A 2-LITRE M.G. FOR FAST TOURING

INTERESTING NEW CAR MARKETED IN SALOON FORM

New ground was broken last month by the announcement of a new 2-litre M.G. The car is produced primarily as a fast touring car and the first ones produced will be fitted either with saloon or drophead bodies.

The body style adopted at present is as handsome as anything which has emerged from the Abingdon factory which is high praise, and all the more gratifying when it is learnt that the car is priced at the reasonable figure of £375. The engine and chassis design deparis considerably from current M.U. practic,:, which is to be expected from the rath,:c different conditions under which the car is intended to be used. The overhead valves are push-rod operated, the gca,box is fitted with synchro-mesh

ism, and the chassis is swept up over tie. rear axle and not underslung, as on the smaller models.

The six-cylinder engine lias a bore and stroke of 65 mm. and 102 mm. rsp.,•tively, the capacity is 2,062 c.c., which gives a Treasury rating of 15.96 h.p. and a tax of £12 per annum.

The overhead valves are operated by straightforward push-rods and rockers, with the usual ball-headed tappet-screw adjustment. 14 mm. sparking plugs are used with coil ignition, and the distributor which is carried accessibly on the side of the engine has automatic advance and retard. Two down-draft S. U. carburetters are carried high up on the offside and a compact air cleaner is in communication with the valve cover, extracting oil fumes and putting them to good use in lubricating the inlet valves. An S. U. double-unit petrol-pump is mounted on the dash and draws its supplies from a 10-gallon petrol tank.

At the front end of the engine are mounted the fan and the water pump. The radiator follows the distinctive M.G. square-cut line and is further enhanced by a slatted stone-guard. A thermostat fitted in the water circulation system enSures rapid. warming up. The ventilated constant-voltage is driven by belt and the two 6-volt batteries are carried in cradles on either side of the propellor shaft.

Coining to the lower regions, the crankshaft is carried in four plain bearings and the big ends are also of white-metal. Steel rods are used and non-slip alloy pistons. The aluminium sump is ribbed, the filler is accessibly mounted on the top of the valve cover, and a large Teealemit oil-filter is carried on the side of the crank-case where it can be readily dismantled for cleaning. The engine is carried on rubber mounting and flexible pipes connect with the two silencers at the rear of the chassis. The gear-box is mounted in unit with the engine, and the single-plate clutch has cork insets and runs in oil. Double helical silent-running gears are used for third gear and the constant-mesh wheels, and synchro-mesh mechanism is fitted to third and top gears. The gear-ratios are are 4.45 to 1, 6.59 to 1, 10.15 to 1 and 17.82 to 1, with reverse 22.27 to 1. A central gear lever is used, mounted directly on the gear-box. An open

propell with or shaft Ilardy-Spicer

needle-bearing universals connects with the sim-fioating back axle, Which is beveldriven. The chassis is sturdily constructed and should be adequate to iesist the effect cff

high speeds and fast cornering. The side-numbers are of box section throughout. their length, stout tubular cross-members are used, and a V-shaped member behind the gear-box further stiffens the centre of the chassis. Long semi-elliptic springs are used shackled at the rear ends and damped by hydraulic shock-absorbers. Lockheed

hydraulic brakes are fitted and the torque reaction of the front one is taken by torque-cables running from the frame to the front axle. The •wheelbase is 10 ft. 3 ins, and the track 4 ft.. 5 ins.

As may be gathered from the illustration, the coachwork is low in build and dignified, yet sporting in character. The interior is upholstered in leather, and the two front seats give good support and, in conjunction with the well-raked steering column, an excellent driving position. The rear seat is wide enough to take three people, though the propellor shaft tunnel limits the leg-room for the occupant in the centre. Deep foot wells are provided on either side and with the central armrest in position the back passengers are as well provided in respect of comfort and leg-room as those in front.

One of the special features of the car is the enormous luggage locker, which provides room for half a dozen suitcases or a cabin trunk. Altogether a handsome well-found car which should be ideal for fast cruising in silence and comfort, and well able to take its place with the smaller models of the M.G. range.