Some interesting additions to the sports car market.


A.C. (Acedes) Cars Ltd., are making a welcome return to the sports car market with a completely redesigned edition of the two litre six cylinder car. The engine, which is the outcome of pioneer experience with small sixes, has been little altered, but the new model has been brought into line with presentday practice by utilising a double-dropped frame. A normal four-speed gearbox in unit with the engine replaces the threespeed layout which was incorporated in the back axle. With a bore and stroke of 65 and 100 mm., the six cylinders have a total cap

acity of 1,991 c.c., the treasury rating being 15.7 h.p. The cylinders are fitted with liners. The five-bearing crankshaft carries a vibration damper and the engine is insulated from the frame by rubber insets. The forward end is carried on a single point on a cross member, while the back of the engine is bolted to a steel plate interposed between the clutch housing and the gearbox ; this plate is insulated where it is bolted to the chassis members. The valves are operated through

rockers from a single overhead camshaft which is driven by chain from the rear end. of the crank-shaft, tension being maintained by a patent spring tensioner. The forward end of the camshaft drives a water pump. The sump holds two gallons of oil, and

is readily filled through a cap on the near side of the engine, and the filter is also accessible on the other side. A cross-shaft drives the dynamo and the distributor for the coil ignition. Lucas Startia equipment, which re-starts the engine in the case of involuntary stoppage in traffic or other places, is featured. Three S. U. carburettors are fitted on the

off-side of the engine, and are supplied by a large Autopulse mounted on ‘the dash. This also carries fuse boxes and other electrical equipment, and the tools are stored there in a neat locker.

A Borg and Beck clutch transmits the drive to a unit four speed gear-box with silent third, the ratios with a 4.66 back axle being 4.66, 6.4, 9.3 and 17.7 to 1. Alternately a back axle with a 4.33 ratio can be fitted. A remote control centrally fitted brings the gear-lever, which works in a gate, under the driver’s left hand. An open propellor shaft with Hardy couplings drives the spiral bevel back axle.

The new chassis is a very sturdy structure. The front dumb-irons and chassis run in a straight line as far as the dash where the side members are dropped and continue at a lower level until they sweep up again over the back axle. In plan the front of the chassis is narrow and is tied with a rod between the dumb-irons, and then widens out gradually. A tube below the radiator supports the front end of the engine, and another beneath the clutch casing braces the centre part of the frame. Two further struts add to the rigidity, one of them bracing the forward rear spring mounting and two more stay the upswept portion at the rear of the frame, and’ take the weight of the ten gallon petrol tank. Semi-elliptic springs are now fitted back and front, and a dropped front axle, H sectioned in the middle with rounded

ends to take the brake torque, helps to maintain the low chassis line. Bendix duo-servo brakes are fitted, cable-operated, and are applied by hand or foot. The hand-brake lever is on the right, and is far enough forward to clear the door. The Magna-type wheels carry 29 by 5 inch Goodyear tyres, the Lucas electrical equipment is very full and includes direction indicators and stop and re

versing lights, and the radiator has been lowered and is now less pointed than the earlier type, and its appearance is further improved by a plated bar from top to bottom of the honeycomb.

New types of bodywork have been designed for the new chassis, and those we saw were very pleasing. An open four seater with cutaway sides had swaged aluminium wings to match the aluminium bonnet, blue panels and red upholstery. The driving position and the seats were comfortable. Equally smart are the Silent Travel Saloon, with its pillarless doors with rubber-insulated locks, and a drophead coupe.

The sports series, which differ from the standard cars in respect of camshaft, compression ratios and the three carburettors, are expected to attain 80 m.p.h. The prices are :—Sports chassis £360; open four seater :£425. The closed bodies can also be fitted to the sports chassis.

The makers’ address is A.C. (Acedes) Cars Ltd., Thames Ditton, Surrey.


Following the general design of the Speed Twenty chassis, the” Firefly “should be a worthy successor to the range of 1,500 c.c. cars produced by the Alvis Company. The four cylinder engine which is fitted with push rod operated valves and a single semi downdraught S.U. carburettor is mounted in unit with the four-speed gear box. The camshaft drive is taken from a sprocket mounted at the rear end of the crankshaft, and the engine is so smooth that a torsion damper is no longer required. A silent third gearbox is standard, but a self-changing box can be fitted instead.

