THE `!1•1″. TYPE WITH 1250 cc. ENGINE

LAST year the M.G. range of small sixes included the 1,100 c.c. Magnette with a full four-stater body, and the Magna range with a similar engine in a small chassis. For 1934 the Magna range except for the Continental coupe has been discontinued and in its place is found the ” N” Magnette series. A 1,250 c.c. engine is used and the chassis is large enough to give full accommodation for four people.

The engine is of course a six, with dimensions 57 mm. and 83 mm. The newtype cylinder-head with large water spaces and a heavier camshaft is -used, and the oil filler is embodied in the cam-case. Twin S.U. carburetters are used, fed by an electric pump. The crankshaft has four bearings and a Tecalemit .oil filter is included in the lubrication system. The engine is suspended on rubber at three points. The clutch is a new single-plate type with laminated centre plate, and the twintop 4 speed gear box has an improved gate

A “Round the Houses Race in Ireland. the success of their

ENCOURAGED by the success of their races in Phoenix Park, the Irish Motor Racing Club are going to hold a race in the town of Bray, Co. Wicklow, on Saturday, May 19th.

The Supplementary Regulations show that the race will be approximately 102 miles in length, or 32 laps of a circuit’ measuring 3 miles 354 yards. Cars will run in a clockwise direction, keeping to the right and passing on the left. Owing to the road being rather narrow in places, there will probably be two or three nonpassing zones. Roughly speaking, the circuit contains four right-angle corners, two bends and two hairpins. There are gradients ranging from 1 in 50 to 1 in 15. The race will be rim on a handicap basis, but it has not yet been decided whether to use credit laps or time allowance or a combination of both. No mechanics will be carried, of course. In addition to a number of trophies, the following cash prizes have been donated: 1st, £50; 2nd, £25; 3rd, £15; 4th, £10. The entry fee is £6 per car (including £4

with a reverse stop. The mounting of the mixture and slow-running controls has been improved.

A Hardy-Spicer balanced propellershaft with metal universal joints takes the drive to the three-quarter floating rear axle. A four-star differential is now used.

The chassis is upswept in the front and underslung at the rear, and braced with cross tubes of large section. The springs are also underslung, located in silentbloc bushes in front with the rear end sliding in trunnions. Hartford shock-absorbers are fitted in front and hydraulics, thermostatically controlled at the rear. The track is 3′ 9″ and the wheelbase 7′ 10″.

A new type of cam-gear steering mechanism is used. The brakes are cableoperated and operate in hardened 12 inch drums. The Rudge wheels are fitted with 18 by 4.75 Dunlop tyres. Twelve-volt coil ignition is used, and the two six-volt batteries are carried on either side of the propeller shaft. Chromium-plated head and side lights are

Insurance Premium) up to April 14th, and £8 per car Up to April 28th.

Further particulars, together with entry forms, can be -obtained from the Irish Motor Racing Club, Ltd., 54, Upper O’Connell Street, Dublin.

EasterMonday at Bro.oklands.

THE Easter Monday B.A.R.C. Meeting has this year been blessed with the adjective ” International.” At the time of writing, however, the foreign drivers who will provide the international element have not been announced.

The usual programme of Long, Short and ” Mountain” Handicap races will be carried Out, all being prefaced by the word ” Ripley.” Women drivers will be pleased to hear that they are allowed to act as a driver in one Short and/or one 14oug, Handicap.

Racing will commence at 1 p.m., and the admission charges will be 5s. to the Public Enclosure, with a 10s. Transfer to the Paddock.

It is interesting to note that a new Rule has been included in the Racing Rules, and ancither has been altered. Here is the official wording of the Rules : “No.

standard, also a fog lamp, and all main circuits have separate fuses.

A large rev.-counter with a speed scale for top gear is mounted in front of the driver, and ,other necessary instruments are mounted in a separate panel on the left. In the centre is the mileage indicator with trip and the ignition switch. A reserve petrol tap projects through the dash behind the steering wheel.

The body is mounted on rubber, the sides being carried on a special sub-frame parallel to the chassis members.

The four-seater body is of attractive appearance with graceful swept front wings and upswept scuttle. The doors are cut away to clear the elbows of the front passengers and are noticeably wide, considerably facilitating getting into the back and front seats. Traffic indicators are let into the scuttle.

