1932-08-13 — Page 10

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THE HONGKONG TELEGRAPH. MOTORING SUPPLEMENT.

FIAT

25 YEARS 6 CYLINDER

MODEL 522

EXPERIENCE

PUTS THE FIAT CAR AHEAD

The present 6-Cyl. FIATS come from an unbroken line of 6-Cyl. models since 1907.

The experience

gained undoubtedly reflects itself in the present series,

In short, they lead because they set a standard which others try to reach.

Inclined straight line drive, side valve engine. flex hub clutch, lockheed duo-hydraulic brakes, silent third. girder braced chassis, special purification system for air, oil and pelrol, anti- theft protection, completely equipped and low gasoline consumption-20 M.P.C.

Let us give you a demonstration without obligation.

A.

AGENTS:

GOEKE & CHINA BUILDING. Tel. 22221.

co.

TRUST A THORNYCROFT WIth Your TRANSPORT,

DEAL DIRECT.

THORNYCROFT

SIX-CYLINDERED

COACHES & OMNIBUSES

MOTOR VEHICLES

Pioneer Manufacturers of Commercial Motor Vehicles

4 or 6 Wheels

4 or 6 Cylinders

30 Cwt. to 10 Ton Loads

20 to 70 Passengers

JOHN I. THORNYCROFT & CO., LIMITED

Pioneer Building, Nathan Road, Kowloon.. TÉL. 56752.

TRUST A Thornycroft With Your TransporT

SATURDAY, AUGUST 13, 1932.

MOTOR RACING STILL WORTH WHILE.

Still More to Learn, Says Sir Malcolm Campbell.

More to Learn.

reduced. This, I submit, is al-content with the crude affairs we most entirely due to racing and the called motor-cara in 19327

If design is not to stagnato we essons learned therefrom

must have racing, and, in my opin--

on, we must have racing between nra specially designed and built for racing. I do not bollovo we carn half as much from racing more or less standard production models, even when these have been severely modified for the purpose. Racing Cars Pay.

It remains to ask whether we have learned all we can from rac Ing on road and track. The an- swer must be "No." I would not o ao far na to say that we can [achlovo as great an 'advance in the next ten years as we have in the past, but I maintain that there Always the manufacturer must are still many things we do not have before him the effect on his. know about the car and its me business of a fallure of his team It is true that even before the chanism, and which can be cleared to finish, or even of finishing for

If there is one question about, finitely within the reach of the motoring which I have to answer million. I refer to the typo known more frequently than any other, it as the "baby" car.

is that of whether or not racing The First "Baby" any longer serves a useful pur-

рева.

buckets.

and

not

to see a return to building special racing cars for the big events, re-

As often as not the questioner war we had it with us, as, for ex-up only under the terrifle stresses down the list. He cannot afford supplies his own answer by add-ample, the Baby Peugeot, which of racing the completed machine. to take chances, and, thus there. ing that racing has by now yield-was, I think, the first attempt to

I suppose the designer of thirty are many promising ideas od all its lessons and that the de-produce a tiny car for the man of

limited means. It was a good years ago imagined that he had theories which might have a pro- signor and the manufacturer

little car, but, compared with cars not much more to learn about his found effect on design, but which would be better employed in the of the same size to-day, it would job. It is obvions that he did, or might never see the light of day. development of the standard pro-i

he would have produced something I a racing machino all these seem a joke. duction.

different from the car of 1902, with theories and ideas can be tried, and There has never been a time in

It was a worthy effort to meet a its enormously heavy components, if they fall the reputation of the

does production want, and showed more than its high centre of gravity, and its standard my experience of notoring and motor-cars when this question was little fore-night, but, in the state slow-running, unbalanced engine suffer,

For these reasons I should like not asked and answered in the of engineering knowledge at the with pistons the size of stable same way. At no stage in the de-time it was produced, it was far behind that of to-day. Kucing velopment of the car that I can re had not taught us how to get reni

It was racing that taught him versing the policy which has vir- member have I not heard that

he did not know as much as he tuully restricted these big races there was no more need for racing, power out of small dimensions.

