club news, June 1936



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The satisfactory total of 61 entrants took part in this event, several of whom competed in more than one event ; so that even though there was only time for one run in each class there were something like 125 runs in all during the afternoon, which is about the maximum for this .course.

The course has now become appallingly rough, and a thunderstorm, which came on at the start of the racing classes, made it even more difficult ; Miss B. Skinner (Morris S.), B. Spikins (Singer S.), and R. V. C. Bolster (Special 1,086 c.c.) in particular having very hectic passages.

The outstanding event of the day was the winning of four of the racing classes by A. F. P. Pane on his Shelsley ‘Nash, and he also broke the record for the course in 10.7 secs. The car was amazingly stable and double back tryes were used, So easy, in fact, did it Appear to hold, that Pane, who started on his recordbreaking run in a felt hat, found it inconvenient about half-way up the course, leisurely removed it. from his head and put it down on the seat beside him.

In the sports classes C. NV. E. WindsorRichards did well 011 his 30/98 Vauxhall, winning two classes, and he, J. V. Bolster, and T. H. Plowman must be congratulated in getting their twelve-year-old touring machines up the course in under 20 secs.

R. A. C. Sumner’s 1923 G.N. was particularly successful with 19.3 secs. which was the fastest time of the day with a Vintage Sports Car.

Mrs. A. E. Moss ran consistently well in the sports classes on the Marendaz, but never quite managed to gain .first place.

H. G. Robins gave a demonstration run on the H.R.G., and despite not very suitable gear ratios he put up a time of 20.7 secs.

An innovation was the running of a handicap class for cars made before 1915, and tour actually came to the line. The formula takes account of age, weight and horse-power, and results are not yet available pending the weighing of two of the entrants, but the outstanding performance was undoubtcdly that of J. S. Pole’s 1908, 12-litre Grand Prix Itala, at 23.6 secs.

Despite a bottom gear of about 5 to 1, he went off with A lot of wheelspin and the huge car presented a most impressive spectacle as it crashed up the course. In particular one noticed how stable it appeared and the extraordinarily rapid gear changes effected.

The next speed trials of this club are on July’ 11th, and Mr. E. T. Lewis, of 81 Rusland Road, Harrow, is the secretary.

Class A. Sports Cars up to 850 c.c. (no (‘ntries). Class B. Sports Cars up to 1,500 c.c.

1. Miss M. Wilby (Frazer-Nash) 20.26s.

2. 1. G. Clarke (Frazer-Nash) 20.8s.

3. F. T. Andrews, 22.3s.

Vintage Award J. G. Clarke. Class C. Sports Cars up to 3,000 c.c.

1. A. 8. Whiddington (Frazer-Nash) 20.3s.

2. Mrs. A. E. Moss (Marendaz-Special), 20.5s.

3. J. G. Clarke (Frazer-Nash), 20.7s. Vintage Award J. G. Clarke. Class D. Sports Cars up to 5,000 c.c.

1. C. W. E. Windsor-Richards (Vauxhall 30/98), J. V. Bolster (Vauxhall 30/98) 19.7s.

2. T. H. Plowman (Vauxhall 30/98), 19.8s.

3. Mrs. A. E. Moss (Marendaz Special), 19.9s: Class E. Sports Cars over 5,000 cc.

1. C. W. E. Windsor-Richards (Vauxhall 30/98), 19.5s.

2. K. Hutchison (Ford V8) 19.7s.

3. Mrs. A. E. Moss (Marendaz Special) 19.88.

Class F. Racing ears up to 850 c.c. (only three entries).

1. Alif38 B. Skinner (Morris S.). 19.6s. Class G. Racing Cars up to 1,500 c.c.

1. A. F. P. Fane (Frazer-Nash S.), 16.88.

2. B. Spikins (Singer S., 972 c.c.), 18.2s.

3. It. V. C. Bolster (Bolster Special S., 1,086 c.c.), 19.1s.

Vintage Award : R. A. C. Sumner (SumnerJap) 19.3s.

Class H. Racing Cars up to 3,000 c.c.

1. A. F. P. Pane (Frazer-Nash, S.), 17.1s.

2, B. Spikins (Singer, S. 972 c.c.) 17.88. 3. R. V. C. Bolster (Bolster Special S., 1,086 c.c.),


Class J. Racing Cars up to 5,000 c.c.