The ” N” type M.G. Magnette will be available as an open four-seater, as illustrated, at £335, while a smart two-seater costs £305.

33. A change of driver can only be permitted in exceptional circumstances by the stewards, and an application to change a driver must be Made in Writing to the Clerk of the course and must state the reason for which the application is made.

” No. 62. CLEANLINESS. The Clerk of the Course may prohibit any driver, mechanic or car from competing, the appearance of whom or which is unreasonably or habitually dirty or untidy.”

Mercedes-Benz victory in Argentine G.P.

THE Grand Prix of Argentine took place on February 26th on the Rosario circuit near Buenos Aires, South American motor-races are generally over a long distance, and this event was no exception. ‘t he length of the race was 1,462 kilometres, and the winner was Karstulovic, driving a Mercedes-Benz, his time being 121m. 58m. 2s. Second came Ricardo Laru, on a Fiat, whose time was 12h. 10m. 30 2/3s. The -race was Marred by a terrible accident. A car driven by Blanco crashed into the crowd, killing four spectators and injuring fifteen others.

The Swiss G.P. now assured.

The Swiss G.P. now assured.

The plans of the Swiss Automobile Club to hold a Grand Prix race at Montreux, which I mentioned two months ago in these columns, have now been perfected.

The race does not appear on the International Calendar, but in spite of this fact a permit has been granted by the A.I.A.C.R. which allows the Swiss Club to hold their race on June 3rd.

G.P. ears at La Turbie.


A few days before the Monaco Grand Prix draws the attention of Riviera motorracing enthusiasts their appetites will be whetted by the Hill Climb at La Turbie. This event occupies an honoured position in the history of motor-racing, and the 1934 hill climb shoald see new records put up. Some of the competitors in the Monaco Grand Prix are using La Turbie Hill Climb as a sort of trial spin, among them being Count Trossi with his monoposto Alfa Romeo and Rene Dreyfus driving one of the new 2.8 litre Bugattis.

Wins Kilometre Trial.

Bugatti Wins Kilometre Speed Trial.

On March 18th, during the Geneva Motor Show, a kilometre speed trial was arranged, using a stretch of hill at Saconnex. There were classes for touring, sports and racing cars, and good entries were received for all three. A Chrysler driven by O. Zwimpfer made the fastest touring time of 40.8 secs., and the fastest sports car was the big Mercedes-Benz driven by Frau Hedda Gradenwitz in 37.6 secs. The racing classes were won by Kessler’s 1,100 c.c. Maserati, 35 sees.; Avondet’s 1,500 c.c. Bugatti, 38.6 sees.; Maag’s 2 litre Bugatti, 33 secs. ; and Hug’s 2.3 litre Bugatti, 28.4 secs. In the unlimited class Ruesch’s Maserati was beaten by 1/5th second, while third man was Villars (Alfa Romeo) with a time of 31.6 secs.

Avus Grand Prix Postponed.

To their dismay the organisers of the Avus Grand Prix have found that they will not be able to complete their repair work of the road in time for the race on May 27th.

Postponing a race is a more difficult than it sounds, owing to the full of the International Calendar. The people have asked the A.I.A.C.R. allow them to hold the race on June but this clashes with the Le Mans Hours Race, the Kesselburg Hill the Penya Rhin Grand Prix and Pontedecimo-Giovi Hill Climb.

A new date for the Avus race has not been granted.

Benoist trains at Montlhery.

The return to Grand Prix racing is an event which adds materially to the interest of the forthcoming Grand Prix season. The famous French driver has not taken part in a race since 1928, when he drove an Alfa Romeo in the Belgian 24 Hours Race, but he has put in a lot of practice during March at Montlhery, in preparation for his first race at Monaco on April 2nd.

He has been using a 2.3 litre Bugatti, and after four laps his speed was up to the standard of the drivers in the 1933 French Grand Prix.

The Consulting Committee at Peronne.

As announced in MOTOR SPORT some time ago, the Sporting Commission of the A.C.F. have set up a committee which is at the disposal of organisers of Grand Prix races. The idea is that there are a hundred and one items to be attended to in preparing a circuit for a race, and the omission of any of these vital points might have serious consequences. The committee is composed of men who know all there is to know about the business, and I hear that their first job has been to assist the organisers of the Picardie Grand Prix in putting the Peronne circuit into good shape.

