PRESENT-DAY RACING CARS.
IL-THE NATIONAL PESCARA.
Engine : Straight-eight-72.2 x amm. bore and stroke—(R. 4.0 . rating 26 h.p.)—horse power at 4,800 r.p.m. .r.ro—valves operated by two overhead camshafts—Remy coil-and-battery ignition—Zenith downdraft carburettor.
Transmission : Through single-plate clutch, three speed gearbox, and open propeller shaft to spiral-bevel back axle.
Brakes : 4-wheel hydraulic type fully-compensating.
Suspension : half-elliptics all round.
Wheels Special disc type (Elektron).
Maximum speed (production model)-100 m. .h.
if Spain cannot lay claim to having contributed to any appreciable extent to the World’s output of motor vehicles she has at any rate built up a reputation for turning out a remarkably fine job on the few occasions when she has entered the automobile market.
In the sports and the present-day the Hispano-Suiza held prominent position, the modern types are south of the Pyrenees tively regards the Spanish marque.
The same may be National Pescara, of its introduction built, but which is now factured in the factory France.
The National newcomer is not ers of the sport in this two examples were Walsh last year. On the cars attracted a attention not only their being n?.w and country not usually automobile cause they showed true racing the National Pescara usually interesting.
A cursory chassis shows that the designer knew very well what he was about, and the layout as a whole embodies features which should be, but are not always found in cars designed for speed and high performance. The side members of the frame are downswept very considerably between the in the past class, and holds a even though longer built one instincas a said of the at the time Spanishto be manuof Voisin in although a to followsince at Shelsky occasion deal of account of from a with but beto be Moreover, is un of the
axles, and in addition to being of deep channel section, sundry transverse and intermediate members are interposed which, give the whole structure great rigidity.
The power unit of the National Pescara is an eight-cylinder in-line, and light alloys are used extensively in its construction. The cylinderblock is of aluminium with steel liners inserted by a special process, and the pistons are die-cast aluminium, with four narrow rings, and have domed heads. The connecting rods are tubular and have very large big ends. The crankshaft is of chrome-nickel steel, is statically and dynamically balanced and runs on nine main bearings.
The cylinder head, which is detachable, carries two over-head camshafts which operate the single exhaust and inlet valves. The conbustion head is spherical in form, and the valves are set at an angle with the plugs interposed between them. As the head is of aluminium, the valve guides and seatings, and plug orifices are all of bronze and they are inserted by a special heat process.
shaft ; a thermostat
No National rather spite of one is a and it is induction two mounted in spot which exhaust manifold. The opposite stubs chamber, through a The ignition with the in. a very the front It has an cation is which is the sump, taken to ble, as is
The camshafts are driven from the frontend of the crankshaft through shafts and gears.
The cylinder heads are very heavily jacketed, and the cooling system includes a pump which takes its drive from the crankshaft through a transverse ‘riven fan and a are also incorporated. is fitted to the engine, and it is to find that in eight cylinders, only is employed. This racing type zenith, to a four-branch each branch serving The carburettor is the centre, and a hotits heat from the is embodied in the
manifold is on the of the block ; eight into a streamlined the gases are led away large diameter pipe. system is Delco-Remy and coil mounted accessible position at of the power unit. advance. Lubria single gear pump in the usual way in special care has been this readily accessicase with the oil filter.
The base chamber is made of Elektron, and it is heavily ribbed internally for stiffness, and has cooling fins cast on the exterior. As in practically all modern cars, the gearbox is built up in unit const ruction with the engine, and it is also made of Elektron. The gear shafts are short and robust,
and they run on roller bearings. The box provides three close-ratio forward speeds, and, of course, a reverse. A central-lever ball-change is utilised. A single-plate clutch is embodied in the very light flywheel, and the power is transmitted via an exposed tubular propeller shaft (with HardySpicer joints at each end) to a banjo-type, semi-floating spiralbevel rear axle. The front axle is of orthodox pattern, and the suspension system is half-elliptic all round. A cam type steering box is found in the National Pescara, and the rake of the steering column can be easily adjusted to suit individual requirements. The petrol tank —made incidentally, of sheet Elektron—is disposed between the rear dumb irons.
The four-wheel brakes are hydraulically operated, and one of the most interesting features of the car is that the wheels are built up of Elektron stampings with detachable rims these are secured to the inner section by five studs. As can be seen from the photo
graphs, the National Pescara is very low in build, and if the body does not conform to English ideas, it is at any rate definitely sporting in appearance. Followers of the sport, particularly those of us who saw this Spanish marque’s speedy and silent behaviour at Shelsley will hope to
see it figuring in events again during the coining season, and judging by the way it has so far acquitted itself—it will be remembered that it gained the Mountain Championship of Europe (racing class) last year, as a result of Zanelli’s successes in the Kessel climb and elsewhere— it should be well to the fore.
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