MOTOR NOTES

Manawatu Times, Volume 63, Issue 45, 23 February 1938, Page 12

MOTOR NOTES

BUICK, FOR 1938. Buick for 1938 leatures two outstanding engineering developments, with major improvements both in style and mechanical design. First, the neiv “Dynaflask" engine—one of the most important engine developments of tku past ten years —by which power has been substantially increased, and petrol economy bettered without changing the size of the engine, or the bore and stroke. Then, a startling new rear suspension, utilising coil springs, gives new riding and steering qualities in the 1938 models.

There is also a new method of body mounting, by which body bolts are located at the quietest points of the chassis, contributing to riding comfort. These features, together With smart new styling interiors, and a host of minor features such as the new Clutch pedal assist spring, combine to produce a remarkable smoothness of operation and ease of control.

The new engine was possible because of Buick’s valve-in-hcad design. The new design makes use of a special dome-shaped piston, called a “Turbulator" piston, which permits controlled burning of the fuel mixture, and 'the use of a higher compression ratio. In this engine a number of automatic features combine to produce smooth running. Temperatures are 'controlled by an automatic cooling system, and cylinders and valves are individually cooled. Improved automatic starting, automatic choke and spark advance, and automatic idle eoutrol contribute to ease of engine control and operation. Buick for 1938 again features the “Aerobat" carburettor which gives positive fuel feed under all driving, starting and stopping conditions, lii the new, all-coil springing, stout coils of resilient spring steel replace the oldfashioned leaf type rear spring. Through study and determination of both low and high points of road vibration in the chassis, Buick engineers have eliminated drumming sounds in the new bodies. All mechanism is completely enclosed in Buick's sealed chassis . . . running gear, engine, wheel bearings, steering connections, cooling system and powerful hydraulic brakes are all protected from dust, dirt and water. The generator has automatic voltage control, is air-cooled and has extra capacity to take care of the greater electrical loads in modern cars. THE. NEW 1938 DE SOTO. One sees at a glance that the new 1938 Be Soto retains its simplicity of line with smart tlowing curves and contours sweeping from front to back bumper. Its new ‘ ‘ face ’ 1 features a radiator grille made up of horizontal chromium bars, die-cast for added strength. Headlights are cleverly nested in the fenders, getting away from the “hung on” appearance and, scN farther apart than before, also provide better road lighting. The windshield is of the solid type and is deeper than before, giving drivers and front seat passengers 12 per cent, more vision. Overhead traliie lights may be seen clearly without bending over. In both the trunk and luggage compartments, more space has been provided by mounting the spare wheel vertically at the rear of the compartments. Instruments are fully visilble through the new three-spoke, open top steering wheel. Great emphasis has been placed on the legibility of the numerals. A new type of lighting causes the rays to come through the numerals from the back, giving a clearcut silhouette appearance at night. At the same time, the numerals are large and easily visible for daytime driving. Four-wheel hydraulic brakes, used on every De Soto ever built, are 10 per cent, larger this year, and are not only extremely effective from a breaking

