FLEXIBLE MOTOR-CAR BODIES.

Press, Volume LIX, Issue 17940, 7 December 1923, Page 5

FLEXIBLE MOTOR-CAR BODIES.

\ FACTOR IN SILENT RUNNING

At the invitation of the Rotux Motor ! Accessories Company or Wiliesden, who J hold the patent rights for this country, j v.e had an opportunity recently to j examine and test the Weymann svs- j tem of lx)dy construction (says the j "'Field - ';. Tlib basic idea in it J is tho provision of a body so j flexible to any strain or twist affectnig the, chassis that no creak or i squeal; can develop. Additional at- : tractions are a great reduction of j weight and an exterior finish which is j practically immune to the deteriorar- j tion which attends all motor bodies that are not nursed and coddled. First j let it be explained that flexibility in I this instance simply -amounts t-o a dis- | tortion just sufficient to enable the j structure to accommodate to the flexion j of the chassis frame. When one is | travelling in the car the actual distortion is unnoticed, tho only distinguishable effects being its results. These, wo may say, include an unusual degree of silence when travelling over uneven ground—in our case deliberately chosen to compel frame distortion, and certainly involving extras ordinary spring stresses —a silence in a small covered car which is not sinpassed by any large car in which we have ever travelled. Tho model which wo tested was a small Talbot with saloon body, and our speed was quite as fast as we would care to admit j under cross-examination. Probably j some of the easy riding was attributable to the Talbot springing, but this Weymann type of body undoubtedly ij as comfortable as the rigid type, quite apart from the remarkable absence of drumming or other body noise, which in itself is no small comfort at times. The saving hi weight amounts to about one-third in the case of a saloon, and there is, we believe, a sub- j stantial' economy in price. The body consists of a wooden framework over which a stout pegamoid is stretched and upholstered, conforming in appearance to the usual panelling —the roof and dashcowl being also covered. The interior is finished just as in the case of a rigid body, with deep squabs and back cushions covered in cloth, and the interior finish is quite handsome and in no way distinguishable from that of an orthodox body. The door and window fastenings are special and extremely good, and io is evident that one of the chief advantages of the Weymann body is that the doors will never stick, nor yet fail to close and femaih closed. The mere substitution of a pegamoid cloth for metal panelling, however, is not the entire scheme. The wood frame is the basis, in that each joint is constructed with eithef ail' sp&6e between the flat surfaces si> that there cannot- be any fractional contact to cause squeak or creak, or else an insertion of specialfakric whicliincludes any rattle when movement occurs. There are no glued joints in the whole affair, screwed iron angle pieces being the supports where tongued joints would occur in the ordinary body to secure rigidity. " Combined with this is a system of semi-pneumatic headings on the doors which make them weather and draught-proof while ensuring a snug fit and no rattle. The seats are not attached to this body but to the chassis frame, so that the body only has its own weight to carry, and therefore is not subject to much stress. _ That it will last we had evidence in a. Hrnnber saloon on which the Weymann body was two years old and still remained in prime condition. The manufacturing point that appeals to us in this device is the facility it provides foe quantity production •without deterioration of finish —no Waiting for paint and varnish to dry, no highly skilled workman to hurry or train, a framework that can be produced largely by wood-working machine tools, screwed _ together by ordinary carpenters Or joiners if necessary, and furnished, by men or women upholsterers in a fractional part of the time that a metal panelled body call be turned out. Another is that m case or an accident and damage to ■ the body, the damaged panel can be replaced in a few hours and tho car put on the road with no evidence of the mishap. For the motorist, however, its main appeal will be its silence, comfort, light weight and economy in price. We feel sure this type of body will attract a very large amount of attention at the Olympin, Show, and w.? would advise "yield" readers to take an opportunity to test its features. We can safely promise thej bo surprised. SIX CYLINDERS OR FOUR? THE WORK-A-DAY- CAR. A reader wishes to know whether 1 six-cylinder engine? are wanted •on what he terms "'work-a-day" cars 'writes Capt. de Normanville in the "Daily Chronicle"). My first thought was to review the tendencies at the Paris salon. But having done so, I tincl they still "leave me guessing.'' I The point is still left unsettled. Our notions of a "work-'a-day" car trill vary a good deal. And whether our bank balance is normally put down in black or red figures, also control tho situation! Personally, if finance was not to be a tactor, I should prefer the good sixcylindei job every tiinc_, "whether it \Yas for luxury touring or for the "work-a-V l . ob 01 getting to the office. But n 1 in a regular Oliver Twist so far j cis motor-cars concj^rn^d, | . A Good "Six" Preferred. |

I know a wealthy man with several cars who could drive up to the Citv ?» 6 u y w ay l v 1 su P er luxury of a Rolls Hove© limousine. He is actually driven up in a Ford sedan! He keeps his expensive car for longer trips*. E 'ru' , there is method in his madness, ihe little car can get about in the dense traffic more quickly than a bij, car and it gets him there every * o im n b " ] l6 'f .«> wealthy that there think of appearances! corr ® s Ponc'.ent has at any fate" thh >. sjlar€s ttf> view t^lat Kg/ to nr. e,Sj preferabl ° That irritating cough can a ew <i ro P 3 °f i.v \ •) t ?^ £eu op- lump sugar. (Jet to-night. Sixty %e 3 Is