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MOTOR RACING
Trophy Race
The Empire
Captain G. 2. T. Eyston won the British Racing Drivers' Club race for the British Empire Trophy at Brooklands an Saturday at speed: of 80,81 miles an hour in his super-charged 6-cylinder 1.0870.-M. G. Magnette, receiv- ing Snun, 20sec. start, He com- 'pleted the full distance of 300 miles in 3 hours 58min., 38sec., beating Whitney W. Straight's super-charged 8-cylinder 2.992.c. Maserati at scratch by 1min. 41sec. Another scratch ear. A. H. L. Eccles's super-charged B-cylin der 2.263c.c. Bugatti, was third. 2min 39sec. behind Straight-
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A tragedy marted this other- wise very successful meeting. for J. Houldsworth, one of the com- petitors, had an accident at the 'Members' Bildge double "snake" bend after completing 31 laps of the 100 circuits. He died later in Weybridge Cottage Hospital. It Ls difficult to state, the cause of the accident. Houldsworth ap-." proached the bend at about 80 miles an hour and. after Eraking and negotiating one of the bends, his car skidded as it was coming struck out of the second bend. 'one of the bales of straw mark- ing the course, which overturned the car as it attempted to travel up the steep banking behind the Members' Hill. Houldsworth Stuck to the steering wheel, but the car rolled ever sideways twice. fracturing his skull. The ambu- Tance quickly lock him to Wey- bridge Cottage Hospital, his wife accompanying him there. Hould- smorth had driven more laps on the course in practice for this race than any other competitor It was his first, appearance as a cacing driver at Brooklands. He had, however, competed in several. motor races at Donnington "Park. near Derby, during the past 18 months
The day began with the unvetl- Ing by Lord Howe (in his racing overalls, as president of the B.- R.D.C., of a bronze plaque erected In the paddock at Brooklands to them memory of the late Sir Henry Birkin. To do him hon- our in the cradle of British motor racing," said Lord Howe, "and no better comrade or stouter fellow ever lived to handle a steering wheel,"
Lord Howe's Accident Lord Howe had a narrow escape in the race, as coming through the two open "snake". bends on the Railway Straight a lump on the track caused his foot to leave the brake pedal and drop on the accelerator. This he managed to correct, but shifting of his foot involuntarily from the brake to the accelerator pedal, so that the sudden acceleration caused the car to skid, travelling backwards over the grass and through the fence separating the course from the Southern Railway Company's embankment. Little damage was done to the car and Lord Howe was unhurt. Eyston's steady driv- ing won him the race. There were 38 starters, but only 10 cars com- pleted the full distance of 100 laps The Amir Abdullah of Trans;ordan opened the" course by being driven round the track by Sir Malcolm Campbell through all the bends and turns. followed
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by his suite in other cars. He himself started the race by dis- "patching the 15 cars receiving
long handicaps.
گرام
The first part of the race, deve loped into a struggle between W G. Everitt in a supercharged M.G. Midget and F.Dixon, driving a non-supercharted Riley Nine. Dixon had the better of it, and he actually retained the lead in the race for more than 10 laps before he was passed by Straight after Dixon had come into the
and ples to
make some refuel
Al- mechancial adjustments, though Dixon continued after- wards, the time spent put him Among the too far behind.
the scratch cars Straight and Hon. B. E. Lewis started off at a very fast pace, averaging respec- tively 02, 78 and 90.44 miles an hour for the five laps: In the meanwhile A. R. Samuel's super- charged M. G. Midget retired after Ave laps with a cracked back axle casing. Houldsworth, on his Bu- gatti, then was "leading Class "E" (under 2,000 e.c.) cars, having completed seven
laps to the
scratch car's five. Ey'sion was the leader of "Class "G" (pinder 1,100 cc and held this position throughout the whole race as well as winning the Arst prize. Dizon and Horton, besides being first and second at the period in the race, were also the lenders of Class "P" (under 1,500 e:c.) and Class "H" under 750 c.c.) cars respectively.
