THE AUTOCAR a Journal publisbeb in tbe interests of tbe mecbanicalll? propelleb roab carriage.

EDITED BY H. WALTER STANER.

No. 681. VoL. XXI.] SATURDAY, NOVEMBER 7TH, 1908. [PRICE 3D.

The Autocar.

(Published Weekly.)

Registered as a newspaper for transmission in the United Kingdom. Entered as second.class matter in the New York (N.Y.) Post Office.

Three Editions every Friday.

The THREEPENNY EDITION, printed on Art paper. The PENNY EDiTION, printed upon thinner paper. The FOREIGN EDITION, price 3d., printed on specially light bank paper for circulation abroad

Editorial Office :

COVENTRY.

Publishing Offices :

20, TUDOR STREET, LONDON. E.C., EnKland.

CONTENTS. N01ES THE LANCIA CARS (ILLUSTr..ATED) WHAT A StNGLE~cYLINDER CAR CAN Do (ILLUSTRATED) THE AUTCCARS OF 1909: THE BUYERS' GUIDE U,;;EFUL HINTS AND TIPS (ILLUSTRATED)

EW STAR MODELS (ILLUSTRA'IED) ON nrn RoAo. Bv OwEN JoHN ROAD CONSTRUCTIOS THE NEw 30 H.P. NAPIER-IN THE HousE OF C.cMM:ONs • • A NEW MECHANICAL TYRE PUMP A NEW MOTOR SrrnIT-'' MOTORING ILLUSTRATED" CORRESPONDENCE • • THE NEW AUSTIN REAR SUSPENSION (lI.LUSTRATED) THE 14 H.P. SUNBEAM CAR (ILLUSTRATED) • • "THF. AUTOCAn" LECTURES • • THE NEw SHEFFIELD-SIMPLEX CAR {Iu.usTRATED) No PARIS SALON tN 1909 A DETACH.\BLE BA~O AND TYRE PROTEC'fOk (ILLUSTRATED) BLERlOT ROAD lLLUMINATORS )lt.LUSTRA1ED)

A NEW SMALL STEAMEJ-!-A USEFUL SPANNJ:R

PAGE . • 6h9-69r . . 692-694

695 . . 696-709

7,0 7II 7,2 . . 7r3-7r4

7r5 7r6 716 . . 721-724

725 726 727 . . ;28-729

729 729 , . 733-734

734

THE .'\LLEN-LIVERSIOGE' FRONT WHEEL BRAKES (1LLUS1RATED)..

Two NEw DE D10Ns-A NEw CARBURETTER

735

736

F!.ASHFS • • NExT YEAR'S VAUXHALL CAns (ILLUSTRATED)

737 . . 736-739

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/ Notes. The A utocars of 1909. In this i sue we publish our Buyers' Guide. A. usual, this takes the form of a list of the cars which are being made for next year, and gives the leading particulars about each model, such as number, bore and stroke of cylinders, systems of ignition and lubrication, number of speeds, wheelbase, overal I dimensions, price, and so on. In some instances full details are not available even now, this particularly being the case "·ith for ign cars, as the British agents ha,·e not been able in all cases to obtain the details we ,rnnt in time for publication. However, with comparatively few exceptions, the necessary particulars ha,·e been asC'ertained. Instead of classifying the cars by price and sub-classifying them by the number of cylinders,

as we have done in the past, we have arranged them alphabetically, the number of cylinders being given immediately after the name of each car, but for those who prefer price classification we give a separate list at the end, in which all the cars in each range of prices are arranged so that the reader can see at once which makes come within his price limit.

Our list of cars has always been interesting as showing the tendencies of the time, and this year is no exception. Among the points brought out by the list is the fact that prices are in the main unaltered, the tendency being, as ,ms the case last year, to improve the specification rather than reduce the price. This tendency is certainly the right one, as it is infinitely more satisfactory to make cars better than to make them cheaper, as they ,rnuld not be cheaper in th(; long run. It is also notable that the small singlecylinder and two-cylinder car has not multiplied, and the same remark applies at the other end of the scale, as the very large and very powerful car has decreased in numbers. On the other hand, four-cylinder cars of between 7 5 and 90 mm. bore show a marked increase, and the differences bet,l"een these smaller four-cdinder cars are much greater than the mere bore dimensions 11·ould lead one to expect. Those with a full 90 mm. bore and a stroke well over 100 mm. are really out of the category of small four-cylinder cars, but at the other end of the scale one finds some very small fourcylinder engines indeed, \\·hich are only fit for quite light two-seated vehicle . Then, again, the difference bet,Yeen the cars of the same bore but widely varying stroke must be considered, as well as the number of speeds. In the next class higher-that is, the class from 20 to 30 h.p.- the indication is also an upward one. It is when one gets to 40 h.p. and upwards that the diminution is noticeable. To turn from complete cars to their details, ,Ye fintl that this year's list shows a tendency to lengthen the stroke. We do not mean to lengthen it unduly, but the number of engines with a bore and stroke approximately equal is declining in farnur of those which have a stroke of from ten tothirt1· per C'ent. greater than the bore. The hightension magneto has become almost uni versa 1, even the cheaper car ha,·ing the high-tension magneto, though, of course, of smaller and cheaper type than that fitted to the more expensive vehicles. Jn most of the latter accumulator ·ignition is also provided. Mechanical lubrication is more in evidence than ever, and the drip feed has almost ceased to be used, except for quite small engines. The leather cone clutch is still holding it O\rn, and appears like!)· to do so. The propellershaft drive is· still increasing in popularity, though the few makers who have succeeded in turning out really satisfactory chain cases are, we are glad to note, sticking to this form of transmission. As was the case last year, there is still an upward tendency in the size of tnes. That is to say, more makers are fitting tyr<'s which are well up to their work and load than was thi > C'l.Se a vear ago--another indication that better valu? rathn than lower price is the order of the da)'.