TRANSCONTINENTAL COMFORT
Motoring
THE main impression left on me by my trial of the latest " los " Talbot and .the 2-litre Triumph is one of travelling comfort of the kind you must have on long-distance tours. This is not merely a comfort of coachwork or of springing, of smoothness of performance or proper luggage accommoda- tion, but a sort of psychological ease that is very hard to define. A transcontinental car must, of course, have a really comfortable body, roomy and well-designed, as it must be well-sprung (I notice with interest that the invaluable Fowler says " springed " is the ".more reasonable term "), smooth- running, which includes silence,-and provided with adequate luggage-space; but :none of these by thernselves or together give a car that Continental feeling.- - - It does not mean power and speed, though these help, but it does mean great ease of control throughout together with an immense sturdiness and makes itselffelt in all circumstances. A Continental car is one in which you have complete ease of mind as well as body, a car in which you have such confi- dence that you never think of how she is. going—except to admire her and to congratulate yourself on your perspicacity.
Of this distinguished and fairly rare kind are these two cars, each in its own class, the fairly big and the moderate-sized, and I fc:und both particularly interesting from the point of view of the already large and rapidly increasing number of motorists who regularly cross the Channel in -search of roads that can truthfully be called open.
To take the bigger first, the Talbot, which has a 20-h.p. engine of the all-round useful size of three litres, is fitted with a body plainly designed by somebody who has made a proper study of comfort. It is a six-windowed saloon with wide seating to carry four people easily and five fairly easily. The back seat has a disappearing central armrest of good proportions, an in- valuable thing on long stages, and there is plenty of leg-room for tall passengers. The headroom is generous (never, in any circumstances, take a low-roofed car on a long tour ; nothing spoils comfort and pleasure so swiftly and surely), and the outlook and ventilation are excellent.
The interior fittings include a couple of folding tables, which might almost be called a necessity in a good-sized car, footrests, a clutch footrest and adjustable armrests to the front doors. The luggage-boot is of fair size, and the flap can be used as a supplementary grid. Both, boot and doors have private locks, there is a flush-fitting sliding roof and sun- vizors are fitted that are adjustable for screen and side window glare. There is a permanent jacking system and the tyres are extra low-pressure " comfort " size.
The Talbot is a very easy-going .car. With very little effort it will do a good deal more than 70 miles an hour on top and 6o on third and " cruise " at a Mile a minute in a restful and unassuming manner. The car I tried had a self-changing box with an automatic clutch, but a synchro- meshed normal box can be had for £25 less. The engine ran quietly and smoothly up to its limit and developed its power in true " Continental " style—that is to say it seemed to have a big reserve at all times. I liked the steering particularly. It is sensitive, not too light and almost completely -direct. The brakes were quite first-class, specially the foot, and the springing gave good road-holding and comfortable riding.
The car is admirably finished, particularly under the bonnet, and it has the best plain instrument-board I have seen. A really attractive long-distance car which seems remarkably cheap at £495 with a plain, and 4.520 with a pre-selective gear-box.
The Triumph " Vitesse " four-windowed saloon is a good example of its type, a well-cleSigned- small foui-seater in which every available inch has been utilised. As might be expected on a short body-length there is not much leg-room behind, but within its class-limitations it is successful. The seating is comfortable, the outlook excellent and the general finish and equipment of a high order. Although it is decidedly a moderate-sized car and in no way to be compared, for accommodation, with the much larger Talbot, it shows every evidence of having been carefully planned.
Two points I -liked particularly were the excellent dash, with its sensible-sized cubby-hoIe, and the adjustable steering column. This can be set at exactly the right length, while_ you drive, and its rake can be conveniently altered. The choice of length is really an essential in any but the cheapest cars.
The 6-cylinder engine has a bore and stroke of 65 by roo, with an overhead valve layout similar to that of the new z4-h.p. Four described in The Spectator last autumn, two carburettors and semi-automatically governed spark-advance, ignition being by coil. The synchromeshed gear-box is high- geared, top being 4.5, third 6.3, second 9.9 and first 15 to x. These gave a comfortable maximum of 75 miles on hour on top and over 5o on third. ThIscVis an excellent climbing gear on long slops, while second took the car up a really stiff hill with plenty in hand. The footbrake was very powerful but the side-brake was practicable only for parking.
Like the Talbot and other Continentals the Triumph has a delightful " long stride," a workmanlike way of getting going and very fair acceleration. It, too, gives you that feeling that there is a good reserve of power. Both er,;:lie and transmission were exceptionally quiet, there v as no vibration and the steering was quite first-clics. The last, together with the gear-change and roadholding, were the best points of a really [Note.—Readers' r..quests for advice, from our Motoring Correspondent on the ch of new cars should be accompanied by a stamped and addressed enVelcipe. 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 .1
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