RACES AND TRIALS
By C. L. Freeston
Only under the stress of competition are the weak points of a motor-car most strikingly revealed, and, per contra, its strong ones emphasised. Whatever opinions may be held as to the propriety of continuing the Continental races now that cars are capable of tremendous speeds, there is no gainsaying the fact that, without the influence which the early competitions in France exerted upon the public mind, and the lessons learned by makers themselves from the success or non-success of particular vehicles, the industry in France would not have arrived at the position it now holds; nor, for that matter, would the English or German cars have attained their present degree of mechanical excellence.
Even with the aid of racing, however, the development of the motor-car has been a matter of slow growth, and by many new recruits to the pastime it may be learned with surprise that a competition was held in France so long ago as 1894, from Paris to Rouen, when the cars of Panhard et Levassor and Peugeot Freres shared the leading honours, with motors of 312 h.-p. The times are not recorded. It was not until June 1895, however, that the foundation of a series of classic events was laid by a race from Paris to Bordeaux and back, 732 miles, when a 312-h.-p. Panhard et Levassor car accomplished the journey in 48 h. 48 m. at the rate of nearly fifteen miles per hour. The good effects of racing have been abundantly displayed since that memorable event, for even M. Panhard himself was satisfied with the results, and progress might have been stayed for an indefinite period but for the stimulus of competition. The story is vouched for that at a banquet following this event an enthusiastic, yet prescient, speaker expressed the belief that the journey to Bordeaux would eventually be covered not at fifteen, but at fifty, miles an hour. Thereupon M. Panhard leaned over to the chairman, the Baron de Zuylen, and whispered a regret that on such occasions there was 'always one person who made an ass of himself.' Only six years later the course was covered at an even higher rate than was predicted by the after-dinner prophet, and, among others, by Panhard cars, though the founder of the firm unfortunately did not live to witness this startling consummation.
In September 1896, a race was held from Paris to Marseilles and back (1,061 miles), and two 4-h.-p. Panhard cars completed the course at the average speed of 15·65 and 15·55 miles an hour respectively, with four passengers, as against the two of the Bordeaux race. More definite progress, moreover, was soon to be recorded, for on July 24, 1897, a race was run from Paris to Dieppe (106 miles), and was won by a 6-h.-p. Panhard in 4 h. 36 m., or 23·1 miles an hour. On July 7, 1898, an 8-h.-p. Panhard averaged 29 miles an hour in a race of 895 miles from Paris to Amsterdam and back, and by the next year the 12-h.-p. car had appeared upon the scene, the Paris-Bordeaux race being won by a Panhard of that power in 11 h. 43 m. 29 s., or 33·30 miles an hour.
The year 1899 also witnessed the great 'Tour de France,' a race of no less a distance than 1,440 miles, which was won by a 16-h.-p. Panhard, driven by de Knyff in 44 h. 59 m., or 31·9 miles an hour. The interesting fact may here be stated that in every race yet mentioned the first three cars were all Panhards, and the fourth was invariably a Peugeot, up to the 'Tour de France,' when a Bolleé stepped into the place. The Mors vehicle, however, now proved a formidable rival to the Panhard. In the Paris-St. Malo race two 16-h.-p. cars of that make came in first and second, driven by Antony and Levegh, in 7 h. 32 m. and 7 h. 40 m. respectively, over a distance of 226 miles. In the Paris-Ostend race (201 miles) Levegh on a 16-h.-p. Mors, and Girardot on a 23-h.-p. Panhard, made a dead heat of it, their time being 6 h. 11 m., or 3212 miles an hour. Girardot, however, won the Paris-Boulogne race (143 miles) in 4 h. 17 m. 44 s.; Levegh's time was 4 h. 19 m. 20 s., the winner's speed being 3313 miles an hour. A subsequent race from Bordeaux to Bayonne (163 miles) was won by Levegh in 4 h. 24 m.
In 1900 the 'Circuit du Sud-Ouest' race, from Pau over a course of 208 miles, was won by de Knyff, who made the astonishing time of 4 h. 46 m. 57 s., averaging 4312 miles an hour, and being credited on one stage with 34 miles in 3312 minutes. He drove a 16-h.-p. Panhard. No other competitor came anywhere near de Knyffs time; the Comte Bozon de Périgord was second in 5 h. 33 m. 5225s.
