LIGHT CAR DESIGN

Press, Volume LXV, Issue 19675, 19 July 1929, Page 7

LIGHT CAR DESIGN

DECADE OF PROGRESS. IMPROVEMENT SINCE WAR. To say that since the war light ear design has progressed would merely be making an obvious statement, but to endeavour to find out by exactly how far it. has progressed might provide a rather interesting investigation. There are few newcomers to motoring who can remember offhand exactly what 1919 light cars looked like, while even to the many people who owned vehicles at that date the enormous, but gradual change in appearance and general performance is not instantly apparent. It cannot be said that there is any vast alteration in frame shape, states "Light Car and Cycleear," although quar-ter-elliptic springing, which was rather a common feature on models just after the war, has given place in a very large number of cases to semi-elliptics, while the three-quarter elliptic spring is now obsolete. It cannot even be said that light ears have increased very substantially in size, although the average wheelbase, which in 1919 was Bft 3in, is now some sin or 6in longer. The track has hardly increased at all; nevertheless, we instinctively regard the modern light car as being larger than its predecessor of a decade ago. It* is interesting to note that whereas in 1019 semi-elliptic front springs were practically unknown, nowadays only one or two light ears are marketed without them. Their adoption was, of course, the direct outcome of the introduction of front-wheel brakes. The high-pressure 710 mm. by 90 mm. tyre reigned supreme just after the war; now manufacturers invariably fit 27in by 4.4 in low-press-ure tyres or those of approximately the same size. The Modern Engine. On lifting the bonnet of the presentday light car, the owner will see a neat piece of workmanship which, on further investigation, will prove to be a four-cylinder engine or possibly a "six"; more than likely it will have overhead valves operated either by pushrod or camshaft, and the valve mechanism is certain to be hidden by a neat oil-tight cover. { There may be no visible induction pipe, the carburettor being bolted straight on to the cylinder block, while a detachable cylinder head will be a sine qua non—all of which tend to make repairs and overhauls as simple as possible. With regard to the electrical equipment, in the majority of cases a neater type of magneto will be found, whereas a starter motor and dynamo will be housed snugly out of harm's way. A fan will probably be missing, because without it most modern light car engines run quite cool. Ten years ago things were rather different. There were as many cars on the market without four-cylinder engines as with; single, three, and even five-cylinder engines were not unknown, but, strangely enough, nothing had ever been seen of the IJ-litre six-cylinder engine. In several cases the engine was air-cooled, and if it were water-cooled it would be very unlikely indeed to find a pump. The unit of this date bristled with odd attachments, so that the whole engine gave the appearance of having several of its essential features stuck on in odd places after it had been designed. If an electric starter were employed it was mentioned in the specification with pride. Carrying his observations farther to the rear," the present-day owner will be almost certain to find that the clutch is of the plate t#pe: 10 years ago cone clutches were as common as plate clutches. Three-speed gearboxes, which were in the vast majority, are now found on only half the light car products of to-day, showing that, in spite of extra cost, the four-speed box is in some quarters considered almost a necessity. The average top-gear ratio has come down from 4.4 to 5.1 to 1. This, coupled with the fact that the 1929 light car is much faster than its predecessors, provides striking evidenoe that the modern engine will turn over at a very much higher number of r.p.m. When Saloons Were TJnkno'wn. It is interesting to note that in 1919 77 per cent, of the cars were shaftdriven, the rest having either chain or friction types of transmission. There are now "only two light cars on the British market, and still being produced, which are chain-driven. The difference that has come over body-work construction during the past 10 years is fairly apparent when one glances through a back number of "The Light Car and Cycleear." Peculiar little high two-seater bodies with their scuttles tapering rapidly down to small, low radiators were typical of cars of that date. Tbi ll ? looking tyres. light front axles, and the exclusive use of rear-wheel brakes gave the front of the car a distinctly flimsy appearance. .... The four-seater saloon body which is so common these days was almost tinknown, the only form of closed car specified being the coupe. All-weather equipment was in its infancy, and — except in one or two cases—its erection was a tedious and long-drawn-out business; in spite of the commonness of tyre trouble, spare wheels were not always quoted. Of the fabric body nothing had been heard. Two important points m which light cars now differ are weight and price. The average weight, which ten years ago was half a ton, has now increased to lo cwt.. while the average price for a light car just after the war w*s nearly £4OO. Prices have now dropped to such an extent that many P 0 ?" 1 * 1 * models can be obtained at under £l5O. To the old hand the improvement in performance of the modern lightj car is very apparent. Speed, road-holding capabilities, steering, comfort, general reliability, and braking are among the long list of improvements attained and maintained through the experience and nntiring efforts of men who are continually aiming at perfection. In conclusion, the part which racing and competition work generally have plaved in the steady progression of light car design should be emphasised. Important innovations like front-wheel brakes were tested out first of all on the racing track, and although thev were more or less bound to come, it is ve,rr doubtful whether their efficiency'and reliability would be so great if the lessons taught by touring cars alone had been relied upon to stimulate their adoption and gradual perfection. , Light cars of vesterdav differ also from those of to-day in another important respect, namely, the use or improved metals. Parts which J r . a °- tured in the old davs are now being made smaller yet are absolutely dependable.

Blacksmiths and wheelwrights : throughout the countrv are finding a revival in their trades,'as more waggon are iif use and local builders are going ; to blacksmiths for wrought iron ana j other materials.