Y Clorianydd

TALBOT DARRACQ (Stand No. 90). One eight-cylinder polished chassis. One eight-cylinder touring car. One eight-cylindcr inside drive limou. sine. One 16-h.p. four-cylinder touring car (French War Office model). One 16-h.p. four-cylinder limousine coupe. More interest than usual attaches to the Darracq Company's exhibits, not only because the company will be exhibiting under the new name and style of Talbot- Darracq, but from the point of view Oi the new eighkcyliiwier model which was such an attraction at the Paris Salon. Incidentally it should be noted that the introduction of tfhe new eighty-cylinder car does not do away with the well-known. 16-h.p. model, so highly popular both in this country and in France. Two examples will be on view. Some people, when first they hear of the adoption of tho eight-cylinder principle by t^c Talbot- Darracq, will say, "Why this departure ?" It is not a departure by any means, fou a little thought, or reference to records, will quick.1 y show that in 1906 a 2(X)-h.p. e:ght-eybmler Darracq, driven by Dcmogeot, intwle a record which is still unbeaten. Demogeot covered the two miles at an average speed of 1221 miles per hour. so that it will be see-n that the eight-cylinder engine is no un- tried proposition as far as the company is concerned. It is only necessary to axli{ that Mr Owen Clegg, whose many suc- cessful designs are sufficiently well known to obviate the necessity of recapitulation. is entirely responsible for the design of this new model—in itself an adequate, guarantee of its reliability and efficiency. The first thing whidli strikes the ob- server when making all examination of the new Talbot-Darraeq engine i:i iIJ3 simplicity, there being a notece&ble ab- sence of gadgets. As few parts as pos- sible, and those parts thoroughly up to their work, this is the line which has been taken in all Mr CI egg's designs. This principle of design naturally makes for ideal aecessibilit v-a point of great iuifjortanoe to the owner-driver. Tho eight cylinders are arranged in two sots of four, cast monobloc, with detachable heads, set at an angle of 90 degs. They are mounted low down in the dhassis, and have no external induction or exhaust manifolds, few outside oil pil>es, and al,l o'ectrieal cables neatly housed. The whole gives the impression of extreme neat-lieS3. With a bore and stroke of 75 mm. by 130 mm., the engine is rated at 20-h.p., but the power curve shows that over 60 b.h.p. is given off at 2>000 r.p.m.

ANGUS SANDERSON (Stand No. 6 7). Ever since Sir William Angus Sander son and Co., Ltd., announced their scheme for mass production, gathering together the finished manufactures of half a dozen specialising firms, every subsequent step has been followed with almost feverish eagerness by those motorists who seek a home-made car at something like a Aome- Ily price. At Oiympia they will see the completed article and judge whether or not it realises their aspirations. So great ,i., :the desire to see a car so widely heralded that Stand 67 will assuredly draw the biggest crowds of sightseers. Details of trie specifications convey to investigators an idea of what to expect—a well-deoigned, mechanically sound car, with ample equipment. This last ircludcs hood, scre«jn, five lamps, and spare wheel with tyre. Lucas provides electric starter and lighting. Sir W iliiam Angus, Sanderson -.and Co. were renowned as coachbuilders be- fore the motor-car took form, and the reputation made in the days of stately horse equipage will not be lessened by the bodies fitted to their own motor-cars. The open touring car rivals the coupe in completeness, and another coupe, not yet ready to exhibit, is furnish* with a wide dickey scat, lhtis adding greatdy to its usefulness. Although the Angus Sanderson makes its first appearance at Olympia it is by no means an untried vehicle. Motor experts, who are gener- a'ly treated to the first of every new thing, havo put it through severe and prolonged tests, and praised it unreserved. ly. Motor agents, using demonstration cars in various parts of the country, with roads diversified as to surface and gradi- ent, are convinced of its all-round utility I and durability. Observant passengers are unhesitating in their approval. Olympia will uphold this judgment.

