BRITISH PRESTIGE

Southland Times, Issue 21264, 10 December 1930, Page 23

BRITISH PRESTIGE

WHAT IT MEANS IN MOTORS. ENGINEERING ACCLAIMED BY WORLD. The remarkabic achievements of the "Golden Arrow” and the engineering supremacy which made it possible for this giant machine to develop 2000 horse-power and secure the much-coveted world’s record, have thrown the spotlight on English car production, and have demonstrated to a rather astonished world that in engineering, and particularly in motor engineering, England still stands supreme. Those of us who have followed closely the development of car production in various countries in this age of motordom, are not surprised, for we know that English engineers have been responsible for many of the major improvements of the last 20 years, and that they too have played no small part in the motor industry, of other countries. The English car is only now coming into its own in New Zealand, but the writer predicts that the day is not far (listant when England will have gained her rightful place in our car market. Many unwarranted misconceptions have existed —and some still exist—regarding the suitability of English cars for New Zealand conditions. It is an unfortunate fact that the public are often more ready to listen to parrot cries, than to judge for themselves on the facts, which is one of the reasons why elections arc often won on slogans. It has been said time and time again that England’s horse-power tax makes it impossible for her to give us the highpowered cars which the motorists of New Zealand desire, but the truth is that it has enabled her to give us something better, a highly scientific engine, which in proportion to its size, develops greater horse-power than that of any other country. The high taxation of the motorist for the building of roads has turned attention to economy in car running, and has opened the way for clearly demonstrating English superiority. The object of this article is to give something of the story of the development of the English car, to show how methods there arc altering, how English cars have been modified to suit conditions here, and to touch briefly on a fact too little realized, that England has always had top place in the production of scientifically correct motor engines, a fact which the presence in New Zealand of the "Golden Arrow” will drive home more forcibly than can any words of mine. Brute Force v. Science. It is a little difficult to translate the many technicalities of the motor world into . simple language that can be appreciated by everyone, but crudely stated the position is that motor engines are really of two types, the low efficiency engine, and the high efficiency engine. Into each type comes dozens of different graduations, for various modifications of design naturally increase or decrease the actual efficiency of cither .type. America has pinned its faith to the low efficiency engine, while England and the Continent have always specialized on the high-ef£icieucy engine. The analogy between brute force and science is I think a fair one, and not necessarily derogatory of the low efficiency engine, which has, as everyone connected with motoring knows, given remarkable satisfaction in many different countries. The fact remains that the low efficiency engine is a heavy engine, which in proportion to its weight, develops much less power than does the high efficiency one. When we remember that a bicycle, weighing only a few pounds, will carry one heavy person, it seems rather absurd that our car, which has to carry front two to four persons, must needs weigh a ton or thereabouts. This aspect of the matter has always worried English car manufacturers who have tried to develop light cars of maximum efficiency. There is little need for me to add that in this respect they have been entirely successful. The very fact that other countries are to-day rushing to buy their patents, and hastening to produce cars of similar type, is sufficient proof. In the earlier types of English cars, lull climbing on top gear was utterly impossible. The manufacturer knew that his choice lay between economical running and top gear climbing, and he chose the former. The motorist cannot have it both ways. If his car is geared in such a way that it will climb steep hills in top gear, he is paying through the nose for the running he docs on the flat. The motorist, however, calk the tune, and it is for the manufacturer to give him what he wants. Because English car manufacturers would not alter their gear-boxes and give this “top gear performance,” they lost sales in New Zealand. Now they have compromised. Gear boxes and back axle ratios have in some instances been altered, giving better performance in top gear. Inevitably the car is less economical in benzine consumption when this is done, but the English car has always been comparatively so cheap to run, that the slight increase is not objectionable to motorists. Development of Horse-Power. The motoring public has little real knowledge as to how horse-power is estimated, and what it really constitutes. • Actually there are a number of different ways of estimating horse-power, and “rated” horsepower is the estimated power of a car, according to its engine measurements. The real efficiency of a car engine, however, has to be reckoned in terms of brake horsepower, and it is here that English efficiency is seen at its best. With the low efficiency engine the rated horse-power is usually very near to the actual brake horse-power, but ■with a high efficiency engine much greater power is developed. An instance or two will perhaps make this clear. The rated horse-power of one car I know, with a low efficiency engine, is 20 h.p., and tho most it will develop in actual brake horsepower is 18! Another car with low efficiency engine is rated as 21 h.p., and will develop a maximum of 25 horse-power. Contrast this with one English engine rated at 11 h.p. on its engine' measurements, but which will develop 24 brake horse-power. Similarly, the high efficiency engines of all English cars develop proportionately greater horse power than do those low-efficiency engined cars which in tho past have been bo popular. I have touched on this horse-power question for a particular reason. It is an undisputed fact, that English cars last longer than any others. The high resale values aro sufficient proof of that. Now, while most motorists know that there is less depreciation on an English car, very few have ever stopped to ask themselves why this should be so. There is a very good reason, and it goes to the heart of the whole subject of motoring, and provides the answer as to why it is that Britain has always had the lead over competitors when it came to the production of scientifically sound engines.

