LITTLE ENGLISH CARS TODAY

Motoring

I AM not at all sure that I am being perfectly fair to either in reviewing the 8-h.p. Morris and the so-h.p. Hillman together. No comparison is intended, none exists. The two cars are designed from quite different points of view, with quite different ambitions, yet both are of that remarkable company of small English cars, perhaps the most successful class of car ever made in any country. When you hear talk of the little English cars you are certain to catch the names of the Morris and Hillman. Though they are not strictly speaking of the same type they are certainly of the same wide class, the class that numbers something like two dozen different chassis, with at least as many more bodies to match.

For some time past we have grown thoroughly accustomed to the excellence of the little English cars, to accept their fine performance and their general sturdiness without comment. That is as it should be, of course. It would never do to remain satisfied with anything in the way of a motor-car. It is a British tendency which is highly reprehensible and inimical to progress. Yet the trial runs I had with these two little cars woke me to unseemly enthusiasm. They were both so very good at their job, so very much better than, in one's heart of hearts, one expected them to be.

In the course of these trials I have had occasion to revise some of my ideas as to what a little car should do—and by little I mean something of so horse-power or less. Some of them will do as much as sixty miles an hour, though not with that frequency that their nearest admirers proclaim ; some will cruise at forty and, after a couple of years' work during which they are neither sick nor sorry, fetch a handsome price secondhand in part exchange. Some are said not to achieve any of these things but are none the less highly esteemed by their owners, who are the only judges.

My ideas were and, to a certain extent, still are that a little car of 8 or 9 horse-power, 'costing Well under £200, should, if carefully and sympathetically treated, carry its load up hill and down dale for a reasonable number of thousands of

mites. I would never ask it to go as fast as it can and, generally speaking, I would not be misled into thinking that because it is capable of high speeds it can do the job of a car of 5b per cent. higher power. For instance, I would certainly never think of making a little car do a long continental tour, such as so many of them are now facing.

I still think that it is wise to drive little cars no faster than is necessary, but since I tried these two I am less sure about my other convictions. The Hillman, for example, is plainly designed for real travelling. It not only has admirable luggage accommodation but it is sprung and balanced so as to keep perfectly steady at high speeds over indifferent surface. It has an exceptionally roomy body (for its size) and most of the things that matter on long journeys are provided, such as easy controls, light and comfortable steering, good roadholding, a quiet engine and a quiet gear-box. If I owned a Hillman I would open my road map of Europe without a qualm.

Again, take sheer speed. The Morris indicator showed 58 miles an hour on one of the wettest days of the late winter, with a veering wind that sometimes smote it in the flank, some- times in the face, always hard. At one point I drove it harder than my prejudices approved, both on top and second, to see how it behaved, and I was nearly converted. I thought, at any rate for the time being, that you could do this to this engine with impunity for a long time. In the awful phrase of the profession, you could cane her.

Both cars were excellently sprung, both held the road well, both were easy to handle, both were quiet at all speeds. The four essentials of long-distance cars.

The Hillman, which rejoices in the resounding title of the Magnificent (quite a touch of eighteenth-century about it), has a four-cylinder engine of 1,184 c.c. capacity, with a three- bearing crankshaft and thermosiphon cooling. It is a neat job and specially accessible for its type. The four-speed gear-box has the following ratios : top, 5.4; third, 8.1 ; second, 53.7; and bottom, 19.6 to .5. All four gears are synchromeshed. The brakes are duo-servo, all four being worked by hand as well as by pedal.

I found that it would-do just upon a mile a minute, according to the gauge, while 40 was within its powers on third. It was really lively, with an excellent pick-up and good acceleration. The engine runs commendably smoothly and the springing is good, though not exceptionally so. The points I liked best were the steering, the swift cornering and the brakes. A delightful little car to drive. The body is a cleverly-designed saloon, with more room than is usual, but its glory is its luggage accommodation. In the boot there is roam for three suit- cases (supplied, if desired, at a price) and the tail carries the spare wheel and its tools. With 5.25 in. section tyres, dual screen-wipers, sunshine roof and self-cancelling direction- indicators, the price of the de luxe saloon is £175.

The Morris shares several of the Hillman's good qualities, though as I said it is a different sort of car. Its small engine, which has a capacity of well under one litre, runs very smoothly and quietly and I could discover no vibration- period at any speed. It is lively and accelerates readily. On those streaming roads, with that baulking wind, I thought its performance really praiseworthy. The gear-change is quick and easy, and though there is a slight ringing on second the box is quiet. Top is geared 5.3; second 9.7 and bottom 57.5. The steering is good and the road-holding excellent; the springing is particularly successful.

The four-seated saloon body is naturally pretty small, but

it struck me that a considerable improvement might be made without serious alteration. If another couple of inches could be given to the width between the front doors (I suggest by making elbow-recesses) it would make a big difference. It climbs well and is altogether a practical piece of work. The interior finish is good, the instruments being particularly well disposed. The price is £542 SOS., with sliding head, but the fixed head model, with two doors, costs f 2o.

JOHN PIUOLEAU.

[Notc.—Rcaders' requests for advice from our Motoring Correspondent on the choice of new cars should be accompanied 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.]