The amateur who is not a pretty good mechanic and who wishes to tour without the assistance of an expert will do well to use the single-cylinder motor; he will have trouble enough with that without seeking further complications by the adoption of multiple cylinders.
It is quite practicable to attain speeds of from twenty to thirty miles per hour with a single-cylinder motor, but for bad roads and hilly countries a low gear with a maximum of twenty to twenty-five miles per hour is better. The average for the day will be higher because better speed is maintained through heavy roads and on up grades.
So far as resiliency is concerned, there is no comparison between the French double-tube tire and the heavy American single tube, —the former is far ahead, and is, of course, easily repaired on the road, but it does not seem to stand the severe wear of American roads, and it is very easily punctured. Our highways both in and out of cities are filled with things that cut, and bristle with wire-nails. The heavy American single-tube tire holds out quite well; it gets many deep cuts and takes nails like a pin-cushion, but comparatively few go through. The weight of the tire makes it rather hard riding, very hard, indeed, as compared with a fine Michelin.
There are many devices for carrying luggage, but for getting a good deal into a small compass there is nothing equal to a big Scotch hold-all. It is waterproof to begin with, and holds more than a small steamer-trunk. It can be strapped in or under the machine anywhere. Trunks and hat-boxes may remain with the express companies, always within a few hours' call.
What to wear is something of a problem. In late autumn and winter fur is absolutely essential to comfort. Even at fifteen or twenty miles an hour the wind is penetrating and goes through everything but the closest of fur. For women, fur or leather-lined coats are comfortable even when the weather seems still quite warm.
Leather coats are a great protection against both cold and dust. Unhappily, most people who have no machines of their own, when invited to ride, have nothing fit to wear; they dress too thinly, wear hats that blow off, and they altogether are, and look, quite unhappy—to the great discomfort of those with them. It is not a bad plan to have available one or two good warm coats for the benefit of guests, and always carry water-proof coats and lap-covers. In emergency, thin black oil-cloth, purchasable at any country store, makes a good water-proof covering.
Whoever is running a machine must be prepared for emergencies, for at any moment it may be necessary to get underneath.
The man who is going to master his own machine must expect to get dirty; dust, oil, and grime plentifully distributed,—but dirt is picturesque, even if objectionable. Character is expressed in dirt; the bright and shining school-boy face is devoid of interest, an artificial product, quite unnatural; the smutty street urchin is an actor on life's stage, every daub, spot, and line an essential part of his make-up.
The spic and span may go well with a coach and four, but not with the automobile. Imagine an engineer driving his locomotive in blue coat, yellow waistcoat, and ruffles,—quite as appropriate as a fastidious dress on the automobile.
People are not yet quite accustomed to the grime of automobiling; they tolerate the dust of the golf links, the dirt of base-ball and cricket, the mud of foot-ball, and would ridicule the man who failed to dress appropriately for those games, but the mechanic's blouse or leather coat of automobiling, the gloves saturated with oil—these are comparatively unfamiliar sights; hence men are seen starting off for a hard run in ducks and serges, sacks, cutaways, even frocks, and hats of all styles; give a farmer a silk hat and patent leather boots to wear while threshing, and he would match them.