ACOMBINATION of firstclass performance and phenomenally long wear has always been particularly noticeable in the Alvis, and all sporting motorists will welcome the new and very impressive model which has been lately added to the range of this make.

If any criticism could have been levelled at the earlier Alvis models, it was chiefly that they did not appear to conform to the modern idea of low build. However, if this is achieved solely for appearance sake, without regard to other important factors it is useless, and the Alvis company have wisely waited until they are completely satisfied in every way with the new design before placing it on the market.

Further, the main components are developments of existing welltried items of previous designs, and the car, while being definitely new in layout, performance, and many details, incorporates nothing which is not proved.

It is intended not only as a very fast car (85 to 90 m.p.h. with open touring body), but also as a quiet flexible machine which enables the performance to be used without fuss. We were able to make a close inspection of this new chassis in the showrooms of Charles Follett Ltd., of 18, Berkeley Street, W.1. who are the sole London distributors for this make, and would advise any

sports car enthusiasts to follow our example, as they will find much to interest them in this design.

This firm, in conjunction with Van den Plas, have also produced some delightful body designs for this chassis which show that really smart and original lines for coachwork are no longer confined to sports bodies built on the Continent. The chassis is of immensely strong construction with very deep side

members and is sharply dropped between the front and rear axles to provide a really low body position. A very stiff girder type cross member is provided at the rear of the dropped portion, while very stiff rear cross members are placed to front and rear of the rear petrol tank, which is thus free from any strains or distortion. The power unit is based on the well-known “Silver Eagle ” and

closely resembles it in external appearance. It is of 2litres capacity, being a six-cylinder of 73 x 100 mm. bore and stroke. Innovations include a rather heavier 4-bearing crankshaft, modified and enlarged valves and ports, and a higher compression ratio. The cylinder head is detachable and has separate water connections to avoid using the head gasket as a water joint. Cooling is assisted by a water pump neatly disposed on

the offside of the engine and coupled in tandem with the dynamo and magneto. Dual ignition is provided and a switch is fitted to employ either coil or magneto as required.

Mixture is supplied by 3 synchronised S.U. carburettors, to which fuel is supplied by an A.C. pump. A double pipe line arrangement provides for a reserve supply, operated by a handle within easy reach of the passenger.

The revolution counter is positively driven from the camshaft and a thermometer recording the cylinder head water temperature is also fitted. For the first time this firm has employed unit construction of engine and gearbox, and a special feature of this is the accessibility of the various units, by no means a common feature of unit construction. The whole is mounted at 3 points

on a special conical rubber mounting with the single mounting in the centre of the front chassis cross member. Another member behind the engine ensures that the whole unit will be freed from any necessity to stiffen up the chassis, which is thus independently rigid.

The brakes are of new design and very ample size, and hand wheel adjustment within easy reach is incorporated. Centralised chassis lubrication to

Some interesting features. Left—the massive transverse frame member ; above—the big front brake drum, and below—the unit-constructed gearbox.

all points is provided from a tank on the dashboard, so that this very important feature cannot be neglected, occasional operation of the handle being all that is required.

The gear box itself has a silent third gear with double helical teeth, while the lever is very short and conveniently placed.

The ratios are 15.7, 9.6, 6.25 and 4.55 to 1, while an alternative 4.7 axle ratio is also obtainable.

This latest Alvis is a most interesting newcomer to the sports car field, and at the very reasonable chassis price of £600 should immediately cause a heavy demand.