MOTORING NOTES

Nelson Evening Mail, Volume LXIX, 29 January 1936, Page 3

MOTORING NOTES

CAR CATEGORIES POPULARITY OF THE SMALLER TYPES (By Gerald Ely, London, for "The Mail”). Despite the reduction in tax which came into operation a year ago, it does not look a* though motorists are going in for bigger cars in the large numbers expected. An analysis of new cars sold between last year’s Motor Show and this year's Show —a period which corresponds roughly to the motoring year—reveals that the cars ol 17 h.p. and upwards which have been sold represent an increase of three per cent, only. Of course it is early days yet to draw definite conclusions from the fact that the motoring population has not taken whole-heartedly to more powerful cars. The great majority have become accustomed during many years to the small British high-efticicncy car forced upon the manufacturers by the high h.p. tax, and it may take time before the habit of buying small cars is overcome. It will, in any event, probably require another substantial reduction in the h.p. tax before large car buying becomes a truly national urge. Meanwhile, the small type of car remains the most popular. The analysis to which I have referred shows that the

"eight” is the category most favoured. Two years ago it was the "ten” that was selling in the largest numbers, but this year somewhat over 77,000 8 li.p. cars have been sold and somewhat - loss than 7(7,000 10 li.p. models. The

“twelves,” which some years ago were the most popular type of family car, have only been sold to the extent ol just under 34,500 models. ECONO.M Y REQUIREMENTS These figures are very instructive, because they show that-most car purchasers still have their choice dominated by the requirements of economy. It may be taken for granted that, all things being equal, motorists would prefer to buy a lngh-powered car to a lowpowered one. The fascination of power is great both in the world of_ affairs and in the sphere of the automobile. But in each case there is a price to pay. As far as motor cars are concerned, the price is not that which is paid for the car itself, but for its operation and maintenance.

Nowadays it is possible to buy big, high-powered cars at much less than BodO. Morris and Ford have respectively “sixes” and “eights” which represent simply marvellous value in their own classes. But there is more to it than initial cost. Petrol consumption is much higher than in the case of a low-powerecl car, more oil is used, there are a- larger number of cylinders to de(••'rhouise, and so on. These large cars also - tek§ up more space, and often you have to pay more for garaging them. All this added expenditure is, ot course, well worth while—but only to those who can afford it.

Judging from the analysis of cars sold during 1935 the great majority of eai* purchasers cannot aliortl as yet the higher costs involved in running a highpowered car. It is to be hoped, tlierclore, that manufacturers will continue to concentrate on low-powered cars without, of course, neglecting Hie higlierpowered models. Cars under 14 h.p. represent'BU per cent, of the total number of private cars sold in this country, and it is obvious that so great and important a market deserves the close and assiduous attention of designers and manufacturers. LIGIITKR CONSTILLiCTION

The majority of these low-powered cars are of British make, and British designers have revealed in the past special abilities in the way of making their care more and more efficient and more and more comfortable. Already they have performed marvels in the way of ensuring a maximum of accommodation on a minimum of wheel-base. Let them now do something to ensure to these smaller cars a higher standard or acceleration. There is nothing more disheartening than to press down the accelerator and fail to secure a lively response in the engine. Small cars ought -surely tu be lull of liie. It seems oulv natural. But most of the ‘small cars which I try in the course of the year are decidedly sluggish when it comes to a rapid getaway. The explanation is that tney are too heavy for 'their size. I have reterred to the fact that the majority of the low powered cars are of British make, it is also accepted that British craftsmanship tends towards solidity. But 1 should like to suggest that with the development of strong, light alloys and new types of light bodywork the time lias conic for a reconsideration of the whole position. I read somewhere the other day that if you compare a 10 li.p. saloon with a 20 n.p. saloon capable ot holding the same number of passengers, it is louiicl that the larger car is only about 30 per cent, heavier than the "smaller one. . This seems all wrong, and the investigation of the position should be pursued without delay. Naturally the poult will be made by manufacturers that the light alloys referred, to are expensive and that weight-reduction of small cars can only he achieved by price increase. My reply to that is that few purchasers ot small cars will object to .paying two or three pounds more for their car if it is lighter and has greater accelerative power. In any event those who pay more tor their cars- will abundantly recoup themselves bv the greater economy m; fuel, which must result, and the smaller maintenance bills due to the reduction ol load ou the engine. As a beginning manufacturers might.produce de luxe models which are ’lighter than the standard models. At present the average de luxe version of ally make is not much moic than an affair of better upholstery and a few more “gadgets.” Lot tnc makers give us tie luxe models winch also represent u definite accretion of luxuiy, not only in the bodywork, but in the chassis. TWO- TYPES

It might he a sound policy lor manufacturers to eiuuiiite the railway coinpanics in the provision of first-class ami third-class travel as iar as models lmttketeil are tomenied. The standard model would be in the third class, am the uc Juxe model in file iirsl class, and the difference in cost would he in torrespondent c. it might also lie a gooil thing at Iho same time lor the manufacturers to reduce the number oi dd-l..>--ul models which they now oiler. 1 lie wide range of different models, with ilinei'ent engine sizes, ollcrctl by some of the big liuimifaclurei's is amazing. Hut. here I ain po-ssiblv on less ceitain ground, for 1 know that the manufacturers must cast a wide net it they are to compete success! ullv with then fellows and that it might be bail lor them to concentrate on lens and Twelves when Eights are all the rage. It is an immense task to keep a big motor manufucturv going throughout the year, and it only becomes possible by means of the widest appeal to all motoring tastes. Moreover, the tendency to multiply models is probably less wasteful than is generally imagined. Basically. ten or twelve different models may represent only two or three main groups of components. The (inferences as between model and model arc olten more apparent than real. One interesting change in the motor industry may be mentioned in connection

witli the efforts of manufacturers to keep their factories going all the year round. Statistics recently issued show that carbuyirug is no longer a seasonal matter. People are buying cars all the year round now instead of in the spring. The makers have fostered this tendency by announcing new models at intervals instead of keeping to one programme usually made public in (lie summer or autumn. Motorists, puzzled in any event about the chronology of the matter — when is a new model not a new model? —just buy tlie car they fancy at whatever time of tlie year they fancy.