NEW MODELS FOR 1934

Taranaki Daily News, 2 December 1933, Page 3 (Supplement)

NEW MODELS FOR 1934

THE ADVANCE GUARD READY. TENDENCIES IN DESIGN. (From Our Own Correspondent.) . London, Sept. 10. I have received my first invitation this year to view new models for next season. The invitation is from the Austin Motor Company and the date is for midAugust. It always seems to me somewhat odd that one should be asked, in the summer of one year, to inspect cars intended for the next year, but the position is, of course, that one can buy the new cars soon after the programme is announced. There was a time when new cars made their first appearance in the autumn, about the time of the Motor Show, but of recent years this rule has scarcely been observed, and in one instance a new car programme was announced by one well-known firm in tbi first weeks of the summer of that particular year. This sort of thing is confusing because the car purchaser is never quite certain whether he is actually buying a current model or a next year’s model. It is also annoying to buy a new car, say, in May and find two or three weeks after that the makers of this particular car have announced a new model which at once renders the three-week-old car out of date. The latter happening should, however, be rendered impossible in the future if the agreement entered into by British makers this year, not to announce new programmes until mid-August, is' extended to cover other years. It is because of this agreement that the new Austin programme is being held up until the middle of the month. Usually one announcement of this kind is followed by others, but I doubt whether the other big manufacturers will announce their new programme much before September is well advanced. The agreement does not preclude the marketing of single new models before the .date decided upon and several makers, including Vauxhall, have in point of fact followed such a course while others have made improvements to current models. LONG-LIVED MODEL. Special interest attaches to the Austin programme for 1934 because, for some time, Sir Herbert Austin has been dropping hints of a probable increase in the price of cars. Should such a rise take place it will surprise no one connected with the motoring industry, for the cost of a car must obviously be based on the cost of the raw material and this has shown a definite tendency to go up in recent months. Whether the Austins for 1934 will cost more is still Sir Herbert’s secret, but if the prices are increased it may be taken that the increase will not be substantial.

Another interesting thing about the new programme is the probable retention of the four-cylinder twelve. About three years ago the Austin people decided that this model, which had by then been on the market for about nine years, should be definitely discontinued. The idea was tb supersede it by three new models—the sixteen, the twelve-six and the light twelve-four. The old twelve was still included in the list, though it was put somewhat in the background at a somewhat higher price than the models which were to succeed it. The truth is that the design of this twelve makes it a more expensive car to produce than some of the later Austin models. But even at its comparatively higher price people insist on buying it. As the old twelve • refused to die, it is to be given a further lease of life next year. I am told by Sir Herbert Austin that actually at the moment his firm is building considerably more of these models than they were a year ago and that altogether some 75,000 have been sold since the car was introduced in 1921.. I have a special affection for this twelve, for I was one of the 75,000 who bought it. I had to pay £355 for' it as an open tourer, and when I think of the luxurious saloon car I could buy nowadays for that sum I experience a'pang. TENDENCIES IN DESIGN. I have mentioned that some makers have carried out improvements to the chassis and coachwork of their current models. Among their numbers " are the Sunbeam Motor Company ' whose “twenty,” “twenty-five” and “speed model” have all been subjected to modifications and the incorporation of special features. The three models, for instance, have a new method of chassis lubrication. All important points requiring regular lubrication are connected to lubricator nipples grouped together at convenient points on the chassis. This system is simple, clean and efficient. Rubber mounting blocks are interposed between the engine and the chassis frame which absorb vibration and add to the smoothness of running.

The chassis frame itself is of new design, the centre cross members being of cruciform type. The bodies are mounted on outrigger brackets.. I mention these refinements to indicate the trend'of design on quality cars the makers of which are catering more and more for the owner-driver. For the same reason it is of interest to indicate some features of the new Sunbeam coachwork. The de luxe saloon on the “twenty chassis has a “wend-swept” front. The windscreen is controlled by a hand regulator in the centre of the fascia board, with all mechanism enclosed, so that the screen can be opened or closed to the position desired with one hand. I like the design of the twin-windscreen wiper which enables either blade to be used independently of the other. Another improvement is the arrangement for luggage. An enclosed boot is mounted at the rear of ,the body fitted with two suit-cases. The upper part of the boot carries the tool kit (the jack and larger tools are carried under the bonnet) and it is possible to remove the tools without opening the lower part. If this modern arrangement is not desired a plain rear panel and golding luggage grid is available instead. DIRECTION INDICATORS. Although the fitting of the semaphore type of direction indicator is not compulsory—the Departmental Committee who considered the matter recommended it in preference to other types—it may be taken for granted that practically every new model announced from now onwards will be fitted with some such type of signal. The other day I took out on the road one of the attractivelooking little Ford 8 h.p. cars—they are far from little really, because they accommodate four grown-ups in full comfort—and had a pleasant time juggling about with the direction indicators. These are operated by a switch on the dash and are remarkably efficient. In some quarters doubt is expressed as to whether the semaphore type of signal is the best for the purpose, but I am with the Committee in plumping for them. If they all operate as well and as easily as those on the Ford they are certainly to be warmly welcomed by all motorists. Efficiency is the keynote of this Ford car as a whole. In its standard form it costs only £l2O as a twodoor saloon, but personally I should prefer to pay the £l5 more asked for in the case of the Fordor Saloon, and, while I was about it, I should probably make out a cheque for £145 to secure the De Luxe Fordor Saloon which has many additional refinements which make the extra outlay well worth while. A decidedly lively little engine, carrying a tax of only £B, enables the steep-

est hills to be surmounted with ease, while it makes capable a top gear speed of well over 50 miles per hour. There are so many of these Fords now on the road that it is unnecessary to comment on the fine lines of the body and the smart appearance of the whole car. Simplicity of maintenance is one feature, economy of running costs is another, and driving ease is yet another. But one of the things that will impress the driver most is the remarkable ease with which the gears can be changed. The new Ford synchronised gear-change requires no skill to operate.. To change down from top to second it is not even necessary to double-declutch. You just release the clutch and move the gear-lever straight into second position. I have never experienced anything like it on a car fitted with what looks like an ordinary gear-box. What hap-

pens is that the synchronising mechanism, which is fitted to the top and intermediate gears, automatically equalises the speeds of the selected gear pinions and those already engaged. As the intermediate gears are of the constant mesh type in which the gear teeth are always in engagement, there is no possibility of chipping them.