The double-dropped chassis of the large car is retained, though slightly smaller in dimensions and the Alvis servo brakes are actually identical with those on the Twenty.

Prices are open two seater 2455, four seater 2475 and saloon 2495.


One of the sensations of the Paris Salon, the two litre Delage, bristles with new features. As regards the engine, the overhead valves are push-rod operated, but the closing springs are mounted alongside them and their pressure is Communicated to the valve stems through forked levers. This design is claimed to lessen valve spring breakages and to minimise noise at high speeds. A single Banquard carburettor feeds the six-cylinder engine which i8 in unit with a four-speed silent third gearbox. Independent springing is adopted for each front wheel, the steering pivot being carried by two parallel V shaped pressings, the apices being connected to the steering head, and Other four points hinging On the

chassis. A transverse laminated front spring is used, fixed in the middle and linked at each end to the respective steering head assembly. The brakes are operated by armoured cables. The chassis has been still further lowered.

The price either for the familiar lowbuilt Delage Saloon or for an open twoseater of sweeping lines is 2675.


This interesting front wheel drive car

has been designed by Mr. Douglas Hawkes, who has been responsible for the tuning of Mrs. Stewart’s record-breaking Miller. The chassis consists simply of two channel section girders braced at short intervals. Each wheel has its own axle, a hollow steel pressing hinged to the chassis so as to take all braking, steering and power reaction forces, the transverse springs dealing simply with the suspension of the car. The drive for the front wheels passes through the hollow axle pressings. The power unit is now a 10-50 two carburettor Meadows, which with the low chassis and consequently frontal area should allow a good turn of speed. The four-speed gearbox, which is of course situated in front of the engine, is operated through a distant control projecting through the dashboard. All the brakes work on the wheels, not on the driving shafts as in other f.w.d. cars and are

applied by cable.

The chassis costs 2340, and a low built but roomy four-seater is priced at 2445.


Few people, four or five years ago, would have placed the average American

car with its large engine and soft springing, in the sports car class, but a notable change took place after 1930, which has culm.nated in the introduction of the Essex Terraplan.e sports model.

A six-cylinder engine is fitted, with bore and stroke of 67.45 mm. and 121 mm., giving a capacity of 2,560 c.c., with a tax of 217. Alloy pistons carry two compression and two scraper rings, and light steel rods are used. The three-bearing crankshaft is statically and dynamically balanced with counterweights and has a Lanchester damper at the front end. A helically-driven camshaft operates the side-valves and drives the distributor and petrol and oil pumps. Great attention has been paid to the cooling of the engine oil, and bearing trouble should never be experienced.

The single plate clutch runs in oil and. transmits the drive to a three speed gearbox with constant-mesh second. The ratios with a 4.11 back axle ratio are 4.11, 6.58 and 9.95 to 1. An open tubular cardan shaft with Spicer universal joints connects gearbox and back axle, the final drive being spiral bevel. The double-dropped frame is rigidly braced by two members bolted to the frame at one end behind the gear-box and at the other at the rear spring mountings, the two being united into a cruciform girder by a central box-like structure through which the cardan-shaft passes. The engine is ” pneu-mounted,” that is to say carried on special rubber insulating blocks, two on brackets on the frame at the front end, and a third on a cross-member under the gear-box. The fuel tank is carried at the rear end of the frame and holds 9i gallons. Semi-elliptic springs are fitted fore and aft, with selfadjusting shackles ; the front springs are shackled at the forward end and those at the rear are splayed outwards to elimin

ate rolling. Bendix duo-servo brakes are fitted, and are operated by cable. The engine is said to develop 61 b.h.p. at 3,600 r.p.m., and the standard saloon

is capable of over 70 miles an hour. The open four seater is very considerably lighter, and a speed of 80 m.p.h. is anticipated with higher compression and a back axle ratio of 4.1 instead of 4.11. The 91 t. wheelbase permits comfortable sports coachwork to be fitted, and a graceful open four seater and a sports saloon, both with bodies by Windover, cost respectively 2275 and £299. English electrical equipment, large dial speedometer and rev. counter and other useful

refinements are fitted, and we prophesy great interest in this very reasonably priced newcomer.


Upswept in front and passing under the back axle at the rear, the new Hillman sports chassis should be ideal for low-built coachwork. The four cylinder side-valve engine, capacity 1,189 c.c. is fitted with a high compression head and a Stromberg downdraft carburettor on a special induction pipe, and gives 35 h.p. A three speed gear box with remote control transmits the power through an open propellor shaft and bevel back axle. The Bendix duo-servo brakes cable operated, have ten inch drums.

The Aero-Minx is produced either as a chassis, costing 2145 or as the Aero 2-3seater Sports Saloon. In the latter great attention has been paid to streamlining and the makers’ claim of 70 m.p.h. should easily be realised. The sloping radiator guard and windscreen are balanced by the graceful lines of the roof, which slopes down to blend with the faired rear wings. The sliding roof renders the interior of the car as light and airy as a two-seater. This model costs 2245.


Seldom has a Motor Show at Olympia

revealed so many new sports cars, and quite one of the most interesting from the point of view of competition work was the new 12/100 h.p. Invicta. The engine is a 6-cylinder of 57 mm. x 97.9 min., 1,498 c.c., with two overhead camshafts operating inclined valves, which provide the ideal hemispherical combustion chamber. A Powerplus supercharger is mounted directly on the front end of the crankcase and fuel is supplied by a single S. U. carburettor, while there is a special starting carburettor fitted in the induction manifold. Petrol is drawn from a 15 gallon rear tank by means of

an electric pump. A 2 gallon sump with a geared pump and filter should ensure adequate lubrication. Ignition is by Rotax coil, the same make of lighting and starting electrical equipment being used. A single dry plate clutch takes the drive to a Wilson-type pre-selective gear box, which is self lubricated by its own oil pump. The operating lever is mounted on the steering column, below the wheel. The transmission is completed by an open propellor shaft with oil tight universal joints, and a spiral bevel rear axle. The chassis is a massively constructed

dropped frame, extensively drilled, and is braced by 5 cross members and a cruciform cross bracing in the middle. The low build of the car is completed by underslinging the frame members at the rear. Manes steering is used, and Lockheed brakes operating on enormous 14 inch drums. The springs are semi-elliptic fore and aft, the latter being very long.

A new type of radiator, of very deep section and with a sloping front, yet retaining the well known Invicta characteristics, gives the car a most attractive appearance.

The whole car is a sturdily built piece of work, and its performance next year in competition will be watched with great attention. The price of the chassis is £645, and of the complete car, with open 4-seater body


The low-built chassis of the Lanchester “

10″ makes it particularly suitable for sports coachwork, and a smart four-seater body by Mulliner has been standardised.

The chassis is very rigidly braced by bridge-shaped members from each side of the frame which are united by centre plates to form an immensely strong cruciform girder. The chassis members pass under the rear axle.

A four-cylinder overhead valve engine of 1,203 c.c. develops 30 h.p. ahd transmits its power through a Daimler fluid flywheel to a four-speed self changing box. Au open propellor shaft links up to the worm-driven back axle.

The open four-seater costs £350.


Two main models have been standardised for 1933 by Lagonda, Ltd., of Staines, Middlesex. First there is the 16/80 h.p. 6-cylinder car, a recently introduced model, the chief characteristics of which are as follows :—The engine is a 6-cylinder of 65 x 100 mm., giving a capacity of 1991 c.c. with a detachable head, overhead valves, magneto ignition, and fuel is fed to the two carburettors from a 14-gallon rear tank. A single dry-plate clutch is used, and a 4-speed gear-box with righthand change. Spiral bevel final drive completes the specification. An attractive range of coachwork is listed, including an

open 4-seater at £595, a very pretty Vanden Plas 2-seater at £635, and a panelled Weymann saloon at £695.

The other chassis is the well known 20.94 h.p. model, which has similar features as far as the engine is concerned to the 16/80 machine. It differs, however, in the gear-box, which is of the well known 5-speed pre-selective Maybach type. The touring car is priced at £975, and the saloon costs £1,065.


One of the sensations of the 1932 Motor Show was the new M.G. Magnette, which has been produced to fill the need of a really high class 1,100 c.c. sports car, which, in racing form will be capable of very high speeds. Briefly, the chief details of the car are as follows. The engine is a 6-cylinder, with a bore and stroke of 57 x 71 mm. giving a capacity of 1,086 c.c., with a single overhead camshaft, the drive of which incorporates the dynamo. The machined and. balanced crankshaft runs

in 4 bearings, the con-rods are heat treated ‘H’ section forgings, and the pistons are aluminium alloy with 3 rings. The new 14 mm. sparking plugs are used. Lubrication is adequately dealt with by means of a pump from a large Elektron sump, generously ribbed, and a positively efficient filter prevents any dirt from getting to the bearings. Fuel is fed from a rear tank to three S.U. carburettors by means of an electric pump. Ignition is by magneto. There are two alternative gearboxes, either the normally operated gear box and clutch, or a pre-selector gear box operated by a short lever on an extension of the gear box. The drive is then transmitted by way of a Hardy-Spicer propellor shaft with metal universal joints to a normal 3/4 floating type back axle, with spiral bevel final drive. The chassis Is anderslung at the rear and is strongly braced with tubular cross members. Semi elliptic springs are used, and the brakes should be exceptionally powerful, having 13 inch Elektron drums with high chromium cast iron liners. The steering is of the Manes-Weller type with a divided track-rod. There will be two main models, the K1 and 2 chassis, the ” touring ” edition,

with a specification as above, the K1 having a wheelbase of 9ft., while the K2 is 14 inches shorter. The price of both is £315, with normal gear box, £25 being charged for a Wilson pre-selective gear box. Then the sports and racing types are the K3 unsupercharged and the K3 supercharged, and in both cases certain differences occur in specification from the K 1 and K2, as follows. The ” blown ” model has a No. 9 Powerplus supercharger, which is driven off the front end of the crankshaft through a flexible joint, the vanes running at I engine speed.

On both K3 models the petrol feed mechanism of pipes from the rear tank is duplicated, and the two petrolift pumps are controlled by a change-over switch on the dash. An external exhaust pipe is used. The gear ratios are optional, according to the back axle ratio chosen, and incidentally a straight bevel final drive rear axle is utilised.

The coachwork is an attractive range, including a 4-seater, a 2-seater, a saloon, and the 2-seater racing model. The Magnette is a most welcome addition to the ranks of sports cars, and we look forward to a road test of the car in the near future with great interest. prices are : The Ki. Long chassis £315 K2. Short chassis £315 (Pre-selector box £25 extra) K3. Unsupercharged £475 X3. Supercharged £575 (Equipped with pre-selector box) K. 2-seater sports £360 K. 4-seater sports £385 K. Pillarless saloon £445 K3. Racing 2 seater unsupercharged £595 K3. Racing 2-seater supercharged £895


A newcomer in the Rover range is the Speed Pilot. Developed from the Pilot chassis, the new car retains the 1,577 c.c. overhead valve engine, but the compression, cylinder head and valve timing have been altered and it is now fitted with three S.U. carburettors. As a result 50 b.h.p. is available, which should give the saloon a comfortable 70 m.p.h.. The engine delights in revs., and the demonstration car went up to 6,000 without worry. At 4,500 in third 55 m.p.h. is reached.

The car is at present offered as a chassis which costs £210 and in saloon form £350. An open car will probably be produced later in the year.

year. SINGER “9.” ” “

The Singer ” 9 ” sports model in twoseater form has ‘scored considerable success in 1932, notably in winning a cup in the Alpine Trial, and the four-seater which replaces it looks capable of extending the reputation of the marque. The 972 c.c. four-cylinder engine has

a chain operated overhead camshaft, and by raising the compression and fitting two down-draft Zenith carburettors, 30 h.p. is produced at 4,700 r.p.m. The Perm-Mesh four-speed gear box has silent second and third gears, and a remote control to bring the lever under the driver’s hand. The chassis is of conventional type, sturdy and well-braced. Lockheed hydraulic brakes operate in ten inch drums.

A smart two-door four-seater costs £185, while the sports coupe is offered at £199.