MOTOR AND CYCLE NOTES.

Wanganui Herald, Volume LIII, Issue 15972, 14 November 1919, Page 6

MOTOR AND CYCLE NOTES.

INTERESTING JOTTINGS.

MOTOR-CYCLE AND SIDE-CAR COMBINATION. By “CLUTCH.” For several years past we have been told that the motor-cycle and side-car combination will be superseded in some way. Several types of vehicles have been named as its possible successor. Now, it is thought that a light car with three or four wheels will eventually take its place. It is pointed out that the majority of side-car combinations nowadays are always used as three-wheelers, that is to say, that once the side-car is attached, the mo-tor-cycle is rarely used after as a solo machine. The sidecar has led to the production and development of a very powerful type of motor-cycle, too heavy and cumbersome and unnecessarily powerful for solo use, except by the strongest and tallest' type of riders ; if some class of three-wheeled vehicle is desired, it may be considered better in every way to employ one built up on a single chassis, following rather car practice than motor-cycle construction. No doubt there is a coming demand for a light run-about car, not only with a low initial cost-, but also a machine that can be operated cheaply. At the same time it is not to be thought that the side-car combination will disappear; in fact, the indications are that it will become even more popular. With the undoubted expansion of motoring, which will continue as conditions become normal, it will be found that each type of vehicle will be nsed in steadily growing numbers, and many will prefer the motor-cycle and side-car, especially those of the younger generation. One important factor that will keep the side-car combination popular is that the machine is more easily stored than a car; another point, and one that affects the man of moderate means is that the up-keep of the tlireeof the three-wheeler is lower, and that the cost of operation is smaller. fore, if the light car is to wholly supersede the motor-cycle and sidecar, it must approximate the combination machine in running costs, even though it might reasonably have a higher initial value, and is worth paying for, as the user of the car has a far more comfortable seat—drier, warmer, safer. MOTORS IN AMERICA. The United States, with less than sis per cent, of the world’s area and about five per cent, of its population, has ever six million passenger automobiles iit use, more tliß.ii 85 per cent, of 3.11 the automobiles in the world. THE MOTOR SCOOTER. The motor “scooter” appears likely to come inti popular favour, at least iu England, some authorities holding th ;■ view that it may ere long be a greater favourite than the motor-cycle. It i? certainly a useful and usable little machine, ivith an advantage over motorcycles in that it is less dangerous to fall from, the running boards on which vou stand being only a few inches from the oTouud. The small wheels and consequent lisrht tyre bills will commend it to many. Very heavy mileages to the gallon of benzine are reported and, sneaking generally, the economy of this chine-driven big brother of the schoolboys’ “scooter” should make a definite appeal to the very many people who at present motor not at all. LORRY ELE.CTRIC STARTER. The electric starting appliance which has proved such a boon and comfort to the motorist is denied the lorry driver This does not seem fair, tor it a man on pleasure bent is so equipped. surely the man who is delivering goods should be equally well treated. The reason for not putting the electric self-starter on the lorry is the question of cost. From the owner’s viewpoint, however, we are not sure that this is an economy. We nave frequently seen a lorry stationary for ten minutes, and the engine going merrily all the time. As mining that this occuxts ,or.ly times during the day of seven hours, that means fifty minutes day, and for the week of five days 250 minutes, or 4 hours 10 minutes, and for a 50week year you get the total of 200 hours 40 minutes. You can work out for yourself whnt it cost you in fuel, lubrication, and wear, and then you will be able to see whetlier the extra initial outlay entailed by a self-starter is worth while. We don’ doubt what the conclusion will be. The lorry driver’s duties are heavy, and naturally he is going to save himself as ranch as possible. When considering questions of economy you must always take into consideration that very disvrbing factor, the human element. A tired man won’t stop the engine, and re-crank her, he lets her spin. A UNIVERSAL TIP. Cranking the engine with the ignition switched off hardly sounds a promising method of getting started, but it is, as a matter of fact, an invaluable process more often than not. If an engine refuses to start for no apparent reason when magneto, sparking-plug, and carburettor all seem 0.K., swith off the

ignition, open the throttle wide, and then 'give the engine a few hefty turns. With the ignition then switched on and the throttle returned to normal starting position the next swing will effect a start in a surprisingly large number of cases. It is a very simple tip, and because it is so simple it is worth trying on an obstinate engine before the usual examination of carburettor and magneto is made. TO CLEAN SPARK PLUGS. An excellent method of cleaning spark plugs, or, in fact, any mica surface, is to wash them first in a 10 per cent, eolation of acetic acid, which is an infallible solvent of grease and carbon deposits. The plugs should then be washed off and finally dried by rubbing them with a cloth. BLOW HOLE LEAKS. A blow hole (sand pocket) in a cylinder wall will cause a great deal of annoyance before the trouble is located. The cooling system will overheat repeatedly, although you are doing none of the things .which ordinarily cause an engine to overheat. So if you are troubled with overheating and cannot locate any other cause, see if there is not a slight leak from the cylinder to water jacket. BRAKE SQUEAKS. Chronic squeaking in the braking system is generally due to dirt that has been imbedded in the lining and is pressed against the drum when the brakes are operated. Usually this dirt may be washed out with kerosene, but if it is so firmly entrenched that it refuses to come out with this treatment, a little resin mixed with castor oil and applied to the bands will cure the trouble.