyelo. Had'not (lie sidecar tifton such a firm hold on the minds of manufacturers, a genuine '•'mount for the million " would have materialised during the 1013-11 ova. Even yet it is not ioo late lo retrace those fatal steps. Fame and fortune await the European Henry Ford who tackles the question on the correct lines, viz., the combination made up of eluYioncy. fool-proof'ness and low cost. A low-linilf HOO c.c. four-stroke (or nno.c.c. two-stroke) single cylinder would provide the mechanism of the outfit. The light, low-lmilt frame would be fitted with a large diameter countershaft (dutch and all-chain drive. Wheels and tyres would he 28in. x .lin., shielded by Sin. width domed mudguards. Control would he single lever carburetter (via a twist grip) Avith combined foot and hand operated clutch. Finally, the total weight of the outfit would not exceed KiOlh. A mount, to this specification would .fill nl] the needs of 90 per cent, of presentday motor cyclists —as distinguished from motor cycling sportsmen.