Improvements to the Spa Circuit.

The difficult circuit of Spa-Francorchamps will be used twice this year by the R.A.C.B. On July 8th the 10 Hours Race will be held for sports cars, and on July 29th the Grand Prix of Belgium. For these two events the circuit is undergoing extensive improvements and alterations at the hands of the ” Services des Fonts et Chaussees beiges.”

In addition to suriace improvements all round the course, the ” vi rage de Malmedy ” has been straightened, the S’ de Maga” has been entirely eliminated, and a wider radius has been given to the ” virage Hollowell.”

An Alfa changes hands.

Phillipe Etancelin’s Alfa Romeo had a good season last year, winning the Grand Prix, de la Marne, finishing second at Nimes and in the French Grand Prix, and third at Pau. ” Fifi ” has now sold the car to the Swiss driver Villars, who raced last year in partnership with the late Baron de Waldthausen.

Scaron again wins the Chanteloup Hill Climb.

On March 18th the Chanteloup Hill Climb was organised by the A.C. de de France for the eighth time since its revival in 1926. Actually speaking the climb was first used so long ago as 1898, when Jenatzy made fastest time of the

day with an electric car. From 1,800 metres the course has been reduced to 1,200.

The organisers were favoured by a fine day, a good entry, and plenty of spectators. I he battle for fastest time of the day was waged between the record-holder, Jose Scaron (Amilcar) and Benoit Falchetto (Alfa Romeo). Two nins were allowed, and Falchetto beat the record of 1m. 6/100 sees, on his first run. Scaron promptly regained it, only to lose it when Falchetto made his second run. But Scaron was the final winner, climbing in 58.4 secs, as against the Alfa driver’s 58.8 secs.

Albert Perrot (Delahaye) made the fastest touring time in 1m. 6 secs., and Eric Lora (Bugatti) did likewise in the sports category in lin. 0.8 secs.

The S.E.F.A.C. Nearing Completion. the end of the new

Towards the end of April the new French racing car, known as the S.E.F.A.C. is Likely to be ready for its first tests on the road.

The chassis is already finished, and is the work of Emile Petit assisted by M. Vareille. The engine is now being assembled, and it will be remembered that the design incorporates two parallel banks of four cylinders. The special steels used in the construction have been supplied by the firm of Aubier-buval.

lilduminium R.R., the metal used so successfully in the Schneider Trophy Rolls-Royce engines, is also used in the S.E.F.A.C. engine and was obtained from the Debard concern.

‘i he supercharger is claimed to be of an entirely new design and construction and. no details are available. It is the work of Monsieur Petit, who has been in charge of the preparation of the car.

M.G. Success in the Qualifying Race for the Bol d’or. In order to reduce the number of

In order to reduce the number of starters in the Bol d’ Or Race itself, the organisers decided this year to hold an eliminating race on the 9 km. 181 Montihery road circuit. After 8 hours the first three 1,100 c.c. cars and the first two 750 c.c. cars would then be eligible to take part in the 1934 Bol d’Or Race at St. Germain. The race was held on March 25th, starting at 8.30 a.m. There were 21 entrants in the 1,100 c.c. class, made up

of five Amilcars, four B.N.C., two E.H.P.. two A.V., two M.G. and one each of Chevallier, Lesage, Fiat, Biolay, Salmson, and one unspecified make. Some of these cars were machines specially constructed by their entrants and drivers. There were only five 750 c.c. cars on the programme, two Rosengarts, a Peugeot, an M.G., and an unspecified make. For the first few hours the order was Moysan (AmiIcar), Manuel (B.N.C.) and Foultier (A.V.), but Marcel Goux (Rosengart) quickly found himself alone in the 750 c.c. class when Thiel, the only other starter, withdrew. Retirements increased as the day wore on, some being due to

mechanical trouble and others to skids. Poulain crashed his Amilcar in a sensational manner at the virage des Biscomes, but was uninjured. At half distance Manuel had passed Moysan and was in the lead. Balester

(M.G.) had also passed the one-time leader, and was lying second. Near the end Moysan retired, and Balester slipped by Manuel to take first place, a position he held until the end of the race. Balester’s M.G. was an unblown 850 c.c. model which he uses every day on the

road. He drove up from Orange for the race, returning the next day. He only made one stop of 1 min. 50 secs. during the whole 8 hours. After the race the Clerk of the Course, Monsieur E. Mauve, decided to include

the fourth and fifth finishers in the list of those who qualified for the race proper.

