WHETHER the term new is applicable to gny car after
the end of August is by no means certain. The two cars I have to discuss here were put on the market some months ago, but it is only within the past few weeks that it has been possible to try them. Yet, from the angle of the motor-critic, they are as new as anything to be seen at Olympia, with the .possible exception of such tremendous surprises as the revived and metamorphosed Sunbeam, the Riley Straight-8 and the V-12 Lagonda, all of which managed to make their absolutely first public appearance on their show stands. One must go back many years to remember a parallel case.
These two cars are the latest examples of fast family machines, and I ant nearly sure by now that that slightly derogatory description " family " is dead. It meant, or was supposed to mean, notable sobriety, a grave demeanour, respectability. Almost one expected a family car, such as was met in the parking-places of county towns on shopping days, proceeding solemnly about their business of general messenger-boy and travelling factotum, to wear a faintly disapproving air, particularly when overtaken by no matter how apologetic a faster car. If family means all this, as most people still suppose, either there are no family cars left or every ear you meet that is not a racer is a family car. Not only do they all go at the most immodest speeds and overtake each other brazenly, but they are often fitted with coachwork of the most sober kind, finished in properly modest subfuse hues, and the latest sort make no more noise than did Martha of three years back, poor old soul. After all, it is only suitable that the new family ear should reflect the new family attitude.
The two cars under review are the 10-h.p. Talbot and the Two-litre "M-G," both excellent examples of the sort of ear young 1937 is using, whether a family is attached or not. The Talbot could not accommodate a second genera- tion unless it (the generation) was extremely new, but both it and the " M-G " have all the qualities of well-trained cars and none of their supposed defects. To take the smaller first. The Talbot, a close relation of the late Hillman Aero- Minx but built at the Talbot works, is one of the best miniature ears I have ever driven. It is small and not, according to modern ideas, specially cheap, but it has charac- teristics and virtues, qualities and accomplishments that are often denied to other cars of its calibre, though not perhaps of its price. It is one of those very rare phenomena a little ear that behaves like a big one.
There is nothing, to the casual eye, that will account for its exceptional behaviour. The engine has the quite ordinary dimensions of 1,185 c.c. from a bore and stroke of 63 by 95, side-by-side valves and nothing out of the way if you except an aluminium cylinder-head. The carburettor is of the down-draught design, but so are those of at least 50 per cent. of the mildest engines or 1936. It has not even the excuse of lightness to make for its liveliness, for the saloon, as they call the closed body, weighs 19 cwt. empty. I know at least two Tens that are 25 per cent. heavier, but a ton is not specially light for a car with a wheelbase of only 7 ft. 9 in. and seating accommodation of this kind. I am not complaining—though overweight is my chief grouse against the modem car—but merely stating facts that go to prove the remarkable efficiency of this attractive little car. Take three or four cwt. off it and you would have a car that would be N.-ery hard to beat in its own Class., All four gears in the box are synchromeshed, and the ratios are, for the closed cars, 5.2, 8.16, 13.7 and 19.6 to 1. In the open models the ratios are 5, 7.5, 12.6 and 18. Both these clearly show how good the engine must be. They are both quite high for engines of twice the capacity.' The brakes are of the duo-servo type, all four being worked by pedal and lever alike. There is no extra set for the lever. They are smooth and powerful with good emergency stopping action. The steering (by worm-and-nut), is just about as good as any I have used. It is light and firm, and there is no tendency to wander off the course at any speed or round any corners. With this goes an admirable springing that keeps the car glued to the road and reduces shock to a sur- prising degree. It is one of the most comfortable cars at high speeds I have ever driven at anywhere near the weight. It will do about 65 miles an hour without preceptible effort, and it is a very swift climber of steep hills. There are things in it that need altering, such as the foot-room for the driver, the brake and accelerator pedals being too close together. The steering-column should, at the price, be adjustable for length. The body is really only a two-seater, so far as adults are concerned, though the back seat will take two children, and I believe it would be wiser to make of it a bigger 2-seater. The price is 2248.
The " M-G " is an entirely new car, in its class and power much of the same type as the Talbot. A very quiet fast car, made for modem families. It is called a Two-litre, but in point of fact the engine capacity is rather over that, having a content of just under 2.3 litres. It has a claimed maximum speed of between 80 and 90 miles an hour or so on top, at least 50 on third, and in general it behaves like a modern " sports " car which has been trained to domestic use. It has several interesting features beside its high gear-ratio- 4.75, 6.5, 10 and 17.8—such as a " straight " frame, that is one that is not cruciform; a'special front-wing and headlight mounting that insulates them from excessive 'vibration over bad surface, and adjustable rake to the steering-column. The 'four-wheel jacking system is inbuilt, the front axle has a torque reaction cable which prevents tremor, and the upholstery is a combination of pneumatics and springs. Engaging reverse switches on a reversing light, and the stop-light is coupled to the brakes. A very well- found ear.
The engine runs very smoothly and with little noise, the gear-change, with a short lever, is swift and sure, the brakes are excellent and the road-holding, as is essential in 90-mile- an-hour cars, first-class. The bodywork is well-built and admirably finished, the seating really comfortable for long journeys, and the outlook wide. It is or should be very good [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 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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