Motoring For Moderate Incomes THE two cars I have for
review this week, the 10-h.p. Lanchester and the 27-h.p. Chevrolet, are, from quite different angles, particularly interesting to that immortal, the man of moderate means. Both have a great deal to offer him for his money and both are typical of their respective classes, the small, high-efficiency purely British machine and the large, high-powered Transatlantic. And here I refuse any longer to give a closer national definition than this to such cars of originally American origin as reach this country from Canada as Empire products. It is altogether too delicate a matter for anyone but an international tribune to decide where the Stars and Stripes arc hauled down and the Union Jack run up. The Canadian Chevrolet, among several others, is put together in Canada presumably by Canadians and sold in England by Englishmen.
There is, of course, no sort of comparison between these two but they both have a strong appeal to the man who has between £300 and £850 to spend on a sound car. With one you get the best sort of British workmanship and attention to detail, characteristically British suaveness of running, smooth and generally quiet, and British sturdiness. With the other you get the lively performance expected from a high power-to-weight ratio, big bodywork and the new Transatlantic flexibility and docility. Neither has any real pull over the other in essentials.
The Lanchester is a very much improved edition of last year's type. The size of the 4-cylinder engine has been usefully increased to nearly 14 litres, which has made so great a difference to the performance as to alter the whole character of the car. The maximum speed is up by at least seven miles an hour on both top and third gears, about 64 and 44 being comfortably reached. Maximum speed in itself becomes of less interest every year, but the liveliness that is its almost invariable accompaniment is rapidly in- creasing in importance. On our dangerously congested roads the safest cars are those that will most swiftly get to 35 or 40 miles an hour and, unless they are grotesquely low-geared, they will not do this without that modem " ginger " that makes them such pleasant possessions. The Lanchester Ten pro- bably goes as fast on third as the majority of the Tens of
say 10 years ago would go on top, flat out and after certain encouragement, and only very few special examples of the old ears—certainly none with comparable coachwork—would reach a given speed as quickly. This ability to accelerate, combined with the remarkable control afforded by the latest braking systems, is the main essential of any car with serious pretensions to safety.
In some ways I think this is the best Lanchester I have yet tried, undoubtedly the best at the price. I like the sturdiness of its build, the feeling of toughness, the way it holds the road at all speeds, the way it steers and the way it is sprung. It has very evidently had a great deal of careful experimental work carried out on it. It is not easy to design a "light" car (which is seldom really light in terms of avoir- dupois) that will behave in all important respects with the steadiness of one of twice its power, but the Lanchester engineers have succeeded to admiration in this one. The engine runs quietly and, up to a fairly high speed, smoothly. It shows a very good degree of flexibility on top and third and decidedly useful acceleration on the latter. The brakes were not up to the mark on the car I tried and I quite believe that their condition was far from normal, but even with this handicap I thought the general control excellent, particularly the steering and the steadiness and comfort of the suspension.
A long easy hill, with some sharp right-angle turns in it
that cannot by any juggling be rushed was very well climbed mostly on third and top, and a short but extremely steep rise was taken satisfactorily if not brilliantly. There was always evidence of power-reserve. The six-window saloon is a clever piece of work, affording one a good deal more room than a first glance at it leads one to expect. The upholstery is comfortable, both driver and passengers have a wide view and there is plenty of elbow and leg-room. The price is £298.
The Chevrolet was a new model, called the " Master," differing from the orthodox car in having independent front- wheel suspension, a longer wheelbase and an increase in price of from £30 to 160, according to the type of coachwork. It has a 27-h.p. 6-cylinder engine, with overhead valves, a bore and stroke of 84 by 102, a capacity of 34 litres and a tax-rating of £20 5s. Its three-speed gear-box has a ratio of 4.1, 6.9 and 12 to 1, top and second being synchromeshed. The all-steel " turret-top " body is carried on a wheelbase of 9 ft. 5 in., the track being 4 ft. 8 in. and has room for three full-grown people On front and three more behind. A telling feature in its design is the provision of " outbuilt " elbow-room in the back, above the ordinary rests. It is really very comfortable, free from all rattle and squeak, perfectly draughtless and properly upholstered. The view from both front and back seats is wide and the driver is not worried by blind spots created by the side-pillars. Very good luggage-room is provided in the built-in container, which also houses the spare wheel. Another point I hiked was the one-key lock—the same key locking the ignition as well as the luggage-trunk. The car is easy to get into and out of and everything is obviously built to withstand rough usage.
The Chevrolet has a high performance, something hike
80 miles an hour being attainable in favourable conditions. It will do about 48 on second, which is, of course, a Transatlantic characteristic. The acceleration is of a high order and the pulling at very low engine-speeds markedly good. The weight being only 29 cwt. it gives brilliant hill- climbing on both top and second. The gear-change is first- class of its special -type. At all speeds the engine runs with unusual quietness, being practically inaudible when idling. It is suspended on rubber at five points instead of the more usual four or three, but whether this accounts for the almost total absence of vibration I do not like to say. The springing is thoroughly comfortable, the riding in the back at 70 miles an hour being quite extraordinarily shoekless. I was also much taken with the steering, which is light and firm and has an amount of caster action that would be remarkable in a European car. I would prefer it to be a shade higher- geared but that is only a personal taste. The brakes are very powerful indeed and quite exceptionally smooth and progressive in application. The whole car, including every- thing below the bonnet, is well finished, and the instruments, particularly the speed-indicator, excellently neat and work- manhire. It costs £338 for the " sports " saloon tried.
JOHN PRIOLEALT.
[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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