RESULTS. 1,100 c.c.


1. Balester (M.G.), 651 km. 386. 50.89 m.p.h.

2. Avenel (A.V.), 644 km. 196.

3. Manuel (B.N.C.), 642 km. 148.

4. Foultier (A.V.), 627 km. 326.

5. Lesage (Lesage), 517 km. 558. 750 c.c. 1. Goux (Rosengart), 524 km. 781.

The First Norwegian Grand Prix. It is not without that

It is not without significance that following closely on the decision of the Swedish Automobile Club not to hold their usual Winter Grand Prix, came the news that the Norwegian authorities were going to run a similar race.

This took place on February 25th, too late for inclusion in our March issue. The course was at Lillehammer, on Lake Myjoen, having a total length of 10 kilometres per lap. Two car races were held, for sports and racing machines. A tremendous crowd of 15,000 spectators trekked to the lake on the day of the race, and many took up their stand in the grandstands on the lake, which were barges anchored there before the lake froze over last autumn.

The first event on the programme was for motor cycles, and then cars lined up for the racing class. There were only 5 starters, P. W. Widengren, Eugene Bjornstadt, and Paul Pietsch on 2 seater Alfa Romeos, the latter having a 2.6 litre engine, and K. G. Sundsted and J. E. Isberg on Bugattis. A sixth car actually came to the line, but failed to get away. On the fall of the flag P. W. Widengren took the lead, but Pietsch was delayed by mechanical trouble on the very first lap. Widengren was never seriously threatened, and finished the 150 kilometres in

1 hr. 19 min.s 39 secs., ten minutes ahead of J. E. Isberg (Bugatti), 1 hr. 29 MillS. 19 secs., who was the only other finisher. Pietsch made a great effort to catch up, but he had to retire before the end. For the sports car race which followed Paul Jacot (Vauxhall) was a favourite. Jacot will be remembered by Brooklands habillas where he used to race a 30/98 Vauxhall. There were two other English cars entered, a Triumph and an M.G., both of which did well considering their small engine size. The sports car class had the following result :

1. A. Johansen (Ford 4 cyl.), lb. 41m. 498.

2. 0. Andersen (Ford V8), 1h. 43m. 48s.

3. K. Breiset (Ford V8), 2h.

4. C. R. tlaseler (Triumph), 2k. 6m. 49s.

5. G. Larsen (M.G.), 2h. 10m. 32s.

The two leading cars used Englebert tyres.

The Paris-St. Raphael Rally.

There was only one English competitor in the Paris-St. Raphel Rally, an event for women drivers only, namely Miss Riddell, who drove a supercharged M.G. Magnette. With this car Miss Riddell took second place in the general classification of the Rally behind Mme. ItiubucTame, on a Hotchkiss. She also won her class in the Rally ; won her class in the acceleration, braking and manceuvring test ; won the 12 h.p. sports class in the coachwork competition, and made fastest time of all the competitors in the Pouguesles-Eaux hill-climb and the 500 metres acceleration test. Altogether very satisfactory.

Au M.G. Midget was driven by the Comtesse Moy, who was similarly successful in her class.

Von Stuck Takes the World’s Hour Record.

It is not often that a car designed and constructed for road racing makes its first appearance as a record breaker, but such has been the case with the new AutoUnion car, ” Porschewagen,” or more simply “P.”

After being tested at Avus, and then at Monza, the first car to be constructed was sent back to Berlin. There, on March 6th, it set up a new World’s Hour Record, in the presence of the ex-Crown Prince Willie. Hans Von Stuck was the driver, and in one hour he covered a distance of 134.608 miles, as against the 133.01 miles recorded by the previous holder, G. E. T. Eyston (Panhard et I4evassor).

Two other world’s records fell during the course of the run, the 100 miles at 134.46 m.p.h. (previous record, Eyston 132.98 m,p.h.) and the 200 kilometres (previous record, Eyston 133.04 m.p.h.).

