MOTOR & CYCLING

Taranaki Daily News, 12 October 1929, Page 20 (Supplement)

MOTOR & CYCLING

NEW SEASON CARS. A RATIONAL POLICY. CHALLENGE TO AMERICA. (My Our Motoring Correspondent.) London, Aug. 22. Particulars of the new models for next season reveal several satisfactory features from the point of view of the prospective purchaser. In the first place there is no stampede on the part of makers to place on the market numbers of entirely new cars merely because they have heard that other makers intend to do so. About this time last year one or two firms produced new “straigh-cights” that cost much less than an eight-cylin-der car had ever cost before. No sooner were these new models announced than many other makers began feverishly to prepare designs for similar multi-cylin-der cars because they were afraid of being left out of the swim of things. But when they saw that the new lowpriecd eight-cylinder cars were not oust- I ing their own well-established “fours” and. “sixes,” they permitted wiser counsels to prevail and the designs for new straight-eights were cither pigeonholed or referred back to the designers for more mature consideration.

That is all to the good, for hastily-de-signed cars are often unreliable cars, and _ we have enough accidents already on our roads. Instead of going on with their eight-cylinder plans manufacturers have instead devoted themselves during the past twelve months to improving their existing models both as regards chassis and Coachwork and to producing here and there entirely new “sixes” which can be taken almost on trust as regards performance and reliability because they are sponsored by firms that are not newcomers in the six-cylinder field. SOME OF THE “SIXES.” Among the entirely new “sixes”, may be mentioned the new Morris-Oxford 15 h.p/ six-cylinder car, the Rover Light Six, the equally new Singer Six of which full details are not available at the moment of writing, and the Buick “Marquette.” • All these new models arc marketed at competitive prices, and they embody many new interesting features making for safer and more economical running and easier maintenance. The new Morris-Oxford six forms a striking example of the value that is now obtainable in tho way of British •six-cylinder cars. It cost £285 as a fabric saloon, and in the price are included such features as safety-glass all round, hydraulic shock-absorbers, air and oil cleaners, automatic radiator shutters, finger-tip control of lights, chromium plating and many other highly desirable features. It will bo interesting to see what the Singer people produce in reply to this and whether Sir Herbert Austin will have any surprises at Olympia. British manufacturers have too long permitted their American rivals—notably such people as the Essex makers—to lead in the production of low-priced well-equipped six-cylinder cars. This years new British sixes are a definite challenge to this lead. By ho way, tho Morris people by giving safety glass as a standard fitting on all their cars have sprung a real surprise upon the motor trade. It must now follow as a matter of course that ’’ every other make of car will be equipped with safety glass all round, for any feature making for greater safety constitutes an important selling point. CHEAPEST “STRAIGHT-EIGHT.” Mention of safety features calls attention to the programme of the Hillman Company, who were one of the first makers to produce “safety” models in which, unsplinterable glass was included as a standard feature. This company is continuing for next season fourteen and straight-eight models, to which many detail improvemnts have been made. To give one example, silent bloc rubber shackles are fitted to all springs. These eliminate twelve greasers and improve suspension. The Hillman Straight-Eight tourer at £430 is the cheapest car of its Jcind on the British market, and my strictures as to hastily designed eight-cylinder cars certainly do not apply to this chassis, which has been subjected during the last year to the test of actual road conditions in the hands of many users and has ' fully established itself. I have one or two other car manufacturers’ programmes before me, and it may be useful to mention their salient 1 features. ■ The new Buick car, the “Marquette,” | which I had an opportunity of inspectcommends itself very favourably ' both on the score of appearance and per- s ormanee. It is not intended to compete ‘ with existing Buick models, but to sup- x plement them by making available a £ somewhat lower-priced car. In this re- 1 spcct General Motors are only follow- 1 nig tho practice of Chrysler Motors, who 1 introduced last year their Do Soto model a to cater tor those who wished to buy a f Chrysler-designed car at a lower price.

RADIATOR FASHIONS. I was rather startled to see, while inspecting the new Triumph models, how closely the radiator'of the 1930 edition of this excellent little car has been made to resemble the Chrysler radiator introduced last year. Personally I think that of narrow polished band very neat, but it seeing a pity the Triumph people did not think of the idea first. Chromium plating and safety glass are standard fittings on the new models with one exception and tho coachwork has been improved all round. Tho makers of Riley ears have few changes to report in their new models, Tor they effect improvements as they think of them, without waiting for any particular season. They have, however, made certain small modifications including attention to the brakes. As regards bodywork, a new fabric saloon has'bcen designed for the 14 h.p. chassis, ft has been named tho “Stelvio” saloon and r. dilies somewhat tho angular - anpearanco of the 9 h.p. Biarritz saloon ‘which it resembles. Lea-Francis have also marketed a new fabric saloon which follows tho somewhat rakish outline first made popular by the Riley people, and they are one of tho few firms that announce reductions m price. A free wheel and easy changing device is now available for any of the I’2-40 h.p. models for £25 extra.