AUTOMOBILE ASSOCIATION (Stand No. 117). Near the inaait cutrallc.e ot Olympia. will be found stand No. 117, where tHe yellow badge of the A.A. will be recog- nised by every vis-tor. At 4iii date lit would appear supererogatory to sjieak of the advantages of memberyh,ip ot tins most useful organisation, so familiar li-as every road user become with its merits. The story of the work done by the A.A. in saving the nation's food during the retent railway strlke is one wtuni de- serves never to be forgotten. ölInLarly, the activity of the A.A. in every emer- gency where the interests of motorists are concerned has become proverbial to such an extent that evory CItizen ot London who resents the encroachments ot obsolete tramway system on the public streets, look to the Automobile Associa- tion as their chief defender, and will pro- bably not look in vain. At the last Motor Show, six years ago, the membership roll of the A.A. was approaching the 100,000 mark. But with the outbreak of war, one of the heaviest sufferers in the personnel of its members was the A.A. Literally by tens of thousands motor owners found them- selves ob'iged to relinquish their mem- bership, with the result that the past five years has recorded an enormous decrease in nunibors. Since the armistiice, a year ago, however, the virility of this organisa- tion has shown itself to be greater than ever. The multiplication of channels of usefulness has been coincident with a corresponding accession of new members, and from present indications the ad high- water mark may be closely approached before the end of the Show.

1 1 Stand No. 96. AFTER four years of supreme Reliability, Trial in every War Front, the CADILLAC emerges triumphant with a reputation greater than ever. -This result is the bare recognition of Merit, unaided by propaganda or publicity, but based solely on Performance. } Stand No 96 u DASS along the good word—buy a Chevrolet" and your friends will thank you for the good advice. This little Wonder Car for which Millions have been waiting, complete with all the comforts and refinements of the Car de Luxe— £ 375- SOLE CONCESSIONAIRES F. S. BENNETT, Ltd., 24-27, Orchard Street, London, W.1. I I ■ TtawcsoiT f ¡ K THE LEADING EXPONENTS OF COMMERCIAL EC0N0MICAL K0AD TRANSPORT VEHICLES. 'Ill) „ „ „ „ ,ii — -4SjjSi 2,3,4 & 5 ton Models "'°' .,>=' JOHN I. THORNYCROFT & CO.. LIMITED, ë =r Loado., S.W.I. facn\'u'(¡tor & Garage Co Lid The Red Garage, I LLANDUDNO — — V t <1>, MOTOR EXHIBITION OL YMPIA. Call at Stand No. 117 (near main entrance) for full particulars of A.A. benefits and see the new roadside telephone box complete with day & night installation A visit will be both interesting and advantageous- THE AUTOMOBILE ASSOCIATION & MOTOR UNION, i Fanum House, Whitcombe Street, London, W.C.2. Branches at Belfast. Birmingham, Brighton, Bristol, Cardiff, Cam- bridge, Carlisle, Cork, Dublin, Edinburgh, Exeter, Glasgfow, Leeds, Liverpool. Manchester, Norwich and Swansea. J TO OWNER-DRIVERS I An INDEPENDENT and I' CRITICAL Review of the DORMAN Series of Engines j Just Published. Fully Illustrated: I j Written and signed by a recognised an1 | leading authority on motors and motoring fj from the user's point of view I A PUBLICATION UNIQUE IN THE j HISTORY of AUTOMOBILISM, BOTH as | to CHARACTER OF READING MATTER AND STYLE OF ILLUSTRATION <* £ i. For a Free Copy apply personally at our Stand No. 4 MOTOR EXHIBITION, OLYMPIA, Nov. 7th to 14th. or sent post free on application to: jj W. H. DORMAN & Co.. LTD.. STAFFORD S Specialists In the Designing and Building of Interntl nO ( i

SPECIAL ARTICLE. (From Our Motoring Correspondent.) LONDON, Thursday. From 1913 to 1919 is an interval of six long dreary years, a period longer by several months than the war and the post armistice, together embraced In the his- tory of the motor oar, which is still in its mid-twenties it constitutes a very con- siderable hiatus. Yet such is the blank covered by the interval between the last motor show in Oiympia and the one which opens to-morrow (Friday):— For nearly five out of these six years the manufacture of motor cars has practically ceased. Motor factories all over the country have been diverted from their original purpose to the production of muni- tions of war. Inventive genius, which in normal times would have been employed in the development and improvement of models, has been deviated into a channel of comparative use lessen ess from a com- mercial point of view Despite these drawbacks, which it is only fair to mention in advance, the thirteenth annual exhibition promises to equal, if not exceed in interest, any of its historic prtE^iecessors. Favoured with the Royal Patronage of H.M. The King, it also has the advantage of the support of the re- juvenated Society of Motor Manufacturers and Traders, backed by detei-iii nation to recover by sheer British energy the ad- verse handicap of a long period of patriotic desuetude during which foreign competi- tion was forging ahead with everything in its favour. REMARKABLE PUBLIC INTEREST. In one respect at least the coming motor show