The Nice to Marseilles race was won by de Knyff on a Panhard, at an average rate of 36·6 miles per hour for the 125 miles, two other Panhards being close up. Levegh, however, on a Mors, won the La Turbie hill-climbing race (1012 miles) at 33·1 miles per hour, the mile race at 3612 miles per hour, and the flying kilometre at 4612 miles per hour.
Levegh did another remarkable performance in the Bordeaux-Perigueux-Bordeaux race (19512 miles), covering the distance in 4 h. 1 m. 45 s. The first stage of this race (72 miles) was accomplished in 1 h. 24 m. 35 s., equal to 51 miles an hour.
The first race for the Gordon-Bennett or International Cup was run from Paris to Lyons (35334 miles), and France had it all her own way. Charron won in 9 h. 9 m. on a Panhard, his speed averaging 38·45 miles an hour. Girardot was the only other competitor to finish, de Knyff breaking his fourth speed. Winton (America) and Jenatzy (Belgium) abandoned the race.
An exceedingly unfortunate race was that from Paris to Toulouse and back; it was run in three stages during a heat wave, and tyre troubles were numerous. Levegh on his Mors covered the distance of 838·08 miles, excluding controls, in 20 h. 50 m. 9 s., an average of 40 miles an hour. Pinson was second in 22 h. 11 m. 1 s., and Voigt third in 22 h. 11 m. 51 s., each driving a Panhard.
The Pau meeting of 1901 produced a good performance by Maurice Farman, who won the Grand Prix de Pau race (205 miles) in 4 h. 28 m. 20 s. on a 24-h.-p. Panhard, thus averaging 46 miles per hour.
At Nice the Nice-Salon-Nice race (244 miles without controls) was won by Baron Henri de Rothschild (35-h.-p. Mercédès) in 6 h. 45 m. 48 s. In the Coupe de Rothschild flying kilometre, a Serpollet car made the remarkable time of 3545 seconds, or 6223 miles per hour. Four Mercédès cars came next in order, the best time being 4145 seconds. In the La Turbie hill-climb the fastest car was Baron de Rothschild's Mercédès, its time being 18 m. 645 s., or 3118 miles per hour. The Serpollet's time was 24 m. 1135 s.
The Gordon-Bennett and Paris-Bordeaux races were run on the same day, and over the same course, in 1901. In the first-named Girardot won on a 4O-h.-p. Panhard in 8h. 50 m. 59 s., or 37 miles per hour. No one else finished. A much more interesting affair was the Paris-Bordeaux race, which was won by Fournier on a Mors of 60 b.h.-p., in the splendid time of 6 h. 10 m. 44 s., an average of 53 miles an hour. Maurice Farman, on a Panhard, was second in 6 h. 41 m. 15 s.; and Voigt third in 7 h. 15 m. 11 s.
A still greater event was the Paris-Berlin race, which attracted the attention of the entire Continent. Kournier repeated his previous success, winning in the net time of 16 h. 5 m., Girardot being second in 17 h. 7 m., de Knyff third in 17 h. 11 m., and Brasier fourth in 17 h. 42 m. The distance, excluding controls, was 749 miles, Fournier thus averaging 4612 miles an hour over the three days' course.
Of a very different character from these magnificent displays of physical endurance and mechanical speed, but interesting, nevertheless, from many points of view, have been the various trials conducted by the Automobile Club of Great Britain and Ireland. Of necessity they have been tests of efficiency, pure and simple; the Club has never held a road-race of any description, and its only speed tests on the flat have been on a private road in Weibeck Park. Sundry hill-climbing competitions have been held on the public highway, but in cases where a powerful car has been able to exceed the legal limit of speed, such excess has not been officially recorded. The Club has also held petroleum spirit trials, brake trials, and non-stop runs of 100 miles, in addition to the Thousand Miles Trial of 1900 and the 'Glasgow Week' in 1901.