1:00 The pace was becoming .much for many of the competi
tors and visits to the pits 'became frequent, Some of the scratch cars had to reduce their speed, and both Straight and Lewis slowed down to about 89 and 87 miles an hour respectively. Ey- ston kept up his steady 81 miles an hour lap after lap. After 50 laps, half of the full distance, the position in the race was Dixon, leading the field on his Riley, about 2 laps ahead of R. T. Hor- ton (M. G. Midget) (S) 'second, Eyston third six laps behind), Straight fourth (6 laps behind), C. 8. Stanitarid's Bugatti ffth (seven laps behind), Lewis sixth eight laps behind), R. Gibson's Magnette seventh (nine laps be- hind), N. Black's Magnette eighth (9 laps behind). Lord Howe's Masserati ninth (10 laps behind). J. Cobb's Alfa-Romeo tenth 110 laps behind), and A. HL. Eccles's Bugatti eleventh (11 laps behind the leading car).
Small Cars In Trouble
The small cars had a good deal" of trouble from oiling up plugs due to excessive braking and ac- celeration which the race de- manded surging the oil in the Also silencers came crankcases.
which adrify or were burnt out,
This caused delay for repairs. cause practically put Sir Her bert, Austin's supercharged Austin Seven out of the running for the 750 cc. class prize, combined with a brake pedal which would keep turning on the cross-bar and so required constant adjustment- Hall's M.G. Midget also had its silencer to refix, while T. E, Rose- Richard's Bugatti developed a petrol leak which eventually
Broken caused him to retire.
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HONG KONG DAILY PRESS, TUESDAY, JULY 17, 1934.
MOTOR JOTTINGS
OPEN CAR PROTECTION
Points Which Greatly
Driving Comfort
"A wind in the face makes a man wise." It is an old French saying not an old Spanish cus- tam. This might be held to be a powerful argument in favour of he open eer, how that wisdom on modern crowded roads is so essential; but, this article" is not so much concerned with the age- open v. closed ear controversy as with the design of the modern modern open car.
Certainly a wind in the face la better than a pain in the neck. There is a tremendous exhilara- tion about a strong wind, whet- her on a high clin or in a fast car, and therein lies much of the lure of speed. Yat, unfortunately, on the road the wind is frequent- ly laden with dust, and in any case 15 50 powerful at high speed that goggles become destr- "able to protect the eyes if the windscreen is lowered. Further-
• more, at very high speed the rush of air becomes tiring owing to the intolerable strain of pre- senting one's head against it, so that a pain in the neck is caused.
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This has led designers of rac- ing can to use wind scoops, to deflect the main rush of air along the bonnet and scuttle over the driver's head. I well remember. when first riding a racing motor cycle on the track how the added height of an A.C.U. crash helmet caused one's head to be forced back and back at speeds of over 80 m.p.h. whenever one lifted it from the "flat-out" position.
But when I entered a small French racing car in one of the B.R.D.C. 500-Miles Races I had not learnt wisdom, for, the car had no screen and no wind scoop, and as it happened it rained that
year.
All the water, especially from passing cars. was thrown straight on to my visor. Instead of passing over head,
making
vision pracially impossible, and I feel certain that inck of "at- tention to this small point lost the car at least a place at the finish of the race. For subsequent events a scoop was fitted, and the difference in driving comfort, and in the visibility in rain, was enor-
mons.
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From Racing Practice
The designer of the modern sports car has seen these' sccopa on racing machines, and, ke the stoneguard, has adopted the Ating for ordinary usage. Bul. in many cases he has merely up- swept the scuttle and left it at that, finding, incidentally, that an dashboard became enormous available for huge instruments.
It is often forgotten, however, that the object of a wind scoop is not merely to form a projection on the scuttle seriously limiting vision. The angle of a defector Scoop is most important. The need not be very high, not neces- sarily above a driver's chest, but It should be at such an angle that if produced it would just pass over his head. The lack of scientific attention to this detail is shown by the fact that no some modern cars the scoop is verti cal, or even in the worst cases bends back towards the fronti In any case an ar scoop does not fully come into action till the air speed rises to at least 80 - « 'p.b.
crankshafts, connecting-rods, and crankcases were other causes of retirement.