1. A. F. P. Pam (Frazer-Nash, S.), 16.7s.

2. B. Spikins-driver B. Cole (Spikin-Ifudson Special S.), 18.2s.

3. It. V. C. Bolster (Bolster Special S., 1,086 c.c.), 19$. Vintage Award : M. Chambers (Bentley) 21.1s.

Class K. Racing Cars over 5,000 c.c.

1. A. F. P. Pane (Frazer-Nash S.), 17.2s.

2. B. Spikins (Singer, S., 972 c.c.), 17.88. S. B. Spikins-driver, B. Cole (Spikin-Hudson Special S.), 19.1s.

Vintage Award : A. S. Heal (Vauxhall 30/98), 20.4s.

Class L. Handicap. (Based on Previous best time).

1. J. 0. Stuart (Frazer-Nash).

2. 1′. J. Robertson-Rodger (Bentley 4i-litre, S.).

3. K. Burness (Vauxhall 30,98).

Class M. For ears manufactured prior to Dec. 31st, 1014. Judged on a handicap, taking account. of age, weight and horse-power. The results are not available pending the receipt of information regarding this data. Times are therefore given.

J. S. Pole 1908 Rata (12,000 c.c,), 23.6s.

M. Chambers 1907 Renault (7,270 c.c.) 30.7s. A. Birks 1914 S. A. V. A. (3,000 c.c.) 31.88. E. K. H. Karslake 1908 Sizaire Naudin (1,470 c.c.),



Fastest time in each class. Club Tankard. Fastest time in each class by a driving member of the V.S.C.C. driving a car made prior to December 31st, 1930, provided he does not also win the class Special Award. Fastest time of the day by a driving member of the V.S.C.C. driving a car made prior to December 31st, 1930 :

R. A. C. Sumner. Silver Cup.

Fastest time of the day by any other competitor A. F. P. Pane. Silver Cup.

Fastest time by a member of the Frazer-Nash Car Club driving a Frazer-Nash (kindly presented by F.N.C.C.) A. F. P. Fane. Silver Cup.

Fastest time by a member of the F.N.C.C. driving a Frazer-Nash with s.v. Anzani Engine (kindly presented by F.N.C.C.) J. G. Clarke.


The E.R.A. Club, formerly the E.R.A. Supporters Club, which exists to hand money to the E.R.A. concern and to back up their efforts, is developing steadily, and now has nearly a hundred members. Earl Howe has accepted the presidency and the vice-presidents are Mrs. K. Petre, and Pat Fairfield. Future happenings include a visit to E.R.A. works on July 5th. The first of the promised bulletin has now been produced and neatly summarises E.R.A. successes and gives some side lights on E.R.A. happenings. These amateur club publications are invariably amusing, and the E.R.A. bulletin is no exception. It is refreshing to learn that the seat of an E.R.A. racing car should be referred to as “the Exalted Seat.” And that ” Bira ” got the ” correct colour ” for his Car by asking a girl to give him a bit

of her dance frock—whether she was wearing it at the time isn’t mentioned. Also how to pronounce ” Bira’s ” name correctly, and what colours are used by different drivers of E.R.A. cars. Of course, the difficulty is to avoid too elementary an -atmosphere, such as one associates with dirt-track supporters’ clubs and small local motor-cycling bodies. Hon. Sec. : A. F. Rivers Fletcher, 25, Oakleigh Gardens, London, N.20.


The re-organisation of the Lagonda Car Club has now been completed. The president is Mr. A. P. Good, Mr. Dick Watney is on the committee, and the joint hon. secretaries are Messrs. M. H. Selby and J. Sieger. An opening meeting was held at Hanworth Aerodrome on May 23rd, followed by tea and a general meeting. Members and friends first rallied at the Lagonda works at Staines. Owners of old and current Lagondas are

welcomed. Sec. address : 2, Princes House, Kensington Park Road, W.11.

LANCIA CLUB A Club for owners has been

A Club for Lancia owners has been formed, the opening gathering of which was scheduled for May 23rd. in the grounds of Goodwood House, near Chichester, by the permission of the Club’s president, the Duke of Richmond and Gordon.


An interesting club for those who own, or who have at one time owned, an old model Bentley, has come into being, thanks to the efforts of G. K. Pehnore, himself the owner of a 44-litre Bentley. Incidentally, Pelmore recently stirred up the Bugattistic with a letter condemning the Molsheim marque, published in the Bugatti Owners’ Club magazine ” Bugantics.”