will eclipse all its predecessors, name- ly, in the intelligent public interest in the exhibits. Where formerly these exhibi- tions were more or less occasions for rendezvous of the world of fashion, and visitors were most concerned in the shades of upholstery. colour of the body or the lilt of the cushions, it is more than pro- bable that the majority of the tens of thousands who pass the turns-tile at Oiympia during show week will be people eager to examine at close quarters the intricacies of machinery, the accessi- bility of engines, the variety of self-starters or electric lighting devices. It is hardly an exaggeration to say that for every in- dividual possessing an intelligent interest- in the inte-rnal combustion engine at the show of 1913 there are probably a dozen to- day who will flock to Olympia to satisfy their legitimate curiosity. It is a foregone conclusion, therefore, that however the exhibits at the coming show may compare in variety and ex- cellence with its predecessors. the show of 1919 will be par excellence the most popular ever held. Already in- dication of this fact is everywhere apparent in the demand for accommodation during show week. To intending visitors from the Provinces who may not already have booked apartments, it would be advisable therefore to investigate outlying districts of the metropolis where communication by underground, motor 'bus, tramway, or rail is frequent and convenient. How to see the show is another question which the intending visitor should study out for himself if he will derive the full benefit of the limited time at his disposal. The provincial trader will naturally inform his local clients where he may be seen at Oiympia. But the vast majority of out- of-town visitors will have no such guid- ance to determine their course of inspec- tion of exhibits. For the benefit of the latter this advance notice of the most prominent exhibits will be found most use- ful. FEATURES OF THE EXHIBITION. Speaking generally of the features of the exhibition which will be found of in- terest, it will be noticed that simplicity has been the objective of designers to an extra- ordinary degree A particular instance of this will be apparent in the great num- ber of starting devices and electric lighting systems which have become well nigh uni- versal now, whereas they were more or less novelties at the last show. Another strik- ing feature will be the wide divergence in prices as compared with six years ago. The import duty on foreign cars, plus the in- crease necessary to cover the enhanced cost of freight and exchange will be found to have raised a new standard of values for the erstwhile cheap", ears, bringing them to the level of moderate British makes. But in the more costly vehicles the contrast between 1913 and 1919 will be even more startling. Where formerly there was hard- ly a second chassis under the roof of Oiympia marked above four figures, it will now be seen that dozens have reached this level and more, while the number of those from £ iQQ to £1000 will be legion. On the other hand the prospective motor owner in search of a small car of moderate price wiU find an abundance of choice from which to make a selection. VN hatever may be said pro. or con. as to the advantages of a protective tariff to a particular industry—and the American motor trade boasts that its enormous ex- pansion has been mainly due to the hio-h tariff-certa.inly the Britil, maker of moderate priced cars should have what- ever advantage there is. Between tariff, freight atid excllangf, the handicap in his favour amounts to an equivalent of nearly 80 per cent. ad valorem duty. And the British maker who is alive to the situa- non is not overlooking the advantage, whether it lasts or not. The number of central change speed will be a matter of surprise a., this arrange- ment is distinctively American and only recently came into vogue among British makers. Still, as a novelty, it will be found worth study and the pros, and cons. of it.s utility will be thoroughly discussed during show week. But one point should not bp overlooked by the visitor, namely, to allow abun- dance of time for a visit or many visits to the gallery where the real novelties are to be looked for To begin to enumerate these would fill this page. Suffice it to say that time will be well spent in carefully selecting beforehand the exhibits to be seen and then iatietitly waiting till the attendant salesman has opportunity to give the explanation he is there to give. To-night Oiympia is looking its very best. It hiki been polished and decorated out of recognition. It is one blaze of electric lights, and hundreds of workme-n are put- ting the finis/ling touches to the different stands, which will look resplendent in their garb of electricity. ] J.P.H. .The first complete and fully illustrated re- port of the great (Mympia Motor Exhibition will appear on Wednesday, November 12th. iiL "The Ntutor." Motorists, whether al>le to viit the how or not, and especially those unable to do so. shofild at once order a copy of "The Motor" to be retcrvod for them.

