MOTOR NOTES

Wanganui Chronicle, Volume 73, Issue 97, 26 April 1930, Page 13

MOTOR NOTES

CAR VERSUS TRAIN ST2ED IN iHB WRONG PLACE (By Gerald Ely) While paying tribute to the enterprise of firms such as Rover and Alvis, I feel I must join, in the chorus of dissuasion, from further attempts to pit motor cars against express trains. The whole thing can easily become absurd, is in any event dangerous and is quite unnecessary. Two or three years ago an enterprising driver drove ah American car, 1 believe, from London to Aberdeen in the space of a comparatively few hours, but instead of gaining the enthusiastic plaudits of a sport-loving nation the feat was rather frowned upon, which helps to demonstrate that the average individual, fond as he is of sport, likes it in the right place, which is not the public highway where the sportsman may easily involve him—df and others in disaster.

In the same way these attempts to rush from one end of France to the other can only serve to make British Motorists unpopular across the ChanBel. Besides, such attempts prove nothing that is not already proved, namely, that a good class of modern, car is capable of very high speeds sustained over long distances. The best way of drawing attention to the capabilities of a car in respect of speed and endurance is to enter it in such a race as the Tourist Trophy, entries for which are now being received. This race, which is again being run in Ulster in August, already promises excellent sport and interesting performances, for among the entries already received are a team of three 8-cylin-der front wheel drive Alvis cars, three super-charged Austin Sevens, four Alfa Romeos, a Lea Francis and Triumph and Riley cars. Low-Priced “Eight” Vogue

The Alvis entry is interesting not only because the cars arc of the front wheel drive type but because they have eight-cylinder engines, thus emphasising the boom that seems to be developing this year in eight-cylinder cars. So far American manufacturers are forcing the pace with this type of multi-cylinder vehicle. Their slogan is apparently ‘ * Multi-cylinders for the Masses,” for some of them are concentrating on eight-cylinder saloons costing a remarkably low figure.

Two American-built cars which I recently yispected cost much less than £490 as fully equipped saloon models. I had a run on one of them —the Hudson super B—and exceeded 70 miles j/?r hour with ease. Not so long ago it

was impossible to obtain a six-cylinder car for less than £4OO and it speaks volumes for the enhanced standard of car value now available that it should be possible to buy straight-eights at so low a figure. The other low-priced American car is the Marmon, of which a new range of models has now been introduced. I have not yet had an opportunity of testing any of the new models, but their appearance and their prices certainly appeal. But the low-priced straight-eight market is by no means dominated by the Americans. Hillman were the pioneers of the low-priced straighteight in this country and their 1930 models are certainly striking productions in every way. It is almost impossible to resist the conclusion that straight-eight, as prices are at present tending, is bound to make a considerable impression in the markets of the world this year, for an eight* cylinder engine gives flexibility and power that must be experienced to be appreciated to the full.

Even on low-priced “ eights” gear changing is abolished except for really steep hills of the single fixture variety, and at high speeds the engine is unobtrusive. In traffic it is possible to crawl along on top and then shoot away at the first opportunity, for, besides being very flexible, the straighteight engine is usually capable of flashing acceleration. As the price range is ascended these qualities are, of course, accentuated, and memories are left, after a run, of fleeting, effortless riding. British and American “Gadgets” It is interesting to find, from a list recently issued by the Society of Motor- Manufacturers and Traders, the governing body of the motor industry in the British Islands, that British car makers are not much, behind their opposite numbers in the United States in the matter of providing free “gadgets’' for their cars. According to a recent analysis of the list the American car has only three more items of equipment on the average than the British-built car. As against this difference must be set the fact that British makers give a larger variety. American makers give their customers much more freely than do the British makers such items of equipment as air cleaners, bumpers, petrol gauge, thief-proof locks, oil purifiers, radiator shutters and spare wheel covers; but British makers or the other hand, are more lavish with such accessories as bulb and electric horns, radiator guards, superchargers, revolution counters and direction indicators.

The American car is scarcely considered a car unless it has a cigar lighter, but if fewer British cars have -this useful accessory they at least shine in another direction, that of chronology, for Great Britain has a definite superiority in the matter of bestowing free clocks. We lag sadly behind in the provision of such things as spare tyre covers, sun visors and

air cleaners, but patriotic motorists will welcome the information that as against this deficiency we can place more luggage grids, more safety glass, more adjustable front seats, more shock absorbers and more spring gaiters and luggage trunks. Legal Aspect of Skidding If the law is, as alleged, an ass, it also has its moments of perspicacity. One of these moments came recently when a King’s Bench Divisional Court decided that a skid does not necessarily imply negligence on the part of the driver. The facts in the case were that a motor-car, skidding on some tram lines, hurtled first to one side of the street and then to the other, where it mounted the pavement and killed a pedestrian. An action was brought by the relatives against the owner of the car, but the trial judge dismissed the action because there was no evidence of negligence an! his judgment was upheld by the Court of Appeal on the ground of positive evidence that there had been no sujfi negligence and that the driver was, in point of fact, at the mercy of his car. The argument advanced by the appellants that the very extent of the skid—a matter altogether of over 30 yards—was in itself evidence of negligence, did not impress the judges. It is bad enough to find oneself in the disagreeable throes of an involuntary skid without being accused of negligence. At the same time the need for caution in driving when road conditions are had cannot be too often insisted upon in everybody’s interest. There is only one safe course of action on a greasy or otherwise slippery road surface and that is to drive slowly, to concentrate the mind on the probability of a sudden skid and thus bo prepared to check the jazzing car by steering gently into the skid and keeping the foot off the brake pedal. At s low speed few skids are dangerous and they are capable of easy correction. Or tram lines caution is particularly necessary, for it is dangerous, when the wheels have begun to run on them, to attempt to steer off them abruptly. The process of getting off the rails should be very gradual with only a very gentle and cautious turning of the steering wheel.

A butcher at Hexham was fined £5 for carrying six sheep and three calves in a touring car. This was carrying things to extremes—and extremes meat.

To prove that he was not drunk, a motorist in England removed his coat, and waistcoat and stood on his head. He was then charged with being disorderly.