Bon. sec. : G. K. Pelmore, H12, Sloane . venue Mansions, London, S.W.3.


The Whit-Monday Brooklands Meeting will comprise two short handicaps, two long handicaps, the ” Gold Star” Outer Circuit race, and five races over the Mountain circuit. Entries for the “Gold Star” contest, which has never been won at under 100 m.p.h., and which will

be put on the air by the include John Cobb’s Sunbeam, Marker’s (1-litre Bentley, Bertram’s Barnato-Hassan, Lord Howe’s 3.3-litre Bugatti, Duller’s Duesenberg and the Pacey-Hassan-Special that won its first race easily at the last meeting. The race is for 110 m.p.h. cars, or faster, over about twenty miles, for a prize of 000 and the” Star.” ” B. Bira ” (E.R.A.) and Tim Rose-Richards (Sunbeam 12-cyl.) are amongst the entrants for the Mountain contest, for which a record entry of seventy has been received, the prize money totalling £625. Racing starts at 1 p.m., and everyone who is anyone in the world of motoring will be present.

Admission is 3/6d. or 2/for children, and a 2/6d. car park is available. Cheap rail and admission composite tickets are issued by the Southern Railway.


The Women’s Automobile and Sports Association, ever go-ahead, recently held, on a Thursday afternoon, a Test Run for Good Drivers, for which non-members were eligible, the scheme being to encourage more ladies to compete in trials. The run was entirely straightforward, to a simple schedule, and there were a few tests to complete before tea. That the idea was a success is evidenced by the fact that although only women who had never before competed in any trial or rally were eligible, thirty-six faced the starter at the “Ace of Spades.” There was an acceleration test over twenty yards on Ranmore Common, a climb of Hustwood Hill, two time . checks and one secret

check and some parking tests. Afterwards prizes were distributed by Lady Iris Capell, and Mrs. Gould, the secretary, rushed back home to meet her doctor, as she should have been in a sick bed. PROVISIONAL RESULTS:

1. Mrs. A. Wynne (Austin 10), 100 marks.

2. Miss B. Schooling (Morris 8) 9n marks. 3. Mrs. V. Tindall (Singer 9), 95 marks. Second-class Awards : Mrs. Stanion, Miss E. May,

Mrs. R. Richardson (Vauxhalls), Lady Annaly, Mrs. M. B. Few, Miss M. Norton (Fords). Miss W. Davis, Mrs. V. Tindall, Miss M. C. Sherer, Mrs. J. David (Singer 9), Miss L. Hoyt-Porter (Triumph), Miss B. Schooling (Morris) Miss M. Bond (M.G.), Mrs. B. Welch (Standard), and Mrs. Holdsworth (Sunbeam).

M.G. C.C.

Fine weather conditions before the Abingdon-Abingdon Trial of May 9th made the course picked by F. 14. M. Harris and his henchmen quite easy, but a very enjoyable trial resulted for all that. The trial commenced at 10.30 a.m., with a ” garaging ” test in the grounds of the M.G. Car Company. L. J. OnslowBartlett, driving a special, stripped Model M. M.G. Midget made best time of all, in 30.2 secs., the runners-up being R. J. Ebdon’s 847 c.c. M.G. Midget in 31.2 secs., A. B. Langley’s bored-out M.G. Magnette, also 31.2 secs., A. H.

Langley’s If Singer 32 secs. dead, Norton Bracey’s M.G. Midget in 32.2 secs., and H. K. Crawford’s P.B. M.G. Midget in 32.4 secs. From this test cars proceeded along 45 miles of main road going to the stop and restart test on Bismore, where ten yards had to be covered against the watch, from a standing start on a gradient of 1 in 5. H. K. Crawford’s P.13. Midget and S. H. Allard’s special Ford V8 tied for fastest time, both taking 3.4 secs., while J. E. S. Jones (P.13. M.G. Midget) R. A. Macdermid (14-litre M.G.), and J. A. Bastock (14-litre M.G.) all recorded 3.6 secs.

