Motoring Notes
The i7-h.p. Vauxhall 6-cyl. Cadet
THIS saloon is one of the type of small sixes which have become so popular during the last two years. The coach-built saloon sells at 1280 complete. It is a British car built at the Vauxhall works at Luton on American lines. By this I mean it has a three speed gearbox, the lower gears being intended prin- cipally to get the car under way, and then give place to top, on which all the work is intended to fall. Once in top gear, nothing but a halt in traffic, or a particularly steep gradient, should necessitate a change down.
The acceleration on top, the ratio of which is 5.1 to 1, is very good for the engine horse-power, but the maximum speed obtainable is only round the 55 Mark, with a cruising speed of 40-45 M.p.h. Petrol consumption is given as 23 m.p.g. In appearance this metal panelled saloon is enhanced by the high fluted bonnet which has for so long been adopted by Vauxhall Motors. This gives the car dignity, and, is some extent minimizes the appearance of height from the ground. A general lowering of the whole car, and the chassis in particular, would not only improve its appearance, but would have a beneficial effect on its road-holding qualities, with a consequent increased feeling of safety to the passengers. Actually the 4 ft. 8 in. track is adequate and normal ; the chassis is short, however, being just under nine feet in length, and the car looks and feels high off the ground. This particular saloon is offered with a choice of three colours and there is a very wide range of standard coachwork from which to choose, all priced just under 1800. I note that, in all cases, metal panels are used ; they are stronger, and retain their appearance better, than fabric. For the rest, the equipment is usual. The four-door saloon holds five people easily, with ample leg room, and has sliding bucket seats in front. Strong hide is used for the upholstery, and the general finish is good at the price. All extras, such as bumpers, luggage grid, spare wheel and tyre are provided, even to a rather attractive mascot on the radiator cap. Four of the six windows wind, and the wind- screen opens outwards. The field of view in front is good, but the high bonnet makes it impossible for the driver to see the left front wing at all, and only a little of the right front one. This is a distinct disadvantage, as, unless the driver's judgment is faultless, it necessitates the use of one of the pillar and ball fittings to indicate the position of the wing. The seating generally is comfortable ; one sits well into the car and not on it in both front and back seats: and there is plenty of headroom. As the controls are central, the driver can use the right front door with advantage. The control of the car is simple. I found the hand brake was placed very far forward under the instrument board. I would like to find the gear positions marked on the knob of the gear lever, even though these positions are quite normal. In the centre of the steering wheel are the spark:advance, throttle, and horn knob. There is also a small lever which controls the charging and lighting. None of these positions is marked, and it is difficult, until one is used to them, to know just whether any, or all, of the lights are on or off. There is not even a noticeable " Click " as the lever drops into each position. • The Engine details are as follows :— The bore and stroke are 67.5 and 95m.; the head is detach- able with overhead valves operated by push-rods, the valve cover containing the oil filler and breather. The crankshaft runs in four bearings, and there are aluminium pistons. The engine, clutch, and gearbox form one unit, held by a single pomt in front, and by two brackets with rubber blocks just in front of the clutch. The timing gear camshaft is driven by a duplex roller chain which, it is claimed, ensures silence and needs no adjustment. Engine lubrication is by automatic forced feed, and the chassis by a high pressure gun in the usual manner. The electrical system follows the American practice being 6 volt. The latest U type Zenith carburettor is fitted, and the results seem entirely satisfactory: the petrol tank is at the rear of the car, and holds nine gallons. Semi-elliptic springs are used throughout, assisted by Lovejoy shock absorbers. The brakes are of the internal-expanding semi-servo type, operated by a combination of rod and cable. Separate adjustment for each is provided, and the hand brake operates the two on the rear wheels.
The clutch is of the single plate dry type, with an adjustable pedal : I did not like its rather abrupt action, but understand that, in recent models, this has been modified and now works smoothly. For an all round performance on the road, particularly at its price, this car wants some beating. It may be urged that its maximum speed, which I place at 55 m.p.h., is not fast enough for many people ; on the other hand, the factor which really counts in making a good average over a journey, other than over unobstructed Continental roads, is accelera- tion. The Vauxhall, in its class, is exceptional in this respect. Even taken up West Hill, N., from a standing start, and immediately changing up to top gear, a speed of over 30 m.p.h. was held for most of the hill, and the summit was passed at a steady 20. The engine runs quietly, is well balanced at all speeds. and the single spring valves are not noisy. The steering is light, with an excellent turning lock, and gear changing presents no difficulties. I took the car over a very bad stretch of road, and tried its riding from both the front and back seats. I found the road shocks were very well absorbed, and the car as a whole was not distressed by this treatment. The brakes are excellent, powerful right up, to a dead stop. but at the same time pro' gressive.
It is not surprising that this car should find a ready market ; and if it has lasting qualities, in addition to those I have mentioned, it is outstanding in its class. Pmaimu COCHRANE.
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