Straight had to come into the pits at halfpast 3 in order to change his rear tyres and refilled his pétrol tank while this was being done. At 5 o'clock, aller completing 78 laps, Straight, led the field, having completed this number of three-mile "circuits at an average speed of. B8.38 miles an hour. Dixon lay second, hav- ing completed 77 laps, at an aver- age speed of 77.89 miles an hour, Eyston was third with 74 laps at 80.41, and A. H. L. Eccles.arth, with 73 lape at an average speed . of 82.32 miles an hour. Ten cir- cults later,
great excite amid ment, Straight had again to come in in order to change the rear tyres again and adjust the super- charger; iron also had a long stop at the piz and so Byston was left with the lead at 90 lage.. and this, he héta until the end, although Straight' made a splen- did effort to overtake him and talled only but about two miles after a fine race.
Not everyone, too, will perhaps be as tall as the designer, and the fact that the average female Is shorter than the gallant male is often overlooked.
Now it is not unknown for a girl passenger to be carried in a. sports car, or even to drive the " same, but on nearly every 1934 car with sports' bodywork, she ands herself immured in her seat, her von bounded by a. large, dancing dashboard, and her unhappy fate.
To be imprisoned in the view... » less winds,
And blown with restless violet- ce round about
The pendent world:""
The diftulty could be solved, if scoops one must have on cars not capable of more than 65-70 m.ph.. by the use of small aero screens (detachable) mounted on low shields behind the main screen, which themselves could be used as deflectors. Many high- performance cars now have this Atting
Driver Close to Screen So much for the wind scoop. which obviously is of use only. when the screen is lowered... The screen itself, however, is usually the pricipal wind deflector, and -its position relative to the dri- ver is of paramount importance. Fortunately, this point is better realised by designers, yet even so it cannot be stressed too highly that the closer the screen to the driver the better protection. It will affordand moreover, the better will be the vision when the glass is wet.
The other day I was returning from the south coast in an open sports car, and no sooner had I started than it began to rain, gently at first, then harder and
harder. I was in rather a hurry. and the car was unfamiliar, hav- ing a very neat disappearing hood Bo folded Away in its locker. long as I kept up a reasonable speed the screen caught all the rain and fung it over my head, and actually when I arrived in London-it was still raining-only the top of my head was wet and not a drop had fallen on my shoulders.
Not all have screens as emicient
as that one, nor in all cases is It possible. for the screen to be brought back to its proper posi- Ron, owing to the shortress 4 the steering pblumn. The old vertical screens have fortunately disappeared, however, with their ability to case excessive back- draught and their habit of re- flecting back dazzling lights from an overtaking car into the dri ver's cyes.
The best type of screen from the point of view of protection is probably V-shaped and heavily raked, but carries with it the dis advantages, Arst, of a central pil- lar obstructing vision, and se- condly, the fact that when the screen is wet it is difficult to see, through the opposite panel, "set" at an angle.
There is much to be said on either side for the single-panel or the double-panel screen. The latter needs a rubber or other joint between its panels, again obstructing vision, but can be opened in fog.or light drizzle and still affords a measure of protec- tion. The single-panel screen, on the other hand gives a clear and unobstructed view, and has a neater appearance, so that the tendency has lately been for its adoption. It should certainly be made, however, so that it will open (and stay open, even in a wind) if necessary, as well as de- ing capable of being folded, flat- in the popular fashion,
The modern tonneau cover has been greatly improved, It is now the fashion, and very excel- lent it is, to fit a cover which ex- tends not only over the rear seats, but also, if desired, over the front seats, and this front extension is. divided into two parts, so that by means of a zip fastener either both seats may be enclosed or the passenger's seat only.
When it is raining, or the wind is cold,, and the driver is alone in the car, the erection of the cover over the other seat affords con- áiderable protection, but one point may be noted, that ga some cars rain may collect on the rear ton- neau cover and drain down the driver's back, which is most un
Improve
pleasant. This depends upon the height of the seat backs and the. support at the edge of the cover. It is a great convenience, if the car is being left for a short period, only, and slight showers are post
sible, to have a tonneau cover to protect the whole car, but here again some support, such as a webbing strap, for the centre of the cover is desirable, or the for- mation of a heavy pool of water Enay cause the material to sag and lose its shape for evermore.