I SOME OF THE PRINCIPAL EXHIBITORS. I I am sending the following descriptions of some of the (principal stands in the I exhibition, and the firms' announcements will be found in your advertisement col- umns — LANCHESTER "Stand No. 64). Nearly at the centre of the main halt is Stand No. 64, which contains the Lan- chester Motor Company's exhibit, and incidentally, one of the most interesting changes to the more or less conventional location--or "lay-otit"of chassis com- ponents in the whole Exhibition. All motorists are aware of the fact that the La/ichcster car has from the first repre sented the "horseless" carnage scienti- fically automobilised" at the outset, and improved in, detail year by year on that genera! modelling: so that latterly, even with the roomy comfortable type of body it always had, enclosing the motor and Lanchester epicyclic gear-box between the driver's and front passengers' seats, it could maintain quite as high a speed as most. But the Lanehester car of to-day fully conforms to standard practice. Like any other, the newly-modelled six-cylinder motor is now enclosed under an orthodox bonnet, but the chassis is of such a length that ample body-pace still remains. With a bore and stroke of 4in. and 5in.. this motor has its cylinders oast in two triads. But instead of the large oscillating side rockets, replacing tappets and actuating horizontal valves—the method since adopt- ed by Duesonberv. the famoius American designer, for the largest and most powerful aero-engine in the world, and for his spe- cial 40 knot racing craft—or the novel L-headed valve mounting, t-he valves are now set slightly diagonal into hemi sperical combustion chambers, and operated by the aluminium-covered overhead cam- shaft with short rockers in the now fa,h- ionable "aviation" manner. This arrange- ment permi.ts the use of a multi-branched applied induction manifold without unduly encumbering the motor mass, as it other- wise would, or thus distracting from its accessibility. rlhe well-known Lanehester epicyclic change-speed gear, which is prac- tically damage-proof, all the gears bein.g naturally in con-tant mesh, and the rest of the transmission, including the under- ti shot worm-drive, remain the same as in previous Lanche.ster practice. The 40 h.p. chassis has had the ba.e-chamber removed so that a mirror beneath can reflect all the interior detail.