So to the dreaded Nailsworth Ladder, which actually was in first-class condition from the viewpoint of competitors. Fourteen failures occured here, four being the result of mechanical failings, though Onslow-Bartlett’s gold-painted M model Midget, named the ” Nugget ” just got up with chronic mis-firing. Seven miles from the lunch halt at the Bear Inn, a number of drivers failed on the unobserved section known as Sandford’s Knoll. Only six cars failed on Axe Hill, which was in remarkably nice condition–again from the viewpoint of the pot-hunters. The unfortunates here were R. P. Pink’s M.G. Magna, T. Welch’s 750 c.c. M.G., P. G. Sharp’s

P. Midget, A. R. Kendrick’s P.13. Midget,. T. H. Cole’s sister car, and A. R. Barltrop’s 1,087 c.c. M.G. The acceleration and braking test over fifty yards followed, G. N. Mansell’s. blown M.G. Magna taking only 6.8 secs., a time equalled by C. H. Ellett (blown P.13. Midget), J. M. Toulmin (blown P.13. Midget), and A. B. Langley (supercharged

14-litre M.G.). Old Hollow accounted for three drivers, P. G. P. Meadows, (1,287 c.c. M.G.), P. G. Sharp (M.G. Midget) and T. H. Cole (P.B. M.G. Midget). After this there remained a fifty-milerun back to Abingdon. The Team Prize went to the Langley-Barnes-Billinghant Singer M.C.C. ” A ” team of Ilp-litre. Singers. They lost no marks at all and won on driving ability in the tests. The Sunbac team of G. L. Boughton (Triumph, S.), W. C. Butler (Singer) and J. G. Orford (Austin 7, S.) also lost no

marks. RESULTS:

M.G. Challenge Trophy : L. .1. Onslow-Bartlett (M.G.). Chairman’s Cup : L. J. Onslow-Bartlett (M.G.)* Watkinson Cup : A. H. Langley (Singer) University Motors Trophy : H. K. Crawford (M.G.). P. J. Evan’s Cup : A. B. Langley (M.G.)


The Nomad Motorists were invited to compete in the Southern Counties Trial, in which all the thirty-one entrants started. Narrow Surrey lanes caused a number of scratches on the coachwork, and an Avon Standard actually lost a wing on this section. The hills were Maysleith,. Oakshott, Wheatham, Steep, Harting

Down and Graffhatn. Failures on the four numbered five, two, nil, and thirteen respectively, the remaining two being in easy condition. PROVISIONAL RESULTS: Brierley Trophy : R. Blake

Novice’s Prize : It. Whiteley.

First-class Awards : R. Wilkins, H. J. A. Thewlesr A. H. Oxenford, I). B. Burrage, H. J. N. Robinson.

Second-class Awards : Mrs. A. H. Oxenford, 0. L. Baedeker. C. P. Waller, W. R. Rhodes. S. A. Fuller, G. Olive; junr., W. A. V. Davis, J. W. Stokes,. A. P. Squire, It. J. Hughes.


The Chilterns Trial was a sporting event. In the timed climb of Midmere, W. M. Haynes recorded 19/ secs., with a Jaguar saloon, W. Roberts (S.S. ” 90 “)

being but of a sec. slower. In Gussets Wood an acceleration test showed the superiority of Roberts’ ” 90,” which took only 7/ sees., E. Jacobs (8.S. I) needing 8/ secs., although in the stop and restart test. on Kop Hill W. M. Haynes on the Jaguar recorded best time in 11 secs.

dead. Everyone got up Maidensgrove,. and a brake-test gave best time to A. Whittaker’s Jaguar saloon, in 5 secs. RESULTS:

First-class Awards : W. Roberts, W. G. V. Vaughan.

Second-class Awards : T. Crumble, E. H. Jacob. W. Hetherington, Mrs. C. E. Hetherington, L. T. March, W. M. Haynes and A. Whittaker.


The Jeans Cup Trial was held in Derbyshire, and was notable for being run over two distinct routes, one for sporting entrants, the other for” tourists,” separate awards being used for the two. classes.

This interesting event started and finished at Buxton, and both classes covered the same general ground, the ” tourists ” conveniently by-passing the more severe hills.

Hollinsclough stopped J. P. Hill’s Riley and G. Tyrer’s M.G. Magnette, but most cars got up easily, the Frazer-Nash B.M.W.s and Wise’s Ford V8 being most impressive.

On Westgate L. J. Onslow-Bartlett perhaps over-confident after his success in the M.G. C.C. Abingdon-Abingdon trial the previous day, turned his McEvoytuned ” M “-Midget over on to his passenger and himself, his passenger sustaining injury, though not as serious as was rumoured at the time.