I have shown very briefly how the English high-efficiency engine develops power to a much greater extent than does the low efficiency engine. Its very ability to do that means that much greater care must be taken in every detail of its manufacture. The mechanical precision needed in the manufacture of the many parts of a high-speed, high efficiency engine, is very much greater than that re-' quired in the production of a low efficiency engine, a fact which American engineers have always readily admitted. American motor engineers do not beat about the bush on the question of engine efficiency. They' know the English car engine is more efficient than theirs, but they have produced what the American motoring public wants. At the moment the wants of the American public appear to be gradually changing, and it certainly looks as if before long American car manufacturers too, will be concentrating on high efficiency engines, but that is by the way. There is a definite trend away from the heavy car, and the hardest second-hend cars to sell to-day are high-powered, heavy, low-efficiency engined jobs. What British Prestige Means. In the production of racing cars England 'has always been supreme, and many of her, stock models have been taken and used on the racing track, almost without alteration, a thing which is utterly impossible except with cars scientifically designed with high.

efficiency engines capable of balanced construction. There must always be a difference in cost between high-efficiency engined cars, and low-efficiency engined cars, for the manufacture of the former calls for greater work of an individual character, and less of mass production. While England has never made extravagant claims regarding the part she has played in the development of the world's motor trade, it is interesting to record that many of the most outstanding advances in construction and design have been the works of British engineers. Hydraulic four-wheel brakes, hydraulic shock absorbers, more scientific springing, better balanced engines and a host of other minor improvements have all come first from Britain, while the latest development in the car world, which is now sweeping all before it, the production of a "baby” car capable of solid work with the greatest economy, was wholly and solely the pro-

duct of British brains and British workmanship. The very fact that motor manufacturers in America and on the Continent have gladly bought the rights to manufacture these little cars is proof enough that England has opened up tremendous possibilities. It was stated recently by the motor correspondent of The London Times that the design of motor vehicles, for both private and commercial purposes throughout the w'orld tended continually towards greater luxury, economy, and automatism, and this is. no doubt true, As The Times’ correspondent pointed out British manufacturers are in no way behind others; indeed taking the three factors into account English designers may justly be said to be ahead of those of other nations. The advance in luxury, for instance, has been most noticeable in the last few years. It is .common to-day to find even in the inexpensive and smaller class of car, fittings

in the standard equipment which only a short time ago would have been considered luxuries and charged for accordingly as extras.

We can well feel proud of the splendid British achievement consummated in the "Golden Arrow,” but in our pride we should remember that great as is this achievement it is but a logical outcome of the policy which has been steadily followed by English car manufacturers throughout the whole history of the motor trade. On the solid foundation of sterling engineering, they have built up the structure of the English car industry as it is to-day, and everyone connected with the motor trade realizes that in the future England is to play a larger part in the motor trade of the world. British leadership is no empty boast but a splendid exploit of which the "Golden Arrow” is our proudest manifestation.