Motoring NEW TYPES IT does not often happen in these
reports upon the design, build and behaviour of new cars. that I have to describe two models that differ so widely from their immediate predecessors as the new 25-h.p. Vauxhall and the new I4-h.p. Austin.
Cars of about these two sizes have been made before by both firms, and in each case, although they have naturally been distinguished by this or that innovation, they have closely resembled their types, been obviously Vauxhalls and Austins. Their family traits have been unmistakable, as is nearly always the case with cars produced by old-established factories. The two new cars, while retaining a few ineradicable general charac- teristics are, in my opinion, utterly different from any of their respective families, not so much in design as in performance, less in actual results than in manner and manners.
It is not easy to amplify this statement. The proper course would be to explain how and where they differ from the familiar types, and it is just that I find impossible. I could not, even if it were fair to do so, get out of it by saying that the new Vauxhall is like the new. So-and-So, that the Austin reminds me of the 14-h.p. Another. Neither resembles any other car I know, and when you consider how very much alike modern cars are (quite falsely) believed to be you will agree that this is a distinction. And they are distinguished cars, each in its own sphere and class, cars of the type that leave a mark on their factories' records, that make names for them- selves and remembered fame, that are spoken of later by their year—or if I am wrong I shall be very much surprised. For, after a good many years' familiarity, both private and pro- fessional, with all sorts and conditions of Austins and Vauxhalls, I am now quite sure that, for the price, neither firm has yet made such good cars.
To take the bigger car first. The 25-h.p. Vauxhall has a 6-cylinder engine with a bore and stroke of 82 by Ica and a cubic capacity of 3,125 c.c. The rated h.p. is 25, the tax £18 15s., and it is stated to develop 8o-h.p. at the pleasantly moderate engine-speed of 3,600 r.p.m. In general the design follows the familiar Vauxhall lines, the valves being overhead, of the peculiar Vauxhall type, the crankshaft carried in foul bearings and the engine mounted on rubber at five points instead of the more usual three or four. The combustion- chambers are of what is described as a special non-pinking design, the water-jackets are carried down to the bottom of the cylinder-barrels, and the sparking-plug bosses, as well as the exhaust valves, are cooled by direct spray. Cooling is by impeller-pump and four-bladed fan. Everything is well finished and well arranged. You start the engine by touching the accelerator-pedal.
The four-speed gear-box is comfortably high-geared, top being 4.4, third 6.7, second 9.9 and first 14 to I. On the higher gears I reached 75 and 5o miles an hour with ease and in com- fort. I daresay another three or four miles an hour would be obtainable in favourable conditions, but with the maximum speeds I got there was really brilliant acceleration and as high a cruising speed as any reasonable person could want.
It is a really lively car. For its power and by modern stan- dards (with which I disagree heartily) its weight of 3o cwt. or so is moderate. It gets away very fast on all gears and you can drive it at sustained high speeds very comfortably. It is a powerful hill-climber, the engine runs with marked smoothness and as quietly as any modern machine and third speed is almost silent, using that much abused word literally. I liked the gear-change very much, which has an excellent synchromesh between top and third, the foot-brake which has remarkable emergency stopping power, and the steering, which is light and firm with plenty of caster action and an admirable lock. The springing is independent in front and gives delightfully easy and shockless riding. The five-seated saloon which I drove is a wide and comfortable body, with enough leg-room in front and behind, excellent outlook for driver and passengers and good luggage accommodation. I thought the seats rather shallow for tall people, but in all other respects I found the car as a whole thoroughly comfortable. The price is £298. Other coachwork can be had at prices varying between £345 and £575;
The 14-h.p. Austin has several good points to recommend it, notably the flexibility of the engine, the noiselessness and the smooth running. In these this new model outstrips any of its predecessors of my acquaintance, as it does in the unobtru- sive way in which it gets away and keeps up a useful pace. It is well sprang and rides really comfortably. The 6-cylinder engine has a cubic capacity of 1,711 c.c., the bore and stroke being 65.5 by 84.6, the rated power 16 and the tax £12. The four-speed gear-box is fairly low-geared, top being 5.375, third 8.4, second 13.2 and first 20.3 to 1, but so suave is the engine-action that you are not aware of it. Engine and box are mounted on rubber at three points and the arrangement certainly damps out any vibration there may be. Top, third and second are synchromeshed and the gears are remarkably quiet, third being almost inaudible except at very high speeds.
This new Austin has a delightfully easy action, a long stride that takes it over the ground with the minimum of apparent effort. I liked the road-holding and the light steering. There was a tendency towards rolling, owing, I imagine, to the lack of caster action, but once you realise that there is no " self- steering," so to speak, you put and keep the car where you want it automatically. The Girling foot-brakes are excellent, powerful, quick and smooth and sudden violent application did nothing to make the car swerve. The Goodwood saloon is an excellent body, roomy, well arranged and upholstered, with a luggage-boot and grid. It is equipped with every modern gadget, including some special form of insulating material in the lining to subdue drumming and absorb vibration. I par- ticularly liked the lay-out of the instrument-board, where two big dials give the speed, oil, petrol and ampere readings as well as the time of day. These face the driver while the other side of the dash is given up to a proper-sized cubby-hole. The comfortable maximum speeds on top and third are 6o and 42 miles an hour. A very well-planned, sensible family car. It [Note.—Readers' 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 ut be given, as well as the type of body required. No advice can be given on the purchase, sale or exchange of used cars.]
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