The Show at Olympia
THE chief features of the Motor Show at Olympia, which opened on the 22nd, and closes on October 30th, are quality and price. Twelve months ago it was commonly supposed that prices had pretty well reached their lowest mark, but during the last few weeks there have been several striking reductions. It is true that the demand for British cars has greatly extended its boundary, that many of the difficulties attending mass production have been successfully overcome, and that improved machinery has increased output. But, on the other hand, labour is more costly, taxation is heavier and expenses higher. In spite of this, to-day's car value has never been approached at any period in the history of the industry.
The exhibition is especially noteworthy in one respect— for the first time a complete car selling at £100 is on view. Whether it will be a success or not it is too early to say. Time alone will prove this. One is the Seaton-Petter intro- duced by a firm which also produces a fairly expensive model ; the other, the Gillett, by an entirely new concern. The ears are not cyclecars, about which we heard so much a few years ago, but which seem to have died a not unnatural death. In appearance both cars are .quite attractive ; the engine is a four-cylinder and the equipment is liberal.
The six-cylinder engine is slowly but surely taking the place of the four, and at the Show a large number of medium powered " sixes " are on exhibition. Smoothness of running, additional power and reliability arc among the special features of this type of engine. The "overhead-valve six-cylinder engines with enclosed rockers and push rods are in great evidence. This type lends itself to easy access for adjustment and decarbonizing ; limited overall length of cylinder and crank case ; no disturbance necessary of ignition and other fittings to get at the valves ; rapid .acceleration ; and better com- bustion. " Eights " with cylinders in line have a fair vogue among high grade cars, mainly of imported makes, but the chief interest seems in the " sixes," probably beeauk there is much less difficulty in installing an overhead " six " in a normal chassis designed for a " four " with side valves. What is usually termed the " all-gear " lay-out seems likely to exclude chain and belt drives for engine accessories. Many makers are adopting positive drives for fans and dynamos and the practice serves also for a better method of driving the water circulator.
More British ears are being fitted with coil and battery ignition, despite the fact that many argue that it is unwise to derive ignition and current for lighting from a common source. Experience fails to support this fear. With prospects of still heavier motor spirit and the high compression prevalent on so many cars a more effective spark is necessary, if only to spare the battery when starting from cold. Automatic or self-timing ignition, whether with magneto or the alternative coil ignition timer-distributor, seems to be much in favour with French and American makers. More attention is being paid to economizing factors other than those measured in terms of miles per gallon. This fact explains the use of thermostats or heat indicators and apparatus for adjusting the induction of air through flat-fronted radiators-7a type. which seems likely to become the standard for British cars. Air and oil filters of the absorbent type have become a common feature on American ears. Having regard to present motoring congestion, high road speeds, and the abrasive quality of much road dust, it is likely that a similar practical interest- in these filters by British makers will not be long delayed.
Next season's mechanical features promise some changes of type and but few new models. Lighter, but not structurally weaker bodies on the more popular models, combined with better tiring, promise to be notable factors towards improving upkeep and running costs. Hitherto it used to be the rule to _ stiffen up the chassis to carry the heavier and more cumber- some bodies and fittings then prevalent: - To-day the tendency seems towards paring weight no longer necessary, though something on this score is to be credited to the higher grade materials now used, and to the all-round improved balancing of the moving parts. During the past year there has been considerable interest-in chiamium and other plating-
stainless iron and certain developments in stainless steel, the ultimate effect of which should react favourably on car finishing and maintenance by owner-drivers. Tarnish-proof fittings may be looked for as a result. Though unit combination of engine with flywheel and clutch and change gear-box is now seemingly a permanent feature, more atten- tion has been given to simplifying details of some of the more popular models, apparently to remove objections of cost and other difficulties incidental to the small amount of atten- tion possible in private garages. Improvement in this direction is one of the notable prospects for next season. The conflict between the three- and the four-speed gear-box still rages as merrily as ever, but slowly the latter is becoming more popular and is likely soon to become first favourite.
Front-wheel brakes are now fitted as standard to most cars,
except upon a few of the low-priced models. NVIrich is the best form to employ, however, is still an open question. Whether they should be controlled by rod and crank mechanism only, or by a combination of this mechanism with hydraulic, pneumatic or suction is a debatable point. The simple direct hydraulic-applied Lockheed brake is available both for external and internal operation, and is used on at least half a score of American cars, including sonic of the largest. It has found favour among a few British makers, and seems likely to be more used as supplying a simple solution of most diffi- culties attending compensating control or equalizers, which in the case -of a four-wheel lay-out involves much linkage and source -of noise- from rattle when an all-mechanical control is fitted. Either form of fluid brake, the oil or pneumatic pressure, exerted through two sets of pipes and operating direct against the shoes by pistons in cylinders within or out- side the brake drums, is self-compensating. Little change has been made with regard to steering lay-outs in next year's ears. The complete wheel and worm gear form is being fitted by many more makers, probably as another instance of the provision for cheap adjustment looked for by owner-drivers. The cam and roller form of steering gear has been favoured for balloon tired cars and probably will be more extensively used next season. Quite a number of American can have this form of steering and as some of the 1927 models are listed with medium pressure tires, it is significant that this type is being retained.
The saloon form of coachwork is increasing greatly in popularity and during the last year ninny improvements have been effected as regards lightness, roominess, comfort and adequate ventilation. Besides the well-known features of the fabric construction there is now a marked interest, especially among light car users, in all ply-wood bodies of the saloon type. In one instance a saloon body of this sort, on a popular model, is actually lighter than the chassis maker's open body, and has the merit of combining the weather protection of the interior driven saloon with the airiness of the open-closed car. The effect is obtained by neat sliding window panels. Extra wide doors, more head room, adjustable scats and silent fittings are common features on many of next year's standard models.
From the spectacular point of view the coachwork display
forMs the chief attraction. It only seems yesterday that the majority of motorists had to be content with a very open type of coachwork, and cast envious eyes upon the enclosed type synonymous with opulence, little dreaming that replicas in the saloon would be at their command at prices lower than they paid for the open type. To-day the word " open " has to be modified. It should really read " convertible," because the coachbuilder has shown much of skill and ingenuity in providing motorists who like plenty of fresh air with a car that gives them this advantage, while the vehicle can still be quickly- transformed into a weather-defying car.
A departure from using black as a colour for the mudguards and hoods will be observable. Many 11006 and wings are being painted a few shades deeper than the coachwork, giving a highly artistic and harmonious effect.
E. T. BitowN.
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