The first important trials of the Club were in connection with the Richmond Show in 1899, when a number of cars competed in the ascent of Petersham Hill, the maximum gradient of which is 1 in 9·43. Few of the cars of that date could do much better than five miles an hour, but the 8-h.-p. Panhard driven by the Hon. C. S. Rolls ascended at 834 miles per hour. It also made a non-stop run of fifty miles on the Oxford Road. Other non-stop journeys were made by a 512-h.-p. Daimler, two Benz cars, a Lanchester phaeton, a Delahaye, a Motor Manufacturing, and a Hercules car respectively.
The great Thousand Miles Trial of 1900 extended from April 23 to May 12. No fewer than sixty-five vehicles started, the majority of which completed the course. The following maintained a speed of not less than the legal limit throughout:—Section I. (Manufacturers):—Gladiator, de Dion and Wolseley voiturettes, Motor Manufacturing Iveagh, 6-h.-p. Daimler, Ariel quadricycle, and Ariel tricycle with trailer. Section II. (Private Owners):— 6-h.-p. Panhard (Mr. T. R. Browne), 8-h.-p. Napier (Mr. E. Kennard), 12-h.-p. Daimler (Hon. J. Scott-Montagu, M.P.), 12-h.-p. Panhard (Hon. C. S. Rolls), and 12-h.-p. Daimler (Mr. J. A. Holder).
In a speed trial at Welbeck Park the following were the best times for the mean of two tests over a mile course: Mr. Rolls's 12-h.-p. Panhard, 37·63 miles per hour; Mr. Kennard's 8-h.-p. Napier, 29·6; Mr. Mark Mayhew's 8-h.-p. Panhard, 29·6; Ariel tricycle with trailer, 29·45; Mr. Holder's Daimler, 26·23.
Four hill-climbing competitions were held during the trial. At Teddington the following ascended at 12 miles per hour or over: Ariel tricyle (Mr. A. J. Wilson), 12-h.p. Panhard (Hon. C. S. Rolls), Ariel quadricycle, Ariel tricycle with trailer, 8-h.-p. Napier (Mr. E. Kennard), and 12-h.-p. Daimler (Mr. J. A. Holder). At the steep portion of Shap Fell the Empress tricycle and Mr. Rolls's Panhard were the most successful. On Dunmail Raise the Napier, Empress tricycle, and Mr. Rolls's Panhard were 'up to the limit,' while on Birkhill the Ariel quadricycle, Ariel tricycle with trailer, Enfield quadricycle, and Mr. Rolls's Panhard achieved the same result. Numerous prizes were awarded at the conclusion of the trials, the gold medal for the best car in any class being bestowed on Mr. Rolls's Panhard.
Less ambitious in respect of distance, but more practical in other ways, were the Glasgow Trials of September 2 to 6, 1901. Every car had an official observer throughout, so that each stoppage was recorded, save those for punctures. The following cars gained the daily maximum possible of 300 marks:—Class A (250l. or under), Argyll voiturette; Class C (350l. to 500l.), 8-h.-p. Arrol-Johnston; Class D (over 500l.), 9-h.-p. Napier. A considerable number of other cars came very near the maximum. In the compulsory hill-climbing trials at Fintry and Gleneagles the highest awards of marks were as follows: Section I., Class A, 7-h.-p. New Orleans, 341 marks; Class B (250l. to 35Ol.), 6-h.-p. M.M.C., 183 marks; Class C, M.C.C. 6-seated car, 321 marks; Class D, 16-h.-p. Milnes, 159 marks. Section II., Mr. William Exe's 7-h.-p. New Orleans, 349 marks. The highest totals in respect of trustworthiness and hill-climbing were as follows: Section I., Class A, 7-h.-p. New Orleans, 1,807 marks; Class B, 6-h.-p. M.M.C., 1,675 5 Class C, M.M.C. car, 1,814; Class D, 16-h.-p. Milnes, 1,657. Section II., Mr. Willam Exe's New Orleans, 1,836.
Other points as to which no marks were published, were taken into consideration by the judges, and the gold medals were awarded to two Wolseley cars, a Locomobile, a 16 h.-p. Milnes, and a 6-h.-p. M.M.C. delivery van.