CADILLAC (Stand No. 96). The pioneer American quality car-at leasf, so far as Great Britain is concerned -is well shown by Messrs F S. Bennett and Co., Ltd., of Orchard Street, W., in the 1919-20 chassis at Stand No. 96 with its eight-cylinder Vee-type motor. The distinctive feature of this chassis is that its frame has the deepest side-members—actu- ally eight inches—of any in the world, ex- cept that of a certain British 1920 model, which, at any rate, is no deeper. The motor in the mass is very much as in pre- vious models, except for detail improve- ments of much importance incorporated in the design during the past three or four years. Its distinctive feature, however, is that its dynarnot.or-whioh serves for igni- tion, lighting and starting-is. for the last- nameid consideration, located at the rear end of the Vee, and has its driving shaft prolonged through the V forwards, so as to be driven from a vortical shaft which carries and rotates the timer and distri- butor, all of which are neatly housed in a single vertical encasement. This arrange- ment, leaving as it does nothing in the V except the readily removed carburettor— which has a dual-speed range throttling system, and is suspended from the induc- tion bridge to either bank of cyl lnders- leaves the valve-enclosing panels very accessible. Another feature is the ther. moslike' control of the water circulation, which keeps the motor running at its best c heat efScienoy. This device is located in the intake to the radiator, and consists of a sleeve valve so attached to the thermos- tat that unless the water pumped from the cylinder banks equals or exceeds a cer- tain temperature, it does not open, but- bye-passes the whole of the water back to the two water-pumps, opening, how- ever, as the water temperature increases, e"L to allow a proportion of the water to enter the radiator to be cooled as usual, until the whole volume of it is thus admitted. This not only ensures starting from cold, but obviously affords the best economy from a variety of fuels. In much the same way-with a pressure bye-pass valve instead of a therino-ste-t-the force-fed lu- brication system lubricates the cylinders on a secondary low-pressure circuit in propor- tion to the work the motor is doing. In all respects, the 1920 Cadillac is a great touring car, one of America's finest quality producte. On the same stand, too, is exhibited the Chevrolet, a. new design four cylinder model, which is now one of America's largest production pro[X)sitions_ Apart from its obviously robust make-up, of which the largo splay-set quarter-eJiptic or semi-cantilever spririsrs fore and aft are thet leading feature, their splay-sotting alone giving great wheel indejxvndence on rough roads, the motor, rough though it looks externally, represents not only the utmost simplification of mechanical de- tail. but on the road is one of the most efficient one has tried for many years, its acceleration and power development being of the finest racing cfuality. Nobody who requires a general utility oar, built for en- durance and easy upkeep, should overlook the Chevrolet chassis.

DORMAN ENGINES (Stand No. 318). ":rhe heart of the car is the engine." It is refreshing and encouraging to bo able to record that the central lessons of the war, specialisation, standardisation and massed production—so emphatically urged upon the manufacturers of this country by the Government—has been put into actual practice by the enterprising firni of W. H. Dorman and Co., Ltcr., of Stafford, specialists in the designing and budding of the internal combustion on- gine for all classes of pleasure and com- mercial vehicles. In a publication just published by thIS, firm, they havo enlisted the services of a well-known expert writer on all matters pertaining to autoinobilism to write in his own way an independent and unbiassed critical review of thein series of engines, and to detail the prin- ciples upon which they are designed anC4 iiudt. The writer goes on to show their adaptability to all classes of chassis where- by a new engine of the Dorman type will give a new heart of hope to an old chassis. The writer, in course of his detailed re- view, copiously illustrated by working) parts, proves that the work of the special- ists is abundantly vindicated by the pro- duction of a type of engine that is guaranteed to ensure by its modernness of design high efficiencies and great econo- I mies in running costs, important consid- erations in these days of high petrol and oil costs. The owner-driver will be par- I ticularly interested in the simplicity, ad- aptability and get-at-ableness of each working part as illustrated and upon which the writer has favourably com,- monted. Dormans of Stafford wiLl send post free to applicants a copy of this in- teresting publication whic-li marks a new epoch in automobilism. When the question is raised why the American motor industry has made such, rapid strides as compared with the Brit- ish, the solution usually offered is that British makers wiU not adopt American methods. The answer to such criticism is furnished by Messrs W. H. Donnan, and Co., Ltd. This firm has undertaken; mass production of internal combustion engines of various sizes adaptable to tho requirements of the average manufacturer of pleasure and commercial chassis. Furthermore, they have solved the pri- mary difficulty of price by reducing the overhead charges to such an extent that a ■ Dorman engine in a motor-car means a considerable saving in the cost of pro- duction. This, of course, has beon achieved by the process of standardisation, which, aftfcr a ill, is tlw fundamental basis of American success. WTnle, this innovation would appear to be a matter concerning the makers of motor-cars rather than the owners, it is none the less one of tirst importance to the latter. The excellence of the Dorman engine is no longer a matter of conjecture, but an established fact. Its price is not its least recom- mendation. Where, therefore, excellence and economy are known to be combined, it ss merely a question for the motor buyer who is looking for the best at the least cost to specify a "Dorman engine," no matter what class of car he may bo buying, and the result.is sure to be to his satisfaction.