On Cow Lane Wise’s open-bodied Ford V8 and C. E. Stothert’s Balilla Fiat were outstandingly good, and very little less so were J. Tweedale’s FrazerNash-B.M.W. and Mrs. Moss’ MarendazSpecial.

Miss K. Taylor’s M.G. Midget retired with severe rear-axle disorders, as did Williamson’s Frazer-Nash-B.M.W. RESULTS:

Class A.

Jeans Cup : (3. E. Stothert (Plat). … Wade Cup : N. V. Terry (Frazer-Nash B.M.W.)

Blake Cup : T. C. Wise (Ford V8). Special Award : Mrs. Moss (Marendaz-Special), Clam B (” Tourists “)

Timson Cup : R. H. Gregory (Morris). Team Prize : J. C. Rigby (Morris), G. Good (Fiat),

and A. R. Lowry ” Slowbellies ” team.

and A. R. Lowry (Rover). ” Slowbellies ” team. SPORTING OWNER DRIVERS’

CLUB The Sporting Owner Drivers’ Club Spring Thal started from Lechlacle in Gloucestershire. On the first hill, Stancombe, a stop and restart was staged, and Niemayer’s pre-war, racing Duesenberg found itself unable to stop, and ended up almost in a field, a course that its driver felt was preferable to running backwards downhill into the line of waiting cars. This incident caused a delay of some two hours. Eventually, when the Duesenberg was restored to level going, Mrs. Wood’s 1/-1itre Singer scored in the test, with Kirkman’s elderly 12-50 Alvis, Dewey’s P.B.-type M.G. Midget and Axworthy’s Singer 9 her equal The acceleration test and reverse down Ferris Court showed up Dewey’s P.B. Midget to perfection. Competition tyres being barred, Nailsworth Ladder not surprisingly stopped nearly half the entry —cars that up to then had been =

vanquished by gradient alone. Warburton’s fine specimen of 80/98 Vauxhall soared over the summit, Mrs. Wood’s Singer re-started unaided after stopping, as if to show what the moderns can do, and Ramsay had the bad luck to switch off his Ford V8’s life blood with his knee— which suggests that his leg was wrapped around the steering column ; or that the switch position is non-standard. 011ey’s wonderful bull-nosed MorrisOxford, Axworthy’s. Singer, C. G. Vokes’ 8-litre Lagonda and Stoke’s Plying Standard were all commendable, but Dewey was “only just” in the Midget, and Shakspeares’ neat O.M. prefers Italian passes to things like Nailsworth. So the Ladder still holds up its heady


Premier Awards: Guy Warburton (30/98 Vauxhall), E. P. Wells (Singer Le Mans), C. S. Dewey (P.B. M.G. Midget), I. G. 011ey (Morris-Oxford). Second-class Awards : Mrs. H. Wood (Singer), D. 13. Kirkman (Alvis), I). L. Evans (Morris 8), Flt.-Lt. Stokes (Standard), L. R. Swain (M.G. P-type)


In the days gone by, when cars were still judged on the score of reliability, one against another, trials crews used to practise such things as wheel-changing and plug-cleaning and tube-repairing against the watch, to be ready for any emergency that might rob them of an award under the time schedule. Then cars, even small, inexpensive cars, became really reliable that all that sort of fun faded out. How many of the Lands’ End crews practised “pit work” beforehand, I wonder. Nevertheless, there has been some truly wonderful wayside repairing by certain handy mortals of late, when trouble has descended in the course of trials they have been keen to win. For instance, in the M.G.C.C. AbingdonAbingdon trial C. A. N. May stripped the crown wheel of his Magnette. Did he retire ? Not he I One of the spares carried by the Three Musketeers team was fitted in place of the defective part and May got going again, though sub

sequently he retired. Those motorists who dread a puncture on a leisurely, pleasure jaunt are not the only folk who marvel at such work. It would seem that “pit work” is returning as a feature of the reliability trial !