The Avus track is an unusual one on which to break records of this short distance, for the corners at each end demand heavy braking and a slow speed in order to round them safely. On the other hand the two 6 mile straights allow tremendously high speeds to be attained, and the Auto Union must have reached approximately 165 m.p.h. on these stretches. A certain amount of trouble was experienced with those present while the attempt was taking place. People could not resist the temptation to step forward lo get a good view of the car every time

it approached, with a consequent narrowing of the available passage. They could not b.: convinced that a 165 m.p.h. projectile places rather a severe strain on human reactions when it comes to getting out of its way.

It is certain that this performance of the Auto Union before its first race has given other Grand Prix entrants a good deal to think about. In speed, braking and acceleration it seems to leave nothing to be desired. There remains only road holding, a quality in which it has been suggested the car would not compare well with its orthodox rivals. The low centre of gravity, however, and more even weight distribution are more likely to give an improvement in this respect than otherwise.

Only time and a Grand Prix race will tell, but if the Auto Union handles well, then it is tempting to prophecy sweeping victories for it throughout the season.

Now for the Mine Miglia.

The 8th Coppa Mile Miglia, or Italian Thousand Miles Race, will take place on April 8th, starting from Brescia.

Sports cars only are eligible, and there will be classes for cars of 1,100 c.c. 1,500 c.c., 2,000 c.c., 3,000 c.c. and unlimited capacity. 1 he coachwork must have at least two seats, and two drivers per car are essential.

The prize money is liberal, 150,000 lira in all, and there is a splendid team prize in the form of a bronze statue.

There is no limit to the distance one driver may be in charge of the car, but drivers may not be replaced en route. Photographs of the named drivers have to be carried on the car.

The M.G. team of Magnettes will be out to repeat their success of last year in the 1,100 c.c. class, and they have every chance of doing so. hey will have stern opposition, however, in the form of 1,100 c.c. Maseratis, one of which will be entered officially by the factory.

Of the bigger cars there will be as usual a preponderance of Alfa Romeos. ‘the Scuderia Ferrari will enter six, and, as I have already indicated, Nuvolari and Siena will form a team from the Siena stable which will be difficult to beat.

116 m.p.h. with a Diesel.

When George Eyston set up a new ” record” for Liesel-engined cars last October, at 103.5 m.p.h., it was obvious that the car could exceed this speed by a good margin, given fine weather conditions.

Last month the A.E.C. Fuel Oil Safety Special was taken over to Montlhery, and in the presence of a large number of interested spectators, representing military and civil departments of France, Germany and Switzerland, covered a flying kilometre at a speed of approximately 116 m.p.h., a mile at the same speed, while for 5 miles and 5 kilometres the car was only a little slower.

Castrol fuel and lubricating oil played their essential part in this remarkable performance, and it is interesting to note that the consumption of fuel which costs less than one-third the price of high grade petrol, worked out at the rate of 30 miles per gallon.

The Race Round Italy.

Preparations are being steadily completed to ensure the greatest passible success for the first Race Round Italy, or Coppa d’oro del Duce.

The Italian Club are doing everything in their power for the comfort of British competitors. A hotel in Rome is being .specially reserved for their use, and an English speaking staff will be in attendance to provide English creature comforts such as whisky, or ham and eggs. Close to the hotel in question is the starting and finishing point of the race, the Littorio Autodrome. Free garage accommodation will be provided for British .competitors, together with facilities for carrying out last minute work on their cars.

Rooms will be reserved by the R.A.C. of Italy for all competitors at the end of the first two stages of the three-day race, namely Reggio, Calabria and Milan. Drivers and crew will be driven to the hotels after their cars have been placed In the military-guarded parks.

Here are some figures and details about the race. ‘I he first stage measures 1,843 kilometres, the second 2,184 kilometres and the third 2,013 kilometres, making a total of 6,040 kilometres, or about 3,775 miles. At the end cars will cover two complete laps of the Littorio Speedway. Only unsupercharged cars are allowed to enter, and over 100 specimens of the model entered must have been sold by April 15th, 1934. The following parts and dimensions must be absolutely standard : Cylinder block, number of cylinders, bore and stroke, valves, materials and weight of pistons, connecting rods and crankshaft, shape of cylinder head and compression ratio, number and type of carburetters, exhaust manifold, fuel feed, lubrication, ignition, cooling, suspension, clutch, gearbox, brakes, and total weight of car.

