Motoring The Charm of the Modern '1'iu chief characteristic of
the two new cars I have on my list for report in The Spectator is, to be compelled into a shocking word, modernity. Beyond the obvious implica- tions of the term I must confess I have no idea what it means in a plain, useful motor car —or rather, I know, but I find it extremely difficult to explain. To clear the ground, is it modern to go fast, smoothly, quietly ; to be very easily controlled ; to be comfortable in riding ; to have room for a reasonable number of average-sized people and the sensible amount of luggage they may need on a fortnight's tour ? You would hardly say so. Precisely these claims, or most of them, have been made for prac- tically every family car yet built, and have appeared in nearly every catalogue for the past quarter of a century.
I will not admit that modernity consists in a multitude of gadgets that work, truth-loving speedometers, reliable gauges, easy gear-change, a built-in wireless -set—Wings of Death himself, not a wireless set! We have been progressing steadily towards these and many other things • for several years (the radio was, one must realise, inevit- able, just as the gramophone on a punt was, years ago, indispensable for the proper shattering of peace on the river.) and the epithet modern can only be applied to them by courtesy. The sliding roof is some ten years old, and so is unsplintering glass. I myself have driven (in my own • cars) on pneumatic upholstery since 1922. It is to be assumed, if not accepted, that the electrical plant is better designed and more reliable than it was in 1925. Is that modernity ?
These questions, mildly rhetOrical and therefore irritating, occurred to me frequently during my Vials of the new 14-h.p. Wolseley and the new 28-h.p. Oldsmobile.
Barring the radio and, in the case of the Oldsmobile, the pneumatic cushions, both seemed at first acquaintance to be perfectly normal cars. Particularly. pleasant cars, as I shall show, but not differing outstandingly in design or appearance or equipment from a dozen others. Yet each had a quality that, defying analysis, reeked of modernity. Both were, in some intangible way, really new.
If I refer to either of these modern cars with the vague prefix " family," it must not be taken to mean that it is in any way over-sedate. The performance of each is exceptionally high, and they would undoubtedly have been branded with the far worse word " sports " two or three years ago. The family connexion is in the accom- modation. There is plenty of room in both for five good- sized people, their heavy coats, rugs and odds and ends, without which no motor journey can, it appears, be con- templated today. Both run with exemplary quietness and smoothness, both arc properly sprung, both are unusually easy to drive, to steer, to accelerate, to stop.
Is that combination a proof of modernity ? Perhaps it is. 'I read in my notes on the Wolseley, made on the conclusion of the trial, that it is the sort of car that can stay " unimproved " for several years—a paraphrase of the more familiar expression so many " years ahead of its time." I gather much the same impression from my notes on the Oldsmobile, written several weeks later.
Although one is an eight-cylinder of 28 h.p. and a large and imposing car, the other a six-cylinder of 14 h.p. of normal size, there is an elusive similarity between them—possibly, again, this modern touch. In general design there is, of course, none at all. One is out- standingly British, the other plainly betrays that inter- nationality that is the mark of your modern American. Canadian ear. Yet they resemble each other, they or, more likely, their expected performance. It is as though their individual designers, looking at the world of motorists instead of at a countryful of them, simul- taneously saw a common aim. I know the Oldsmobile on English roads ; I can very well imagine the 14 Wolseley on those of America.
The Wolseley is a marked improvement on its pre- decessor- of last. year, save in one special respect. The engine dimensions are the same, giving a cubic content of just over 1,600 c.c., but in the chassis and gear there are changes. The wheelbase has been reduced from 8 ft. 6 in. to 8 ft. 3 in., and the track widened from 4 ft. to 4 ft. 8 in. Despite the shorter wheelbase, it is claimed for this car that it is the only real five-seated 14 h.p. Those extra 8 inches width have enabled the coachbuilder to fit in a third passenger on to the back scat. The gear--ratio is 5 -to 1, 8 to 1, 11.8 to 1 and 21.3 to -1, and it is not difficult to .reach 70 miles an hour on top, 42 on third and over 30 on second. The car is better in every way, more comfortable,' quieter, smoother and livelier.. Its action is suave, its power unobtrusive. The body is a very good one, and I suggest these improvements : that the cushions should be longer and that blinds should be fitted to the windows. Where it' falls short of the 1935 model is in its weight. It scales 22k- cwt., against the old one's 21] cwt.
I liked the springing, the steering and, particularly, the road-holding at high speeds. It is a fast hill-climber on top, third and second, and I regard it as very- good value indeed at £220 and £235 for the " standard " and " de luxe " saloons.
The Oldsmobile has a three-point rubber-suspended 100-h.p. engine (at 3,600 r,pan, a very decent, saber speed), and most of that power is used to make it com- fortable to driVe and be driven in. Its eight cylinders have . a bore and stroke of 76 x 108 m.m., .the capacity being a little under 4 litres. A General Motors pro.
duction, it has lateral valvei, a special form of front- wheel independent springing," an immensely sturdy cross-braced frame, hydraulic . brakes, " double action " hydraulic shock-absorbers and an " all-silent " three-speed sy-nehro-mesh gear-box. The steel " turret-top " body.; work is -by Fisher, - and the various types* include a four-door saloon, a small coupe, a very attractive drop- head .coupe and the four-door. " touring sedan " which was sent • to me to try by Rawlenee Cars Ltd., of 89 Sackville Street, W.
The Oldsmobile goes very fast on the level and uphill, and driving it at any speed entails no conscious effort. It is particularly quiet in action and the pull and accelera- tion are extraordinarily elastic and swift, but the main virtue of the car is in its springing. I am quite sure I have never yet sat in the back seat of. any car and felt less -roughness at 70 'miles an hour. The steering is good but too low-geared, for me, -yet the cornering at high speeds -is a delight. The body is very roomy, my, there are no drughts, the outlook is 'what -it:should- be, and there is proper built-in luggage accommodation. It is a very modern car -for £440. - Joax P$IOz.&1.7.
NOTE.—Readers' requests for advice from our Motoring Correspondent 'on the choice of new ears 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, tale or exchange of used cars.]
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