The month of May was certainly a merry one for trials competitors, if not for the gentlemen who pay for the victors ” golds,” “silvers,” and “bronzes.” It is a dry month like this that gives the novice his big chance and inspires him to keep on medal-winning through the long, wet, winter week-ends. For an enthusiast who meets a good many different sorts of sports motors each month, I’ve thought of a new form of amusement. —namely, endeavouring to decide which is the ideal car for use as a

trials mount. Performance capabilities and controlability are shown-up in trials results a.nd are quite easily classified. Rather, I am thinking of the more obscure points relating to convenience and efficiency in the hands of owners whose motoring mostly comprises long week-ends spent in getting to a trials course, driving earnestly around it, then driving back home in time to earn some more bread and butter. The first thing that strikes one is the need for pretty generous luggage accommodation under cover and within the wheelbase. The driver and passenger will each take a suitcase, there are the extra coats and scarves, the tool-kit, tyre-pumps, jacks, and eats tin, etc., to be stowed away. Most small sports cars are fairly adequately provided for in this direction, and I recall the neat toolstorage behind the seat backs on the 2-litre Frazer-Nash-B.M.W. But how many trials-pattern cars are provided as standard with secure provision for two comp.-shod spare wheels. Two spares are difficult to lash on to a flat-sided rear tank and when in place will promote tail-wag. And to buy a wheel-carrier from an accessory firm will obviously entail more expense than would be the case if the makers had the foresight to provide it in the first place. How many sports cars have permanent competition number plates ? Or normal number plates set up high where they will only get dust-obscured ; not mud-caked ? Or a lamp on the dash adequate for routecard contemplation in the small hours ? Or, again, a licence-holder on the body so that the screen can be folded flat without infringing the law ? Or even a cubbyhole with a conveniently locking-lid, in which the sweet-tin and duster and baulkcard and that pair of goggles will stay put over bad going ? Think it over. And then ask yourselves if your pet trials motor-car has really adequate ground clearance everywhere, if there are sensible jack-pads on the axles, if the standard jack is conducive to rapid wheel-changing when you have been driving all day and half the night, and if you can see both front wings without taking all the drawing-room cushions with you. If any petrol gauges work, that sort should figure on the facia of a trials car. Exhaust pipes still protrude out astern, and are so easily damaged in a muffed reversing test. So often you have to fight beneath the luggage to get at the important tools. Bright parts still add to eye-strain in the sun. Screens that fold sometimes put a wiper-gearbox in your line of vision. And so on. Suggestions as to which car approaches the trials man’s ideal would be enlightening. Personally, most of my money goes on

the British Salinson Six. I have not yet tried the car, but from what I saw of it at the last Olympia, and from what I have heard tell, it has some very good points for competitive purposes—and it is said to handle like a thoroughbred and to possess very fine accelerative capabilities. Anyway, you have only to look at it to see that there is very useful luggage accommodation, sensible mounting for two spare wheels, generous mud-slinging protection, cut-away doors, protection from the scuttle-cowls when the screen is down. auxiliary ” aero ” screens in addition, a large (840 mile range) fuel tank, and a four-wheel jacking system. Also a tonneau cover that could fully protect the seats while driver and navigator “have a quick one,” before the commencement of a winter trial. I have been out in its small brother, the fourcylinder British-Salmson, which I drove lazily to Brooklands one glorious afternoon last month. Three points in particular impressed me. (a) Although the engine is a high-efficiency, double-cam unit developing 55 b.h.p., it is one of the smoothest, most unobstrusive, and accommodating four-cylinders I have ever sat behind. Usually when driving lazily in a sports job one feels a sense of worry lest one over-revs, on the indirect ratios, or lets the engine labour on the higher gears, and one wonders ij the ignition control is getting sufficrent attention. Not so with the British Saltnson, which is quite happy if its driver is so foolish, or lazy, as to handle it like a family jugbox. (b) The makers claim a 70 m.p.h. Continued on page 308 maximum for the single-curburetter job. I went down the Railway Straight at 82 m.p.h. by speedometer and though I didn’t check it against the watch, I cannot imagine that the instrument would be anything like 12 m.p.h. fast. This lends confidence in the other claims, of 30 m.p.g. of fuel and 3,000 m.p.g. of oil. (r) I was at once impressed with the very high quality of body and chassis, but mentally comparing it with that of other popular small sports cars, supposed this Sammy to cost at least half as much again, if not twice as much as the motors I had in mind. Consultation of the catalogue showed me that the price of the tourer is £325, Which is only Z40-.645 in excess of many sports cars which make no pretence of being hand-built, quality jobs. At this rate I think that either the Salmson people will have to turn down orders, or else they will soon be extending their factory space and adding to their staff. 440 I consider a small price to pay for the possession of solid bodywork, a handsome rigid radiator shell, good minor controls and switches, and a beautifully placed, smooth-working

handbrake. But I should have liked remote gear control—which you get on the sports tourer, at 945.