EVOLUTION OF CAR. WONDERFUL IMPROVEMENTS. EFFICIENCY AND SAFETY. With the great 'number of automobiles on the roads nowadays the ever present question of road safety comes uppermost of all motoring topics. Many people who are not fully acquainted with the vast improvements in the modern vehicle may get the impression that motor cars and motor cycles are dangerous. The contrary is. the case. Against the increase in the number of accidents, one must balance the vastly increased number of vehicles on the road, and the many millions of miles they travel. If this were done it would probably be discovered that it is just as safe to motor to-day as it was ten years ago. It depends much on the driver. No reckless dri. ris safe on the roads to-day; neither was he, for

that matter, ten years ago. But one thing is quite definite. Motor cars and motor cycles of to-day are far safer in themselves than the vehicles of 1 1919. Safety in a motor car depends largely on two factors. The most important is the question of efficient braking. Both cars and cycles have, it is true, become very much faster, but they can be brought to a standstill in a much shorter distance. The modern car doing 50 miles an hour, if fitted with good brakes can be brought to a standstill in a much shorter distance than was the case with the car of ten years ago doing a speed of 30 miles an hour. The next important factor is that of acceleration. This perhaps represents the biggest improvement of all in both types of vehicles. The “wolly” engine of the past was dangerous because the driver could not disengage himself from approaching trouble in time. With quick acceleration, trouble can more often than not be avoided, though the really good driver rarely places himself in a position of difficulty. Other ways in which cars have improved from the safety point of view are: the great advance in tyre design, which has greatly reduced the skidding danger despite the introduction of pavement type road Surfaces that are-in a few cases more slippery than the old type of roads. Actually failure on the part of the motor car or motor cycle is responsible for only a small fraction of the total yearly sum of motoring accidents. The failure is a human and not a mechanical one. Even where the car fails and causes an accident it is usually due to neglect on the part of its "Owner. Brakes, being of so great an importance where safety is concerned, should always be kept in proper adjustment. Tyres last now for so long that many drivers continue- to run on them after they arc practically worn out. This is courting danger. For night driving, anti-dazzle • devices are important. Here again big strides have been made. Most cars of 19'29 production have some form of antidazzle protection. If, despite the improvements in vehicles from the safety point of view, 'accidents still increase, the remedy is in . the hands of users of these vehicles. In the case of nearly 90 per cent, of accidents, official figures show that drivers oi' walkers are to blame. In other words, accidents are in the main due to recklessness, carelessness and ignorance. All beginners should take care to learn to drive really well. There is a vast difference in being just able to drive and being a good driver.

410 MILES INTERNATIONAL. GRUELLING ROAD RACE. ‘ SMALL CARS SHOW UP WELL. e s Over 600,000 spectators, including visitors from all parts of Europe, witnessed :1 the great 410 miles International TourQ ist Trophy road race on the Ards circuit at Belfast, Ireland, last month when tho winner, R. Carraciola, who in his 7100 i c.c. “Mercedes-Benz’’ completed the 30 g laps of the course at an average speed of 72.81 m.pji, The great mass of spec- (. tators gathered around tho course to 1 watch the struggle for supremacy in the 3 motor racing world, which had attracted 3 no fewer than 65 entrants, representing England, Scotland, France, Italy, Gert ’ many, Austria and America. The crowd 3 was so vast that for every mile of the 3 course no less than 90 policemen were necessary. The actual circuit measures 14 miles of hazardous roadway. Motor- [. ists in all parts of the world eagerly [. awaited the result of the race, and have read the graphic accounts of the final , duel between the giant car and the “Baby” Austins, which showed up so well, , gaining third and fourth places, with average speeds of 59.60 and 59.49 miles , an hour. To everybody it is a source of great wonder that these tiny machines should have made such a splendid effort ' against their much more formidable opponents. Both cars and drivers were taxed to the very limit of endurance, and of the 65 entrants for the struggle only 42 completed tho course. Motor racing of any description affords excitement for the spectator, but this most important of automobile races provided innumerable thrills owing to the difficulties of the narrow country roads. The very nature of the track made every moment exciting. If innumerable twists and turns hampered the pace here and there, terrific speed was recorded even on the shortest straights to make up for tho tiiiio necessarily lost at the bends. The difficulties of the course were added to by heavy rain, which took its toll, and in an unfortunate manner for Britain’s chances when two of the muchfavoured Bentleys were put out of action through terrific skids, and Kay Don retired with engine trouble. As for the successful cars, particularly those giving the best performances, great prais'c is due the drivers and machines which withstood the gruelling test. But owing to the keen and widespread interest that the event aroused, the lessons of the race will not be lost on the motoring public, for it is this type of motor racing that is of most benefit to the public generally in the long run, and thus it is that the meeting at Belfast has gained such popularity. Naturally far more was demanded of every car that took part than the average motorist is likely to require from his own car. But tho demonstration of what a car can be relied upon to do when put to it must be a souice of confidence to every car owner and prospective car owner, Nothing, for example, could show more clear*

ly the extraordinary speed and reliability of the modem car, or its ready and unfailing response to a touch of the control either when immediate braking or rapid acceleration is required—both so necessary to safety under present-day driving conditions. The vital question of reliability naturally embraces such considerations as component parts, accessories, tyres, fuel and oil. /Nor in this respect are the lessons taught at these great events lost sight of by motorists, who have followed the performances of the competing cars with interest that only a fellow driver can appreciate, and it must be understood that all cars taking part in this contest are standard products, which can be bought by the public. The car specially built for racing is barred.