Motoring Two Sound British Cars THEIM was much to hold
my interested attention in the two cars I Was sent for trial last month, the new 17-11.p. Armstrong- Siddeley and the 25-h.p. Wolseley, but what pleased me as much as anything about them was their size as sensible travel- ling carriages. You might perhaps suppose that good-sized bodywork would be supplied as a matter of course on chassis of these power-denominations, but, as we have painfully learnt in the last two or three years, the strange fashion at present is to reduce the accomodation as the power is increased. There is paradoxical proof of it in the fact that when models are given larger engines it is usually in order to allow comfort- able bodywork to be fitted.
The Armstrong-Siddeley's engine is of that useful size familiarly known as the 2-4—that is to say its capacity is just under two litres and a half. It differs from the great majority of the others of its type in having a really long stroke. As a rule, a 16-17-h.p. Six has a bore of about 72, with a stroke of not more than 100 or so, but the Armstrong-Siddeley's measure- ments are 66.67 by 114, a combination I do not remember seeing for a long time. The wheelbase is 9 ft. 8 in., and by decidedly clever design a really comfortable body is available that has not too much rear overhang and provides room inside for long legs and spreading elbows. The head-room is generous, the six windows wide and deep, and in all essential respects it is what is called a touring saloon.
The luggage-hold took my fancy more than do most, as, with the platform down, it will-hold four suit-cases of assorted sizes and, a point to be remembered, a bag of golf-clubs behind the back seat-squab. Golf-clubs generally defeat the designer of any but the biggest cars and the things have to be nursed between the passengers' knees or allowed to encumber the floor-space, already none too free. The seating is particu- larly good; the, to me, usual bucket seats are abandoned in favour of a much more comfortable single seat, with a dividing and folding arm-rest. The back seat also has a central arm- rest, and both are properly tilted and well upholstered. Tub- ular multi-spring construction is used in the front, and one of the results of this skeleton framework is that the back passengers have more room for their feet. The back seat is forward of the axle. A folding table is fitted to the back of the front seat.
In general the design of the ArinstrongsSiddeley engine is unchanged from the last examples: The valves are operated overhead by push-rods and rockers, having a particularly quiet action ; cooling is by pump, ignition by battery and coil. . The whole unit is a very well-finished piece otworkyreminiseent of the days when ear-engines, were turned. out ae they should be—things to take a pride in. .The gear-bo:1a, of course, the original A rmst rong-Siddeley pre-seIettive,-with a new automatic clutch. This disengages automatically when the engine-speed 'drops to about 600 revolutions a minute, and you can change :up and down quickly and without any roughness or jerky engagement.
The ear-sent me for the trial was unfortunately brand-new, not much more than 400 miles showing on. the mileage. 'recorder, and the engine-and running gear were-in consequence decidedly stiff. Judging by .a. trial_ I ,had. had a few weeks before of the 12-Plus Armstrong-Sidd'eley,-Ishould say that the performance of the 17-h.p. on the day I tried it was at least 20 per cent. below par. None the less, it ran in lively fashion, fast enough for me to get a working idea of its real capabilities. It showed plenty of life, picked up and accele- rated well and gave good all-round results. The points I liked specially were the brakes, steering and springing; the first were both smooth and powerful in action, the second light and direct, and the third easy-riding yet steady enough to give safe holding at all speeds. The - price of the' car is /475; a foursome coupe on a shorter wheelbase costs £380.
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The Wolseley can be loOked Upon another example of our defences against the American invasion—still too few by far. It is powerful and-yeit fast, quiet-running, 'flexible and very easy tOdrive. And it hai very big body—Nbigger, I think, than its immediate rivals from across the Adantie. I have columnS of figur'es- before me-showing how wide,-long and high it is, but, as .few,people except et:meld:m.041m haye ever been known to.go-over their ears withis tape-measure, it is probable that these calculations would be of small interest. It is enough to remark that the inside of the car is one of the largest saloons I have sat in and that there is plenty of room
for five people and sprawling room for four. - - --
The lines are excellent, the car having the appearance of being low, though it is not—at all events inside. The seats are wide and deep, well stuffed and comfortably angled. The backs are shaped- to give support ,toi one's spinegotherkit is said to be Most wanted. There is a foot-rest as at arm- rests at side and- centre. The" ventilation, fashlional* Called air-conditioning in the specification, is very successful; the draughtlessness is arranged for by a combination of window-louvres and hinged quarter-lights. The point I liked most about the body is the remarkably wide-anglecittiew, the driver gets. The screen is, or seenik to be, particularAy wide and high. I suppose it is wide and-the impression'tit height comes from the generous rake and the fact that the front edge of the roof lies further back than is usually the case. The point I liked least was the back-seat access to the luggage- hold.
The Wolseley Super-Six, as it is called, has an engine of 3} litres, a plain hot workmanlike job, carried on rubber at four points, with push-rod operated overhead valves, and the cam- shaft driven- by chain. Twin down-draught carburettors are used, with a silencing air-cleaner. The 4-speed gear-box has a synchmmeshed top-and-third, third being also practically silent. The brakes are hydraulic and a permanent jacking system is standard. A well-found car.
I found the Wolseley delightful to drive. It is very fast, its comfortable-maximum being at least 75 miles an hour on top and about 60 on third, and even when you are driving it fairly hard the engine makes very little noise. At the extreme end of the revolution-range there is a very slight tremor, but I don't suppose nine out ten would notice it. It climbs hills in a manner that can only be called brilliant, third speed being particularly useful. I should imagine that this speed would carry the car and a full load over most military mountain roads on the Continent—a very desirable virtue. I should have liked the steering to have been a little more direct, but it is safe enough and in any case steady. The equipment includes everything any reasonable driver or passenger could want, and I think the whole thing at £840 surprising value for money. You will notice that in this last and most important respect :[Note.—Readers' requests for advice from our Motoring Correspondent on the choice of new cars should be accompanied by a stamped and addresied earelape. 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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