Motoring Notes
The 16-40 Six Cylinder A.G.
THE A.C. has been for some years conspicuous to those who observe the cars that pass them by on the road, and in print, for two reasons—first because of its pleasing lines, and secondly because of its excellent performances in reliability and speed trials.
In spite of the obvious advances in simplicity of design and value for money made in recent years, it is still very difficult, if indeed it is possible, to find a car which fulfils one's ideals of what a car should be. Each modern car, in its class and for its particular purpose, seems to possess some advantages peculiar to it, but also some disadvantages. I write of ordinary passenger cars (not racing cars or freak models), and I am judging from one standpoint only—that of the owner-driver.
The ordinary owner-driver does not wish to spend many hours with an oil can or grease-gun, nor does the task of frequently attending to a large number of lubrication points on a chassis and engine appeal overmuch to the average chauffeur. For instance, I would deprecate the placing of the batteries under the floor-boards in the tonneau. The battery is a vital component of any car, and, if it is not at once visible and accessible, is apt to be overlooked.
The engine of the 16-40 A.C. has its cylinders in a monobloc casting, and has a detachable head. With this head go the valves and camshaft—which is driven by a silent chain which is under tension at all times by an A.C. patented adjustment. Transmission is through a large single plate clutch which I found light and without slip. An unusual feature is the position of the gearbox, which is situated above the differential casing forming with it a single unit. This gives lightness and strength. The gearbox has three forward speeds and reverse. While gear-changing—or rather the silent engaging of gear-wheels —is easy, the gear-lever has, to my mind, too much travel, and is a little awkwardly placed, being very close to the handbrake. I consider every car should have the gear-lever positions marked with the figures 1, 2, 3, 4, and R. This saves experi- menting with a car to which one is strange, and it is an advantage to anyone, who has to drive different makes con- stantly, to be able to glance down once before starting to remind himself which way the gears go.
The springs are quarter elliptics mounted as cantilevers, and are assisted by shock absorbers in front and snubbers behind. A very special point is made of the weight of the complete car, the weight of a two-seater being only 16i cwt. with oil, water and a gallon of fuel included. Low cost of upkeep on tyres and fuel is the object ; and a consumption of 25-30 m.p.g. is claimed as normal.
As regards maintenance, it is claimed that a few minutes' work once a fortnight, standing beside the car and not crawling under it, is all that is required to keep the car in proper running order. The few lubrication and filling points are all to hand. Ignition is by magneto or by coil and battery ; and three carburettors can be fitted instead of one at an extra charge.
I was enabled to test the running of this car very fully under normal conditions. It is essentially a top-gear car with a very rapid acceleration. The model I used had two sets of brakes only on the rear wheels, and these I did not consider commensurate with the liveliness of the engine, The four-wheel brakes which are fitted as an extra would probably supply the extra braking which I consider necessary. The engine was never unduly noisy, but it had a pronounced period of vibration at 45 m.p.h. A speed of a little over 60 m.p.h. was attained but over about 58 there was too much vibration and wheel-wobble for comfort in handling. The top-gear performance on hills was excellent, and at all speeds up to that above mentioned I found the steering quite satis- factory. The suspension was most pleasing at the higher speeds—at lower speeds the road shocks were much more
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