UP-TO-DATE MOTORING.

Star (Christchurch), Volume LXVI, Issue 20280, 14 April 1934, Page 31 (Supplement)

UP-TO-DATE MOTORING.

Terraplane Sixes and Hudson Eights. The new series of -Terraplane Sixes and Hudson Eights now presented to the New Zealand market introduce an altogether new type of motoring. These new cars do not ride—they glide. Large and luxurious bodies of ultramodern type are mounted on chassis designed on the basis of unit engineering, as found in the aeroplane. It is this principle which was responsible for the unprecedented record of performance and ruggedness established by this car, and which enabled the Terraplane to establish 72 new hill* climbine records under the American Automobile Association supervision. The Terraplane Six is made with a. wheelbase of 112 and 116 inches; the Hudson Eight is made in two wheel-

base lengths of 116 and 123 inches. The exceptional smoothness, for which Hudson-built engines have been famous since the introduction, of the Super-Six, is even further accentuated. The six-cylinder Terraplane has a large motor, which develops 80 h.p. at 3600 r.p.m. It has a compression ratio of 5.75 to 1. On the de Luxe series six, which is on the 116 inch wheelbase, there is a composite aluminium and iron head which raises the horsepower to 85 at 3600 r.p.m., with a compression ratio of 6.25 to 1. The two Hudson eight-cylinder engines have still greater power. The eight-cylinder engine on the standard series develops 108 horsepower at 3800 r.p.m. It has a compression ratio of 5.75 to 1. On the 123 inch series, the engine also has a composite iron and aluminium head and develops 113 horsepower at 3800 r.p.m. New Suspension. Independent front springing of the Axleflex type is available as optional equipment on Terraplanes and Hudsons. The knee-action is secured by an articulated front axle with a parallelogram which permits one side of the axle to rise and fall independently of the other. This method

avoids the necessity of departing from the highly developed Hudson spring suspension which has been reached after many years of research. Bodies are longer and wider. They are distinctly ultra-modern from the radiator tip to the rounded contour at the rear. Heavier fenders with a deeper crown, augment the effect of the flowing, round lines. Luggage Space. On the sedan and coach bodies there is a reverse curve at the rear of the bodies’ contour, which gives a pleasing line to the car and which provides room to either carry a spare tyre inside the contour of the body, or, if desired, fender wells may be provided to carry the tyres on the side, permitting the rear compartment to be utilised as an efficient baggage space. Power plants on both the Terraplane Six and the Hudson Eight have been, redesigned in many details _ for 1934. Due to a new crankshaft which brings out all the possibilities of the famous Super-Six design through the use of eight

integral counterweights in place of four bolted on type previously used, the last perceptible trace of vibration has been removed from the Six. On the Eight-cylinder engine the crankshaft also has integrally forged counterweights as was the case in 1933. Another new feature of the Terraplanes and Hudsons for 1934, which will tremendously increase the life is the use of a high chrome ’alloy cylinder block which provides practically a non-wearing bore. Pinned Piston Rings. Pinned piston rings which were put in production by the Hudson Motor Car Company, in March, 1933, and which are only used on one other car, the Rolls Royce, have proved themselves to be remarkably efficient in the manner in which they conserve oil. The pistons are T-slot cam-ground type which have been characteristic of Hudson for several years. They are of silicon aluminium alloy which provides, not only an excellent bearing surface, but freedom from any tendency to score. These pistons, in connection with the high chrome alloy block, assure long life. The synchro-shift transmission has been improved in a number of details for greater durability and silence. 6