had thought, and it was racing to the standard car modified for because all its lessons had been I suppose the 7-hp, motor of that enabled him to test new the occasion. learnt and all that remained was 1932 will devolop three times the theories and new methods. And, I know that times are hard and properly to apply them to touring-horse-power of the same nominal after thirty years of progress and that racing curs cost endless rating, and that without calling in improvement, it is still pertinent money to build, but the policy of More than twenty years ago, for such ulds as super-charging. If to ask whether we know all that is building them has succeeded in instance, our own governing body, racing had done nothing more than to be known, or whether those of the past, and I believe it would neting under advice from the Bri- give us this efficient type of small us who may be alive thirty years have an equally profound effect. tish motor trade, actually dropped car it would have justified all the hence will wonder why we were in the future. all its racing programmes and put expenditure and all the thought and trouble of both manufacturers! n ban upon the promotion of races

and amateur racing motorists. by all other bodies. Only the track events at Brooklands were Not only has racing given us excepted. That racing no longer engines of super-efficiency, served any useful purpose was not gines that convert every atom of the only reason given for this ac-fuel into useful power, but it has tion, but that was a part of the taught the designer how to get the anti-racing propaganda of the maximum amount of the power thus generated down to the point day..

at which it is wanted-the rond wheels.

car practice.

Stagnation.

Those who professed this point of view declares that what were in those days known as reliability trials were of infinitely more use than racing, since they were re- stricted to standard cars as sold to the public, and were calculated

en-

It is of no avail to get the last heat unit out of the fuel fed to the cylinders if we are to lose it in overcoming frictional and other suca, between engine and road. Nor does it serve any useful end to give to the purchaser exactly to generate power merely to push along several hundredweights of the information he needed to eredundant woud and metal. able him to separate the sheep from the goats. Truly a counsel: of stagnation!

One of the most useful results of racing has been the tremendous Theu came the war, which was increase of the power to weight the greatest of all reliability trials ratio. As new methods of designs: for the motor-car. That taught have resulted in the power gen usa lut, though the lessons it con-erated in motora of a given dimen- veyed had very little effect on de- sion being enormously increased. sign or in increasing the efficiency increased employment of the light so the use of special steels and the either of the motor itself or of the alloys have enabled weight to be vehicle as a whole. The war's in- fluence on the motor-car was main-l ly produced through the lessons. learnt in the air.

Aero-motorg underwent an enor- mous improvement, and a few of the lessons thus learnt were em- bodied in the design of the ear engine. But for several years after the war the motor-car show- ed very little advance, and it was not until racing, particularly read- racing, was resumed and special types of cars evolved to take part that design began materially to progress again. Since then the record has been one of continuous advance in design and in all-round efficiency.

Ten Years Advance.

Types have been evolved for everyday use which are almost un- believeably in advance of those of even ten years ago, I am certain that the new motorist of to-day has no conception of how much better a car he is buying that was available a decade ago.

Ten years ago, for example, the olt Two Hundred Miles race for 1%-litro cars was well won at a speed of about 87 miles an hour. That we thought a marvellous per- formance by engines of such small dimensions. To-day one might have a hope of winning with a ir which would keep up a steady 129. miles an hour. How long would It have taken to achieve the sonic progress in any other way than by racing? The answer is that it could not have been done.

It may be asked what good it is that a 1%-litre ear can be mace to travel at more than 120 miles fan hour-speed far, in excess of that required on the ronds. The reply is that the 1%-litre car of commerce will not reach anything like that speed, but that it em- bodies in its design and construc- tlon many of the lessons learnt in making its racing prototype Into the flying vehicle wo know on the track and in the classic

road

Taces.

And not only does it embody" those lessons in what I may call active shape, but not less valu- able is the fact that its designer has learnt. also, what to leave, out, with the result that the buy- or of the motor-car of to-day in!

THE PEUGEOT 201 “C”

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Elegant Ines; the highest degree of comfort! In You at same. the roar is, a whole family, will be surprised at the speed it will attain, et it has a marvellous road-holding capacity: noarly all bills can be negoliated on top tear; It han the Bexbills of a highly affelent six-cylinder car, with the consumption of a small four-cylinder vehicle. It cannot wear out-it has a wonderful relance to shocke and bad tregiment. It greatly appreciated by newcomers ta motoring. The Peugeot 201 has been admired by technical experts all over the world. It is made from the very beat raw material at the great works of Montbeliard Sochaux, the most modern and bost quipped factory in Europe,

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when judged by the standards of the past. And its cost of upkeep has been steadily reduced.

Out of racing has been evolved one type of car which is not only extremely popular with the public but which has placed motoring de-

STREET

HONG KONG AND AT CANTON,

A.F.D. 9.

Maximum flexibility in Traffic

Coached in two types-Sports coupe and Saloon, both with sliding head-the Marris Isis O.H.V. ongine developing 50 B.H.P, is finished with acroplane accuracy. perfectly balanced, and incorporates every refinement of modern automobile science. Transmission, through silent third 'twin-top' gears, is sweet and easily controlled. All fittings as well as the interior of the bodies are the embodiment of modern luxury-the utmost achievement of 1932.

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