Another fashion, adopted from racing car practice is the cuta- way for the driver's elbow, often used now on the passenger's side also. This is all very well in or- der to provide more roam in the car, and also to create
& more comfortable driving, position, but many 1934 cars have this excel- lent idea carried to excess, and -the body side become so shallow
at no protection at all is pro- vided, and the passenger feels as though he or she is in grave dan- ger of falling out.
Also, when the cutaway is low, rain can penetrate the outside aleeves of the car's occupants in no time; one 1934 model at least is greatly to be commended in the tting of a hinged flap which can be folded down into the door poc- ket and thus give an excellent cutaway, or erected and give, full protection from the body sides. Another expedient is a small fab- ric sidescreen, which just fits in to the cutaway.
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With frames underslung the rear, rear seats have been dropped lower, and the adoption of the two-door body has enabled them, to be brought, in many cases, within the wheelbase. The open car shows every sign of re- turning to popularity, and if de- siguers will pay more attention to detail it will gain even more adherents.-B.T
MOVIES FOR MOTORISTS World's First Parking Cinema
The world's first automobile parking cinema has recently been opened at Camden. New Jersey. The idea of this theatre is that motorists drive, in, park their cars and view the cinema performance while seated in their Own Cars, The Inventor of this scheme is Mr. R. M. Hollingshead, and the Arst cinema has fullt to the designs of the architect, Mr. Ho- ward E. Hall. It is claimed that this claema is a success, and that a profit of £100 to £200 per week can be earned.
The advantage appear to be numerous" In consideration of a parking fee for entrance charge) one can drive right in and enjoy an evening's entertainment with- Qut fearing the car. It is sald that parents with small children (and it is estimated that these are 40 per cent. of the public) ern, by this scheme, take their children with them, and if the children tire. can let them go to sleep in comfort. attend in informal dress. They can drop into this cinema cn their way back from the beach. golf links, and so on, as the pri- vacy of their own car makes this possible. Invalids can be taken to see the show, even if they are cripples.
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Patrons can
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1,600 People on 8 Hamps The technical details which have made this cinema a sucçess are as follows:-
The cinema is situated in the country on a plot of ground" of 250,000 square feet, area, and has accommodation for 400 cars. AI- lowance is made for cars entering or leaving. On the basis of four persons to a car the cinema can accommodate. 1,600 people at one time. The accommodation is arranged in eight ramps. The first ramp is 9 inches in height, the second 14 inches. the third 19 inches, and so op. The front wheels of the cars are, parked at the extreme front of each row,
The theatre has a screen stage 149 feet long, 35 feet wide, and 60 feet high.
The screen is 60 feet by 30 feet. It is said that the acoustics are perfect. Echoes
or hollowness often found indoors and due to poor acoustics arę im. possible. The sound does not penetrate through the windows of the
car. but enters through the top, which apparently acts as a perfect sound diaphragm. The sound beams have been so adjusted that the volume is the same whether directed to the front row (or ramp)) or to the rear row.
The projection is handled trum a projection booth which is 180 feet from the stage This throws pictures of an approximate size of 28 feet by 39 feet. On account" of sight lines the floor is sunk 2 feet 5 inches below land. Pro- Jection is at an angle of B-de- grees" up "Instead of down as" in the ordinary cinemas. The field Is Uluminated by floodlighting.
On
the
an
The constructional side of this theatre consists of the stage, the projection booth. the entrance. and the ramps. The outstanding fact is that a theatre of this nature cuts down building costs tremendously. It can provide as much accommodation as the usual theatre. All technical dian- culties have been overcome with ane important exception, it can only operate at night-time.
Proŝts as Against Ordinary Theatre financial aide estimated profit comparison is made between a 1.200 seat indoor theatre and contrasted with an outdoor theatre of equal capacity. These Agurës are based on matinee and evening performan- ces of.. an indoor theatre- against the evening performan- ces only of the outdoor. An in- four door theatre costs about times as much to build as one of the outdoor type. The out- door theatre takings are four times greater than the indoor, although they only last for six months as against the twelve months of the Indoor. Percent- age of profit is estimated at 13 per cent. on the indoor invest- ment, and 88 per cent. on the outdoor.
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Full Range of Spares carried in Hong Kong and Shanghai,
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30 Cwt to 10 Ton Loads
20 to 70 Passengers
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Pioneer Building, Nathan Road, Kowloon.
TEL. 56752.
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AS
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