HUMBER (Stand No. 88). Reliability rather than any remarkable modernity or advance in design is the chief noto of both the Humber models; tho' 15.9-h.p. and the 10 h.p.—both four- cylinder monobloc propositIOn3 exhibited oa Stand 88. This firm was among the j first to adopt monobloc L headed motor construction SOIllO years ago; but i.t has not gone the length of most current prac-* tice, as external manifolds are still em- bodied, albeit neatly applied and readily detachable. In this conservative practice, nevertheless, Messrs Humber are well up- ported, not only by several other leading cohccrns, but by the taste of quite a large section of the motoring community, in the larger 15.9-h.p., of which the bore and stroke 80 x 140 m.m. represents an enlargement of the famous "14," motor and four-speed gear box are mounted on the sub frame: while in the 10-h.p. the unit mounting, of which this model was one of the earliest exponent^, still persists. An instance of the judicious refusal of this reliable Coventry concern to rush after the fad of the moment is seen m the mounting of the gear control and gate right-handed independent of the frame; and therefore unified with tho gear box quite sufficient'.}', and not direct overhead in the fashionable manner; of I which be it said that the convenience is greater on the maker's side than on the users, unless the steering is also left- handed. Thus Messrs Humbers, Ltd., one sees, clearly prefer to sacrifice any con- structional gain that might be theirs to the convenience of their clients. Another studious point is the low first speeú ratio on both models to assuro hill-climbing ratability. Once more then, we see either Humber is one of the cars of dependence.

JOHN I. THORNYCROFT and Co., Ltd. Turning from Oiympia; its whilom rival, the Agricultural Hall, was also not without exhibits of automobile, though (je- voted to the Brewers' Exhibition last week. Chief among these was that of Messrs John 1. Thor^iycroft and Co., Ltd., of 10, Grosvenor Place, S.W. 1. at Stands Nos. :-104, Row "Q," and 110, Row "R," near the centre of the main hall. This consisted of a Thornycroft 40 h p. type ''J" 4-loll Open Sided Lorry. Four different* models of Thoruycroft vehicles are now being supplied to carry loads of 2, 3, 4 and 5 tons respectively, and the vehicle exhibited is a representative 4-ton model specially equipped for brewery trade requirements to the repeat order of Messrs Courage and Co., Ltd., of Alton, Hants. A brief specification of the chassis is as follows:—Thornyerofit 4-cylinder engine, 114 nun. by 152 m,m. bore and stroke, developing 40 h.p. Ignition by high ten- sion magneto, cone clutch, four speeds and reverse gear, with ba,ll bearing shafts; overhead worm drive. Both engine and gear box arc suspended in the frame on the three point system, and are immune from distortion due to twisting of the frame when travelling on uneven roads. The front steel wheels carry 880 x 120 rub- ber tyres, with 1050 x 140 twin tyres on the back. An interesting fitting to be noted is a separate throttle attached above the oarburettor and controlled by a governor, which prevents the engine speed exceed- ing a pre determined limit of a valuable safeguard against taking advantage of the great reserve of engine power to ex- ceed the safe limits of si«ed when running with full load. It is over 20 years ago since Messrs Thornycroft. commenced the manufacture of motor vehicles for commercial uses, their success being quickly evident by their winning the first War Office trials in 1902. By steady persistence in perfecting the commercial motor vehicle, Thorny- crofts have contributed very prominently to the universal recognition of motor road transport as an indispensable factor in the business world to-day. Their works at Basingstoke were fully occupied during the whole of the war, and upwards of 5000 type "J" motor vehicles were sup- plied to Government Departments. No time has been lost in diverting their in- creased resources to peace time produc- tion, and the works arc now dealing with. the very large influx of orders the com- pany have received for Thornycroft motor vehicles including orders from breweries all over the country.