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 ther 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 Frères shared the leading honours, with motors of 3 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 31-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

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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 Bollée 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 12-h.-p. Panhard, made a dead heat of it, their time being 6 h. 11 m., or 32 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 33 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 43 miles an hour, and being credited on one stage with 34 miles in 33 minutes. He drove a 16-h.-p.

Panhard. No other competitor came anywhere near de Knyff's time; the Comte Bozon de Périgord was second in 5 h. 33 m. 52% s.

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 (10 miles) at 33.1 miles per hour, the mile race at 36 miles per hour, and the flying kilometre at 46 miles per hour.

Levegh did another remarkable performance in the BordeauxPérigueux-Bordeaux race (195 miles), covering the distance in 4 h. I 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.

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. I 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 35 seconds, or 62 miles per hour. Four Mercédès cars came next in order, the best time being 41 seconds. In the La Turbie hill-climb the fastest car was Baron de Rothschild's Mercédès, its time being 18 m. 6 s., or 31 miles per hour. The Serpollet's time was 24 m. 119 s.

The Paris-Bordeaux race 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. Fournier 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 463 miles an hour over the three days' course.

At the Nice meeting in April, 1902, the fastest time in the La Turbie Hill Climb was made by Mr. Stead on a 40 h.-p. Mercédès,

the course of 15 kilometres being covered in a thick fog in 16 m. 37 s. M. Serpollet covered the flying kilometre on the promenade in 29 s., or at the rate of over 75 miles an hour.

An Alcohol race over the Circuit du Nord was brought off on May 15 and 16, the course being 572 miles. The winner was Maurice Farman on a 35 h.-p. Panhard, his time being 12 h. 2 m. I s., or 474 miles per hour. Marcellin on a 20 h.-p. Darracq was second, with an average of 412 miles per hour.

The greatest road race yet run, namely, that from Paris to Vienna, took place on June 26-28, the total course being 6151 miles. Out of 137 starters 80 reached Vienna. In the heavy car class the winner was H. Farman on a 70 h.-p. Panhard, his time being 16 h. 0 m. 30 s., or 387 miles an hour. In the light car class, however, Marcel Renault finished in 15 h. 47 m. 431 s.

The Circuit des Ardennes Race on July 31, over a 318 miles course, produced a fine race which was won by C. Jarrott on a 70 h.-p. Panhard in 5 h. 53 m. 39 s., or 54 miles an hour; Gabriel being second on a 70 h.-p. Mors in 6 h. 2 m. 25 s., or 53 miles an hour.

A record was set up on the Dourdan route by Augières, on a Mors, of 46 s. for the flying mile, or 78.21 miles an hour.

At the Nice week' of 1903 Braun, with a 60 h.-p. Mercédès, covered the standing mile in 1 m. 372 s., or 57 miles an hour. The Rothschild Cup No. 1. was won by M. Serpollet in 29 m. 19 s. for the flying kilometre, or 7675 miles an hour. Hieronymus, on a 60 h.-p. Mercédès, won the Rothschild Cup No 2. in 31 m. 76 s., or 70.35 miles an hour.

On May 21 was started the first stage of the Paris-Madrid race, from Versailles to Bordeaux. The best times were as follows: Gabriel (70 h.-p. Mors), 5 h. 13 m. 31 s.; Louis Renault (Renault), 5 h. 39 m. 59 s. ; Salleron (70 h.-p. Mors), 5 h. 46 m. 1 s. ; Jarrott (45 h.-p. Diétrich), 5 h. 51 m. 55 s.; Warden (60 h.-p. Mercédès), 5 h. 56 m. 30 s. Gabriel's average pace was 65 miles an hour, although he had to pass nearly 80 other cars. Owing to the number of accidents the race was not continued to Madrid.

The Circuit des Ardennes race on June 22 and 23 was run over a course of 315 miles. Baron Pierre de Crawhez, on a 70 h.-p. Panhard, was first in 5 h. 52 m. 7 s., or 53 miles an hour, Girardot being second on a 'C.G.V.' in 6 h. 12 m. 11 s., and Baron de Brou third on a De Dietrich in 6 h. 24 m.

At the Nice week of 1904 the two Rothschild Cups were won by Rigolly on a 112 h.-p. Gobron-Brillié in 24 s. and 238 s. respectively for the flying kilometre.

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 Welbeck 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 8 miles per hour. non-stop run of fifty miles on the Oxford Road. journeys were made by a 51-h.-p. Daimler, two Benz cars, a Lanchester phaeton, a Delahaye, a Motor Manufacturing, and a Hercules car respectively.

It also made a
Other non-stop

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. B. 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, 3763 miles per hour; Mr. Kennard's 8-h.-p. Napier, 296; 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 Taddington the following ascended at 12 miles per hour or over: