Page 17 Advertisements Column 2

Press, Volume LXXII, Issue 21811, 17 June 1936, Page 17

MOTORING SYDNEY “BULLETIN" TEST of “WILLYS 77” (From the Sydney “Bulletin”) HIGH PERFORMANCE WITH LOW PETROL CONSUMPTION Satisfactory though last year’s model has proved under Australian conditions, the '36 * model Wfllys 77, tested recently over the “Bulletin” course, whilst retaining its individuality, is roomier, smarter in appearance and more flexible to drive than its predecessor. Mechanically a number of Improvements have been made, chiefly with regard to mounting of the engine, more powerful braking equipment, higher compression and new-type'spark control, which in the aggregate have brought the oar into line with the very latest engineering practice. The suspension system has also been modified, the result being enhanced passenger comfort and a definite improvement in roadworthiness. Road performance is comparable with cars of much greater horse-power, a tonring speed of QO ra.p.h. with fully-laden sedan being possible without noticeable fuss or vibration, while in traffic and parking the Willys 77 is as easy to manoeuvre as a oar in the baby class. The L-head four-cylinder engine is now mounted on the chassis on four live rubber supports instead of two, as in last year’s model, thereby improving slow running in top gear and eliminating engine kick at low road speeds. Compression ratio is Increased from 5.1S to 1 to 5.7 to 1. Bore 3Jin. and stroke 4| give a ■wept volume of 134.2 cubic Inches. R.A.C. rating is 15.63 h.p., but 48 b.h.p. is developed at 3200 r.p.m. Clutch pedal, brake pedal and hand-brake lever are mounted independently of the power plant to avoid vibration, being transmitted through the controls to the driver. Side-by-side valves are used, valve guides being removable. Exhaust-valve seating* are hardened steel inserted in the cylinder block. The cylinder block, of grey iron, to cast Integral with the upper half of the crankcase, which is reinforced to provide a solid bousing for the crankshaft. Cylinder heads are detachable. The crankshaft, running on three main bearings, is balanced statically and dynamically. Pistons are cast-iron, with four rings above the gudgeon pin, the bottom slotted ring serving as an oil retainer. Connecting rods are I section, with Babbitt bearings. Fuel is held in a seven-gallon, tank at rear, and fed by means of a mechanical’pump, driven from camshaft, to a special type down-draught carburettor. ~ , The new carburettor is provided with means of adjustment both of main or high-speed jet and idling Jet In order to cope with local atmospheric conditions or to vary road performance as desired. • . . . Inlet and exhaust manifolds form a single casting, thereby providing an efficient hot-spot Immediately above the mixing chamber. A circular mesh-type air-cleaner and silencer of generous dimension is mounted above the carburettor and rigidly stayed to the engine block. Lubrication is full-pressure type, oil being delivered to main, connecting-rod and crankshaft bearings by means of a pomp located in the sum]p and driven by skew gears from the camshaft. Pistons, cylinder walls and gudgeon 81ns are splash lubricated. To ensure a connuous supply of clean oil regardless of sump level the oil intake Is the Willys Float-O type, which moves up or down according to the oil level and draws oil from the centre of supply through a fine-mesh gauze filtering screen. Electrical equipment to six-volt type, ignition being by coll and battery. The distributor has been increased In else, and now incorporates fully automatic advance and retard of spark setting, the vacuum control being actuated by suction from the intake manifold. Maximom automatic advance of ignition point is 28 degrees, and that controlled by vacuum 20 degrees. . _ . . The generator to of the heavy-duty type, driven, together with fan and water impellor, by an endless rubber belt from the flywheel pulley. The starter motor to bolted directly on to the flywheel housing, and to controlled by a foot starter located above the floor level on the engine bulkhead. Transmission is through a’ single-plate drydisc clutch to a three-speed-and-reverse gearbox, with central change-speed lever. Hotchkiss-type final drive to employed, the tubular propeller shaft being fitted with enclosed metal universal Joints at front and rear. USEFUL