The Motor Show FIRST REVIEW THE NEW TYPES

ALTHOUGH it may fairly be said that all the Motor Shows, at least for the past ten yeari, have had for their chief feature evidence of increasing comfort and power, as well as decrease of the freakish in design, this year's Show at Earl's Court really does stand out as a common-sense exhibition.

A necessarily brief survey of the stands has shown me that the lessons of the past few years in various points of design have, on the whole, been well taken to heart. It looks to me as if the generally inarticulate buying public have at last been able to reach the attention of designers, and are in a fair way to get the sort of car in most prices that every sensible person wants. The prime essential of this sensible car is, of course, body comfort, and here there is really no doubt that things are much better than they have been for a very long time. The short wheel-base chassis and the moderate-powered engine are still in the great majority, and for that reason body- work must still be pretty well restricted, but you will notice that real efforts have been made, in most cases with conspicuous success, to make every possible use of every available inch of space. In some instances engines have been pushed even further forward in the frame and, although this, in my opinion at any rate, gives an ugly appearance even to the shortest of cars, the practical benefits are not to be disputed.

This admittedly slight increase in body-space—for with the best will in the world it cannot be made to stretch more than a very few inches without completely destroying the balance of the car as a whole—is further helped by a pretty wide adoption of what I believe is called the " hammock " front seat. These seats have tubular frames which allow several inches' foot room below them for the passengers in the back. Only last week I was sitting in the new o-h.p. Vauxhall, and although this very interesting little car has a wheel-base of only 7 ft. To inches I was surprised and gratified by the amount of space there was for the legs and feet of a six- footer. With this praiseworthy attempt to give adequate body space there is the equally laudable desire to bring the back seat forward of the back axle. This is accomplished in nearly every case in cars of over 9-foot Wheel-base, and while it is naturally impossible to bring this off in the very short cars it is remarkable how nearly the makers have reached achievement.

Naturally they are encouraged in this ambition by the necessity for providing really good luggage space, and unless you have a very marked overhang, which is not only hideous but is also very apt to upset the balance of a short wheel-based car on greasy roads or round corners at high speeds, it is certainly a difficult problem to solve. In some cases the difficulty has been got over by providing rather higher boots than hitherto, and in the great majority the fall of the boot is strengthened to take a reasonable quantity of luggage strapped on to it. This, of course, brings us very close to the bad old days of the luggage grid, but it is an unfortunate fact that a small car remains a small car however cleverly you design it, and it cannot be expected to dispose of luggage as its sister of twice its size will do% There seems to be some kind of curious belief that only small people with small luggage use small cars, or at all events when they go touring, luggage for one must do for four.

Sensible motorists will be relieved to hear that once more power has been increased almost throughout the range of makers, and the average horse-power among the 55o cars shown is over 22. This is rather a surprising figure when one considers the immense number of Tens and Twelves, but, of course, the average figure is raised by such cars as the big luxury machines of England, the Continent and the United States, 6- and 8-cylinder cars which have horse-powers between 30 and 50. I have had some opportunities of trying the new cars with the slightly increased power, and there is no doubt that they are considerably more practical machines than their predecessors of two or three years ago. So far makers have been content to give them bodies that are roomier and more comfortable, but it is most devoutly to be hoped that they will not fall into the old error of over-bodying their chassis, as they have been so prone to do in the last few' years. Swift acceleration, liveliness and a certain degree of speed are practically necessaries on the congested roads of today, and these three things are more easily neutralised by too big bodies than by anything else. Witness so many vanished little Tens which, upon being turned into Elevens, were ruined in a few months by having bodies fit only for Fourteens put on to them.

In this matter of power it is interesting to see that the 4- cylinder engine for moderate-powered cars is regaining its lost ground. There are several new models of this kind, one of them as big as 2J litres, and it is to be hoped that they all achieve the success they deserve. Now that all perceptible vibration is absorbed by one or other of the several ways of suspending engines on rubber there is not only no excuse for using more cylinders than is necessary but every reason why, for the economically and practical minded, the number should be kept down. The 4-cylinder engine is easier and cheaper to maintain in working order, generally speaking, more efficient size for size than a Six, more flexible, keeps its tune longer, and when it loses it, loses it less quickly. It is also, as a general rule, decidedly more economical of fuel and oil and in nearly every case, capacity for capacity, costs less in taxation.