A petroleum spirit trial was held on April 13, 1901, over a thirty-mile course from Sheen House, on a very unfavourable day for economical consumption. The best record was one of 7·9 pints by a 6-h.-p. New Orleans car, a 7-h.-p. New Orleans coming next with one gallon.
Another consumption trial took place on May 2, 1901, at Dashwood Hill, combined with a hill-climbing trial and a non-stop run of 31 miles each way between London and the foot of the hill. The hill was ascended seven times by each car, these representing a distance of four miles in all and a rise of 1,470 feet. The most economical consumption record was that of a 7-h.-p. New Orleans with 1·03 gallon for the outward journey, ·33 gallon on the hill, and ·875, gallon in returning to town. As regards the ascent, the Hon. J. Scott-Montagu's 24-h.-p. car and Mr. J. R. Hargreaves's 19-h.-p. Daimler were up to the legal limit, while the 7-h.-p. New Orleans did 10·36 miles per hour. Non-stop runs were made on both journeys by the 8-h.-p. Decanville, 7-h.-p. New Orleans, 5-h.-p. Daimler, 5-h.-p. Wolseley, and 3-h.-p. Ariel quadricycle.
Another hill-climbing trial, open to all comers, was held at Dashwood Hill on July 6, 1901. Each vehicle was required to ascend three times, with a full load of passengers weighing not less than 1012 stones each. The following cars ascended up to the legal limit:—50-h.-p. Napier, 16-h.-p. Daimler, and 12-h.-p. Chainless in the petrol-driven class, and the Locomobile and Weston steam-cars also. On the premise, however, that the best vehicle is the one which at the lowest purchase price can convey the greatest number of passengers at the highest speed, the Trials Committee awarded the Chainless the highest marks, a 7-h.-p. Panhard coming second, and a 412-h.-p. Renault third, the times of the latter two being 10 and 6·3 miles per hour respectively. In the steam class the Locomobile was placed first.
Several challenge cups having been offered for motor-cyclists, the Automobile Club has superintended the meetings at which the trophies were competed for. The 'Autocar' cup was won by Machin in 1900 on a 7-h.-p. Aster tricycle, his record being 39 miles 324 yards in the hour. In 1901 the cup was gained by C. Jarrott, on an 8-h.-p. De Dion tricycle, the distance covered being 36 miles 797 yards. The 'Motor Car Journal' cup for touring cycles, handicapped for a five-miles course, was won in 1900 by A. E. J. Steele on a Simpson and Strickland tricycle in 11 m. 225 s. The winner in 1901 was C. Jarrott, on a 234-h.-p. De Dion tricycle, his time being 10 m. 1045 s. A ten-miles handicap for the 'Automotor' cup was secured in 1900 by E. Buck, who won in 14 m. 225 s. Jarrott was the winner in 1901, his time being 14 m. 4745 s. on the 8-h.p. de Dion. A one-mile handicap for motor bicycles, for a cup offered by Mr. Campbell Muir, was won in 1901 by J. Leonard on a 112-h.-p. Werner, in 1 m. 5315 s.
In the quarterly 100 miles competitions initiated in November 1 899, the following cars have made the journey without a stop:—3-h.-p. Benz, 5-h.-p. Daimler, 16-h.-p. Milnes, and 6-h.-p. Simms. A 214-h.-p. Beeston tricycle also made a non-stop run. Trials on which but insignificant stops were recorded were also made by the Motor Manufacturing Iveagh phaeton, 8-h.-p. Napier-Panhard, 6-h.-p. Peugeot, 6-h.-p. Darracq, 5-h.-p. Siréne, 412-h.-p. De Dion, 6-h.-p. Gladiator, and 14-h.-p. Gobron-Brillié.
Lastly, mention must not be omitted of the interesting brake trials at Welbeck Park in January 1902, with the object of providing trustworthy data for the instruction of the Local Government Board, whose chief engineering inspector was present. After systematic experiments, officially timed and measured, the following were found to be the distances within which cars could be brought to a standstill:
From 11 to 14 miles per hour in 145 time the car's length;
From 15 to 17 miles per hour in twice the car's length;
From 18 to 20 miles per hour in 234 times the car's length;
From 20 to 24 miles per hour in 312 times the car's length.