DATA FROM THE TEST OK WILLYS 77 Accelerated from 0 to 50 n.pJi. in 15 2-5 seconds. Accelerated from 10 to 30 m.pJi. in top in 9 2-5 seconds. Accelerated from 10 to 30 m.pJi. In second in 5 1-5 seconds. Stopped from 25 m.pJb. in 19ft 6in. Maxim uni speed, 7534 m.pJt. Petrol consumption, 37 m.p.g. The rear axle to enclosed in a preesed-steel / banjo-housing. Axles are unit-centre, removable type, semi-floating, running on Timken toper roller bearings. Spiral bevel ring gear and pinion are of nickel alloy steel, final reduction ratio being 4.8 to 1. Braking equipment on all four wheels to the Bendix two-shoe duo-servo type, service and hand brakes operating the same equipment through Independent linkage. Cables to rear shoes are now attached to the underside of the axle. Steering to worm and block, semi-irrever-sible type, with a reduction ratio of 12 to L Turning circle to 34 feet. Chassis to of double drop X-member construction, silent V shackles being fitted to spring anchorages. Semi-elliptic springs of ne>v design are fitted front and rear, to which are attached double-acting hydraulic shock-absorbers. Minimum ground clearance to 7i inches. The bodywork to well finished, and, owing to increased width and length* provides greater comfort than hitherto. Larger instruments are fitted to the dash and accessories include an electric windscreen wiper. The wheels are pressed steel. The car tested was a four-door sedan, driven by B. Smith, speedometer reading 3841 mfleo. Together with driver and observer, the ear weighed 25«ewt. . First impression on driving through city traffic was the remarkable facility with which the car could he handled, owing to splendid top-gear pickup, generous steering leek and powerful brakes. On reaching the open country roads approaching Banlkham mils the ear cruised steadily at 50 mupA. without noticeable fuss. AND CLIMBED ALL MAIN-ROAD httV s IN TOP GEAR ON A VERY SMALL THROTTLE OPENING. Approaching Windsor, speed was reduced to 18 m.p.h., and with the gear lever in neutral a distance of 725 yards was coasted before emulug to a standstill, proof of excellent alignment md freedom of all transmission details. A test of f"** 1 " 1 " 1 " speed was then made over a measured mile with flying start, the mj taken, 47 2-ssec-, giving jmavemge speed of 75.94 m.pJL. AND AT THESE HIGH REVS. the cae held the road well. Turning oil the paved highway at Groce Vale, several miles of unmade dirt road were covered before reaching Hurra Jong. On this section roadworthiness was excellent, and the many short steep grades were climbed wltn ease In top gear. _, _ .. „ On the final steep Bectfcmof * 1-S mileaon Knrrajong Mountain, time from a standing start was 3min 43sec, top and second gears being need throughout. The difficult were negotiated at speed with a PUEASHfO ABSENCE OP SWAYING OE fKTOPINO. Returning via Richmond and Castlereagh, tests were made of d«w running and acceleration to determine the flexibility of the engine. First 350 yards wss covered as slowly as peasibie, followed by 350 yards aroelwated;botl» in top gear without slipping elutch. On we slow running the time, 2mln fisec, averaged 5.7 m.p.h., whilst the accelerated section was clocked in 15 l-Beec. framing the finishing Him at 55 m.pJi. and averaging 47A m.pJL In top gear acceleration from a steady 10 to 30 m.piL occupied 9 2-soee, M ta 30 hr eoeend 5 l-Ssec. WHILE FROM A SJANDSTOX TO 50 M.F.H, WAS CLOCKED IN 15 2-seec. A test of brake efficiency showed that 4ta ear could -be brought to rest froni2s m.pJu inJOf* Bln. Fuel consumed on the test of U8 n£M was 8 gallons 1| pinto, averaging 37 («M ton miles), while the average road speed. Ineluding all tests, was 35.7 npa-s WtondW all-round performance. Notwithstanding the many major improvements, sturdy build and outstanding performance of the new 1936 Model “Wiiivu 77 ” the mice of the 4 door, 6 window Sedan is fixed at the attractive figure of £289 (Main Forte). FfiU JK from The Sooth Motor. Ltd. 145-147 Arm«h Stem* (and at Aaaa. Slaw DunrfW ; Chnrtchurch Motors Ltd- Tuam Street; Farmers’ Garage, Tlmaru; R. D. Sheehan, Ashburton (Ashburton Sales Rep-. C? A hj ; TL Bewton, fcinoqto; T. McCaughan, Akaroa; McOlashanjs - Greymoutll; B#ssett & Patterso ®’ Hokitika; R. Wylde, Runanga; and the West Coast Representative is L H. Balkind.

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