Only the lighting system and tank capacity may be altered. Engines must be started by means of the self-starter after every control, under penalty of a five minute handicap on each stage. Classes will be held for cars of 1,100 c.c., 1,500 c.c., 2,000 c.c., 3,000 c.c. and unlimited engine capacity. Second drivers can be replaced at the end of controls, but ballast has to be taken on board directly the departing driver leaves the car. The total prize money amounts to S00,000 liras.

The new 2.3 litre Alfa Romeo ” Six” will be making its first competitive appearance in the race. Lancia has already entered two cars, and Bianchi three 1,500 c.c. models. There will be a large entry from Germany, including MercedesBenz and Auto Union, and several English manufacturers are thinking of entering.


Some useful records in Class E were put up last year by Eyston, Denly and Vasselle, driving a 4 cylinder 2 litre Hotchkiss at Montlhery. On that occasion their speed for 500 miles, 1,000 kilometres and 6 hours was just over 101 m.p.h. Last month it was decided to go for longer records, among them the World’s

48 Hours Record, held by Chinetti, Pesato and Zehender with a 1,750 c.c. 6 cyl. Alfa Romeo at 94.40 m.p.h. The Hotchkiss, it may be remembered, carries a beautifully streamlined body with enclosed cockpit. The front of the car is completely enclosed, and the headlights are set in an aperture at the foot of the cooling louvres which supply the radiator with a stream of air.

Weather conditions could not have been better when the car•set off at 9.50 a.m. in the morning of March 7th. The sun shone, there was little wind, and the concrete was dry. Eyston and 1.)enly took it in turns to drive, while Eldridge and Marchand supervised the pit arrangements both as to time schedule and replenishments. It was not until the car had been running for 10 hours that the first record

fell. his was the 1,000 miles, at 99.07 m.p.h. And so through a perfect starlit but very cold night the Hotchkiss continued its run, records falling at intervals. The next day the weather was still fine, followed by an intensely cold night, but at about 6 a.m. the next morning rain began to fall, and continued until the end of the record run, early in the afternoon.

Congratulations are due to Eyston and Denly on a very fine feat, for three drivers are more usual on an attack of this length. The Hotchkiss ran like clockwork at a steady 4,000 r.p.m. Not a single adjustment nor replacement was made throughout, beyond the usual refilling. The full list of records is as follows :

World’s Records.

4,000 miles, 95.76 m.p.h. (Alfa Romeo, 93.97). 5,000 miles, 94.73 m.p.h. (Voisin, 91.17).

2 days, 95.36 m.p.h. (Alfa Romeo, 94.40).

International Class E. Records.

2,000 kilos, 98.33 m.p.h. (Alfa Romeo, 94,98). 3,000 kilos, 97.76 m.p.h. (Alfa Romeo, 95.89). 4,000 kilos, 96.88 m.p.h. (Alfa Romeo, 93.75). 5,000 kilos, 96.67 m.p.h. (Alfa Romeo, 93.84). 1,000 miles, 99.07 m.p.h. (Hotchkiss, 97.40). 2,000 miles, 97.75 m.p.h. (Alfa Romeo, 96.04). 3,000 wilds, 96.69 m.p.h. (Alfa Romeo, 93.34). 4,000 miles, 95.76 m.p.h. (Alfa Romeo, 93.97). 5,000 miles, 94.73 m.p.h. (A..C., 78.13). 12 hours, 98.29 m.p.h. (Alfa Romeo, 96.96). 24 hours, 97.70 m.p.h. (Alfa Romeo, 95.88). 2 days, 95.36 m.p.h. (Alfa Romeo, 94.40).

Castrol oil, Dunlop tyres, and Ferodo brake linings were used on the Hotchkiss.

A Jersey Hill-climb.

IT is not generally known in England that motor sport is very popular in Jersey, C.I. The leading club is the Jersey M.C. and L.C.C., and on March 8th they held a hill climb which attracted most of the sports cars in the island. The hill was a very sporting one, including five very sharp hairpin bends, and having a steep average gradient. Electrical timing was used, and flag marshals ensured a clear course for each competitor. In the class for 1,100 c.c. cars fastest time was made by R. Sangan on a Vale Special, the full results being as follow :

: 1,100 c.c.

1. R. Sangan (Vale Special), lm. 13.8s.

2. F.’ N. Foster (M.G. Midget), lm. 16.8s.

3. G. Devitt (Singer Nine), lin. 17.6s. 4, E. Pead (Morris Minor), lm. 20.4s.