standpoint, but allow drivers to get full effects) with a “soft” pedal. Fundamentally, De Soto's high compression economy engine remains unchanged. However, a change in the camsnaft, causing the intake valves to open sooner, gives it new ‘‘lightning fast” pick-up without sacrificing anything in power or economical Operation. The engine is ah L-head, six cylinder engine wit h a compression ratio of 6.5 to 1, developing 93 horsepower at 3600 revolution!) per minute. NfiW E NGLISH BIGHT HORSEPOWER FORD. Light car and enthusiasts have a really pleasant thrill in store for them when they see the new English 8 h.p. Ford. To call it a “small" car would be doing it an injustice, because, for its class, it is exceptionally big and roomy, y6t it possesses those desirable light car advantages of low running cc sts —40 to 45 miles per gallon—and extreme ease of handling. A Willing Performer. This New Ford “Eightss has a graceful, substantial air, and also a full measure oJi power, comfoft and roominess. So quiet, responsive and flexible is the engine that it is difficult to believe that the car has only an 8-horse-power engine. Braking is an outstanding feature. Girling mechanic:*!, full-compensated type brakes assure correct distribution of pressure over all four wheels. In the system employed the pressure of one snoe is transmitted to the other, thus building u j braking force without demanding great effort from the driver. The engine with four-point suspension in live rubber, has several important exclusive features, including a three-bearing counterbalanced crankshaft of specially hard cast steel, and permanently adjusted valves, which need no at tention. It has a cast steel camshaft, silent bakelised timing gear, automatic ignition, downdraught carburettor, mechanical fuel pump and oil-bath ai r-cleaner, an exclusive Ford feature to ensure filtered air to the motor. This new eight-horse-power car is a joint production of the world-famous Ford works, at Dagenham, England, and the New Zealand Ford Factory at Lower Hutt. Both are to be congratulated on the success of their efforts in bringing to the light car owner many of the comfort, style and per formance features that have hitherto been available only in cars of much greater size and cost. Further Sfude baker Details. Since tho publishing of the test report on the 1938 Studebaker (“Times" 16th Feb.) some performance details have been obtained. Acceleration is ail that could be desired by ary one. The car can attain 30 m.p.h. f rom rest in under 7sees., while a “cruising speed" of 50 m.p.h. is attained in ISJ seconds. The brakes on the car can match the acceleration, for, on a dry road, they stopped the car in 31:ft. from 30 m.p.h. and 50ft. from 40 m.p.h. The detailed specification was not available for the car, but further information should be obtained from the local agents, Studebaker Motors (Manawatu) Ltd., King street, Palmerston North. USEFUL SPARE PARTS TROUBLE PRECAUTIONS It is fortunate for the touring motorist that tho Dominion is very well supplied with, efficient service stations. It is still wise, however, to carry certain spares in the car, because it is still possible fer some little thing to hold ono up 20 miles from the nearest town. A delay of this sort is always the more exasperating because it could have been avoided by a little forethought. The question of tyres will always be uppermost in the minds of the majority of motorists. Punctures seem to come in groups. There is always the possibility of one puncture being followed almost immediately by another. As most drivers only carry one spare, the predicament can be a bad one. Useful Ex’ ;ra Tube. Tho driver who carries two spare wheels is well safeguarded against >sucn a happening, but it can hardly be said that two spares are necessary these days. Tyre trouble is so rare, the extra complete spare adds unnecessary weight to a car and, moreover, represents a useful sum of money lying completely idle. It is a wise precaution, however, to carry a spare tube, in a little cloth bag well filled with french chalk, and a pair of tyre levers, so that if a driver is so unlucky as to have two punctures in quick succession, he will not be stranded. An alternative is to carry a rapid vulcanising outfit. Changing a tyre to-day is not a very hard job, the drop cent L-e or wheelbase rim, now universal, making the work quite easy Another thing not to be overlooked is a set of spare bulbs. The large ones used in the headlights are the most likely to give out, and a pair of these should be carried. Should a motofist be caught without spares and the bulbs burn out, he should remember that, if they are of the double filament sort, the chanc 3s are that it is only the “bright" filaments which have gone, and that switching on to “dip" will give him quite a good light, and progress can be obtained quite safely at a reduced speed. But there are certain cars which have a special type of headlamp bulb, in which there is a flange round the base with three holes in it to engage with sprinq-loaded pins in the reflector. Unfortunately, this type of lamp seems to be unavailable in some of the smaller co ilntry towns. So a pair of these in the car may save trouble. Spare Fusos. Perhaps the most important spare is a tin of fuses. These, when Granted, are very badly wanted indeed. The old fuse can be repaired temporarily, of course, by wrapping the tin foil from a packet of cigarettes round it, but such makeshifts are rarely satisfactory and are troublesome to arrange. A very small screwdriver, a roll of adhesive tape, some copper wire, and perhaps some spare tyre valve insides, should complete the list of spares.