At the other end of the scale there are one or two very impressive multi-cylinder cars including two new 8-cylinders and one 2-cylinder. These should, of course, represent the height of luxury in transport without question of economy. I do not mean by that that they are likely to be extravagant because, in the first place, I know nothing whatever about them ; but it is allowable to conclude that the man who spends £1,000 or £2,000 on a car which satisfies some at least of his ideals of what pleasant driving should be will not bother very much about the amount of fuel or oil required to make the thing go. There are no startling innovations in design, though, on the inverted principle that there is nothing new under the sun, the car which has final chain-drive, the last left in the world, may be considered a novelty. A hundred-mile- an-hour chassis has a two-seated body on it, but that is really about as far as exhibitors have gone in the unusual.

Mechanically there are several interesting points for the visitor, such as the increasing use of over-drive gear boxes, a device which has at last spread to English cars ; a Diesel- engined 15-h.p. saloon ; the increase of the use of independent free wheel suspension, with the same system applied in a few cases to the rear axles ; an electrically-operated collapsible roof which I saw in use on the road in France some months ago ; and a new form of glass said to be more transparent than ordinary glass, very light in weight and capable of being moulded to any shape.

The new types include the following. - LAGONDA. The new V. 12 Lagonda, a most interesting luxury car. The bore and stroke are 75 by 84.5, giving a cubic capacity of (Continued on page 66o. (Continued from page 658.) 4,480 c.c. and, at 5,500 revolutions, a maximum power of not less than 180. The two banks of 6 cylinders, inclined at an angle of 60°, have block and crank-case forming one nickel iron casting, a very remarkable piece of work. There are two overhead valves per cylinder operated by an overhead camshaft, gear and chain driven. Ignition is by coil and each bank of cylinders has its own independent system. The fully synchromeshed 4-speed gear-box has, on the short chassis, a gear ratio of 4.2, 5.3, 7.1 and 13.8, the ratio on the medium and long chassis being very slightly lower. At 5,000 revolutions on the lower top speed the car is running at ioo miles an hour. The price of the chassis is £1,200 and £1,225, and complete cars with various kinds of coachwork cost between £1,485 and £1,850.

SS. " JAGUAR," the new 3i-litre six-cylinder which is shown in three different forms. This is a larger edition of the 21-litre which was described in The Spectator in the spring and promises to be as interesting a fast car. The bore and stroke are 82 by 110, the Treasury rating being 25 h.p. Interesting points are the 2f-inch diameter valves (which are push-rod operated), the 7 to i compression ratio and the gear box which, synchromeshed on second, third and top, has its gears specially cut, of the overlapping double-helical type. The three cars, which are the four-windowed saloon, the drop-head coupe and the open two-seater, cost £445 and £465, and altogether make a really impressive exhibit.

RILEY. The new 16-h.p. 4-cylinder Riley has a cubic capacity of 21 litres and promises to be a thoroughly inter- esting car. Its transmission consists of a 3-speed gear box, with over-drive on second and third, thus affording the driver five practicable gears. The over-drive is automatic in action and I shall be greatly interested to watch its behaviour in the hands of the public. Over-drive has been successful in American cars, and to a certain extent on one or two Con- tinental types, but this, I believe, is the first British example. A speed of over 8o miles an hour is claimed for the new Riley.

Alms. The new 12-70 4-cylinder Alvis represents a welcome reappearance of the 12-h.p. Alvis of some ten years ago, which probably did more than any other model to make the reputation of the firm. It has a capacity of a little under 2 litres and a very high performance is claimed for it. It has independent suspension in ,front as in the case of the larger Alvis models, and in other respects follows the tradi- tional design of the firm with, of course, such improvements and modifications as have been proved practical .within the last year.

HILLMAN. The new 14-h.p. 4-cylinder Hillman, a car with a capacity of 1,800 c.c., very much of the type vaguely known as " family." I reported upon a trial of-this model in The Spectator on September 24th. It has independent front-wheel suspension, weighs 26 cwt. and costs £268 for the de luxe coach work.

