Motoring The British Maker Wakes TIIERE is no doubt that
the British industry is at last making a determined effort to counter the American invasion. Within the last few months—that is since the motor show—I have taken out on trial several British ears that fairly rival some of their opposite numbers in most of the features that appeal to English drivers, and cost about the same or a little more. The last is an achievement long delayed. Our cars have always been at least as good as anything America has produced and in ninny instances considerably better. They have been more efficient, size for size, and, above a certain price, longer-lived—though the latter advantage might be questioned today. Where they have failed in the com- petition has been in power-reserve, body-accommodation and price, three admittedly important features, par- ticularly where oversee demand is concerned.
Two British cars I have lately tried score well in these three points, the new 20-h.p. Hillman and the 20-h.p. Vauxhall. Both have sensible sized bodies, large engines and really satisfactory performance for a reasonable price, the Hillman costing £295 in the short wheelbase model and £375 for the long, and the Vauxhall £325. These prices are really competitive with the Americans, though they are not in the lowest scale. For what you get.in coachwork, finish and certain British qualities, I consider them to be in much the same class as their rivals costing about the same.
Curiously enough, it struck me that of the two the Hillman was slightly more like an American than the Vauxhall, which has at least temporary American ante-' cedents. It began as a 100 per cent. British. car (in course of time one of the most famous made) and was Subse- quently built under the direction of General Motors. How much of American design it absorbed during that period I have no idea, but I imagine some of the imported character " stuck," though it is now solidly British in looks and manner. . The Hillman has no foreign relations that I know of, but it is plain that its designers have gone to America for one or two ideas. Whatever the truth may be, the pleasant fact remains that we have here two cars that may be regarded as serious competitors with our most serious rivals—if not our only one today.
The Hillman is rated at 20-h.p., having a 6-cylinder •- engine with a bore and stroke of 75 by 120.. This gives it a capacity of over three litres and a tax-rating of £15 15s. The short model is called the " Hawk " and the long the " 80." The " Hawk " has a wheelbase of 9 ft. and the " $0 " one of 10 ft. 6 ins. In all other respects.the two chassis are identical. The engine is a plain side-valved job, with a down-draught carburettor;', an air-cleaning silencer, and what is called a high-efficiency induction. It is mounted in rubber at three points. Ignition is by coil with an automatic advance-and-retard; 14-mm. plugs arc used. The gear-box is a four-speed, with synchromesh between third and top. The- ratios are top 4.54, third 6.65, second 11.2 and first 16.8, the ",t40 " being slightly lower geared throughout. The frame is a very sturdy affair, and the whole construction of the car shows evidence of considerable toughness. Front suspension is independent, of the " Evenkeel " Humber- Hillman design.
The model I drove was the " 80," fitted with a " sports '' saloon, priced at £415, and I should like to put it on record at once that it was one of the very few " sports " saloons I have ever sat in, either as' driver or passenger, that came up to my idea of travelling comfort. • I suppose it is called by that sinister name because it has what are known as sweeping lines, only two windows and an extremely good luggage,boot. It has plenty of headroom, leg-room and elbow-room, you can get into and out of it without effort and as passenger and driver - you can see out of it properly. These are obviously not the qualities of " sport," so 3 perhaps in time we shall have only that appalling name and be spared the coachbuilding cherrations it has so long implied. The " 80 " has a quite unmistakably American per- formance. It is not specially fast, all out, but its acceleration is as lively as you could wish, it is very flexible, its pick-up is swift and ready and it climbs hills admirably. It will do about TO miles an hour on top if pressed, about 46 and 30 on third and second, but that is nothing to the delightful way in which it will drive light at 60 and - more, without apparent effort. It behaves just like a-good modern American in saving you a lot of driving-trouble. It is a lazy man's. It is very well sprung, the steering is light and firm and the brakes are excellent. Third speed is quiet enough, practically noiseless under 40 miles an hour, and the only complaint L have against the whole ear is the quite unnecessary stickiness of the change between top and third and second, due to the want of ordinary rigidity in the lever. That is an Americanism that should have been left severely alone. The weight of the car unladen is 35 cwt.
The Vauxhall has a 2,403 c.c. capacity 6-cylinder engine; suspended in rubber at four points, rated at 20-h.p. and taxed at £15. The bore and stroke are 73 by 95.25, 11 mm. smaller in the bore than the 27-h.p; model I described in The Spectator last autumn. The valves are overhead, - operated by push-rods, a down- draught carburettor is fitted with a flame-arresting air-cleaner, on the top of the Cylinder-block and, as the specification justifiably points out, well above the reach of flood-water. Ignition is by coil, the advance and retard being operated by engine-suction. The cooling is by pump, with a fan and a thermostat to regulate it The whole unit is, like all Vauxhall engines, refreshingly tidy and well-finished. The .chassis has several points that 1 liked, among them the " pedornatic " starter; which means that pressure on the accelerator starts the engine ; , the easy-jacking system, which in some ways; I prefer to the built-in type ; the oil-filter and the position of the crank-case breather below the undershiekl ; and the automatic chassis-lubrication.
The saloon is a good one, wide and comfortable, with plenty of leg=room. The back-seat would be improved: by being slightly tilted upwards. ," Visibility " is -Very, good and with its exceptionally good and light steering' and its powerful and smooth brakes the car as a whole is very restful to drive. You are always in complete' charge.. The pleasure of driving it is immensely increased by the quite remarkable elasticity of the drive—though pull is the better Word. Both acceleration and maximum speed are deceptive, and as the engine makes very little noise at any speed yoii get to well over 75 miles an It hour without suspecting it. This is a really fast car and I should not be surprised to learn that on a smooth road (not on the track, which is seldom the ideal place for exhibiting maximum speeds) something not far off 80 miles an hour could he reached. The ,springing is good on the front axle, but I thought it a trifle harsh in the rear. - The body is - draughtless, as :are most of them today. The gear-change is light, easy and, with the brief pause called for in a synchromesh, scrapeless. This has for some years been a special virtue of Vauxhalls and the new example is at least as good_ as the earlier. The ratios are top 4.78, third 7.1, second .10.6 and first 15.8. All are just about right for the engine and its picking-up powers.
It climbs hills fast and without flagging; its showing on long winding roads, with hairpin bends, is par- ticularly good. It is, in short, a very lively car. It [Note.—Readers' requests for advice from our Motoring Correspondent on-the choice of new cars should be accom- panied 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.]
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