VAUXHALL. The new 10-h.p. 4-cylinder, a distinctly cleverly designed light car with a body that is described as being "built like a bridge." This means that the body and chassis are designed and built as one. The framework, which is actually the body and chassis combined, consists of a box girder, the whole of the body being of a piece with what would normally be called the chassis. The floor of this chassis-cum-body is a single sheet of steel with a tunnel, unfortunately, for the piopeller shaft, and a deep cross girder forward of the back axle, while the only part that resembles the conventional chassis is the front end which is a frame to hold the engine, suspended by tie rods to the body itself just below the windscreen level. A considerable number Of advantages -are naturally claimed for this construction, (Continued on page r,62.)

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such as rigidity and saving of weight, but the last four—that it is "dust proof, fume proof, rattle free and clank free "- will interest the public as much as any. The engine which has overhead push rod operated valves of the usual Vauxhall type and is mounted at three points on rubber has a bore and stroke of 63.5 by 95, a capacity of 1,200 c.c. and an R.A.C. rating of to h.p. The front wheels are independently sprung, the three-speed gear box has a ratio of 5.1, 8.4 and 17.6, top and second being synchromeshed. The body work is a four- windowed saloon and, as I have just said, is exceptionally roomy for its size. The price is £168 for the standard model.

Atrrovu. This car makes what might be called a delayed appearance, for I believe that it was hoped to show it last year. It is the product, at least indirectly, of Mr. Victor Riley, though it is not in any way to be confused with any Riley car. The engine is a V8, with inclined overhead valves operated by push rods, magneto ignition, cooling by pump and fan and the usual controlled radiator shutters. The bore and stroke are 69 by 95.2, which gives a cubic capacity of 2,850 c.c. and an R.A.C. rating of 24 h.p. for which the annual tax is La. A choice of transmission is offered. You can either have a self-changing, pre-selective gear with the automatic centrifugal clutch, or an all synchromesh box with a single dry plate clutch. Four speeds in both cases are • provided. The wheel-base is to foot 9 inches, and the track 4 foot 8i inches, the frame being specially low. There is an unusual amount of body space and the two saloons and limousine displayed are of really generous proportions. An - excellent feature of these cars is the very low floor line which makes it very easy to get into and out of them and the good- sized luggage lockers. The prices are £975 and L995.

AUSTIN. The new " Big Seven," which is really an Eight. Although the tax is the Same as that on the smaller car, £6, the engine has a slightly larger capacity. With a bore and Stroke of 57.7 by 89 M. the cubic content is 900 c.c., 150 c.c. more than in the Seven. In these days 15o c.c. makes a very considerable difference even in medium-sized engines, while in light machines of this type it must represent a definitely higher performance throughout. This new engine is stated to develop as much as 25 h.p. at 4,000 revolutions. With this power available, a total running weight of 14 cwt., and a top-speed gear of 5 to i interesting results may be looked for. The other ratios are 8.5, 13.5 and 18.7 (about the "most emergency" ratio I have heard of for years), and the three higher gears are synchromeshed. The engine is rubber- mounted at three points, and in other respects closely resem- bles the Seven. The coachwork is a four-door saloon, with either sliding or fixed head, and it is designed to carry four full-grown people. The front seats can be shifted nearly six inches. The floor-level of the car is only just over 12 inches from the ground, under normal load. Panels, floor and roof are all sound-proof. The price is £160.

SINGER. There is a new Ten, an 1185 c.c. capacity Four, with a wheelbase of 7 ft. it in., also designed, like the bigger Austin, to accommodate four people. The valves are operated by an overhead camshaft, a rarely met design in cars of this type and price. The saloon costs £169 los.

These are the principal details of the cars which might, as distinguished from the new.1938 models, be described as "hitherto unpublished." Next week I hope to give Some particulars of the latest editions of familiar models.

JOHN PRIOLEAU.

[Note.—Readere requests for advice from our - Motoring Correspondent on the choice of new cars should be accgmpanied by a stamped and addressed envelope. The highest price payable must be given, as well as the type of body required. No advice can be given on the purchase, sale or exchange of used cars.]