Springs and Riding Quality

Research in the Automobile Industry.

In the early years there were comparatively few efforts at systematized research, although those few efforts which were carried on by early auto mobile engineers quite merited the title of research. Conditions have changed, however. Developments garnered from every day necessities and simple observations will not answer now. The world has become quite technical and complex—so much so that the automobile industry cannot hope to maintain its position without the assistance that science can render. The acquisition, develop ment and application of new knowledge is necessary for continu ous growth. Groups of trained and well-educated men are brought together, properly housed and furnished with adequate equip ment, and are set to work on the major problems of an industry. Men of initiative are sought, and they work tirelessly in a definite place on a single problem, until success comes. (See RESEARCH, INDUSTRIAL.) Investigations leading to the discovery of fundamental facts come under the jurisdiction of the research laboratory. Research points the way to new products; it steadily improves the existing product; research makes money and saves money for the auto mobile manufacturer. Many research laboratories, proving grounds, etc., have sprung up in the automobile industry—some of them employing 30o to 400 highly trained specialists; chemists, electrical and metallurgical engineers, mechanical experts dealing with engines and chassis design, strength of materials, thermody namic principles, new metallurgical developments, etc. Other re search organizations exist also for the intensive study of market ing, sales and service problems.

Up to 1900 the development of the motor car was mainly due to continental engineers. After the abolition of legislative restric tions in Great Britain in 1896, many British engineers, scientists and inventors realized the industrial possibilites of the motor car, and the names of Lanchester, Royce, Napier, Thornycroft, Dugald Clerk and many others became famous during this period. Mod ern European cars generally conform to a certain arrangement of component parts dictated by experience. The radiator is mounted at the front end of the frame, with the engine immediately be hind it. The engine is covered by the bonnet which merges into the body, this occupying practically the whole length of the frame behind the bonnet. At the rear of the engine is a clutch connect ing the engine with a gear-box from which the driving effort of the engine is transmitted to the rear axle through universally jointed shafts. Two axles are used, front and rear, the former allowing for the angular movement of the front wheels necessary for steering, the latter being so constructed that the rear wheels can revolve at different speeds when rounding bends in the road. Brakes are fitted to each wheel. The driver, in his seat, sees in front of him the steering wheel with levers mounted thereon to control the ignition and the throttle, and an instrument board which carries the switch, speedometer, clock and other acces sories. At his side are the change speed and hand brake levers; at his feet are the accelerator pedal which enables him to vary the speed of the car by controlling the throttle opening, the clutch pedal which disconnects the engine from the transmission, and the brake pedal which applies the brakes to all four wheels. In

bare outline such is the disposition of the units of the modern car.

Body-work and Equipment.

Few points are more carefully studied in modern motor car design than the lines, curves and colouring of the body as viewed from outside, and the disposition of the seats, internal lighting arrangements, colour and quality of the fabric or leather used in upholstering. The radiator and bonnet have always been characteristic features of various makes, and these are made to conform to artistic requirements without losing their essential character. The necessary large difference in width between the body and the bonnet necessitates a merging of these two by the scuttle, which is between the rear end of the bonnet and the wind-screen. This encloses the pedals and other controls. In small cars it often carries the petrol tank, which is, in larger cars, carried at the rear end of the frame, the petrol being delivered to the engine by a suction device. Body-work is constructed in a variety of types and with many artistic varia tions, the style and quality depending largely upon the price at which a car is sold. There is a distinct line of difference between cars which are intended to be owner-driven and those built to be chauffeur-driven.

For bodies constructed in large quantities steel pressings are largely employed, but a wooden framework panelled with alumin ium is also used to a considerable extent. Of quite a different character is the Weymann body in which the wooden frame is so jointed as to be to some extent flexible, and is covered with padded fabric. This and other similar types safeguard the body from racking effects caused by twisting of the chassis frame on rough roads. (See MOTOR CAR, Motor Car Body Design.) Popular Types of European Car.—Owing partly to systems of taxation based on horse-power rating formulae which, in turn, depend upon the cylinder dimensions of the engine, European de signers have tended to concentrate upon the use of small engines made to develop considerable power by various expedients, so that it is quite common for a European car to develop two and a half to three times its rated power. The size of the engine is there fore better expressed by stating its capacity ; i.e., the volume swept by the pistons, which can be given in cubic centimetres or litres. In 1934 the most popular type of English car was one equipped with a 4 or 6-cylinder engine rated at about io h.p. with a capacity of between i,000 and 1,15o cubic centimetres. An other important four-cylinder type is the baby car rated at about 8 horse-power. In the case of the larger cars manufacturers have turned their attention more and more to six-cylinder and eight cylinder engines with a view to obtaining greater smoothness and flexibility; a type which has grown in importance is the six cylinder car of moderate price rated at from 14 h.p. to 20 h.p., with a capacity of from r 1 to 21 litres. Apart from these varie ties there is the large and powerful high-priced car, with a rating of 4o h.p. or more, and with 8 or even 12 cylinders, and the sports model in which performance ranks first in importance, followed by appearance, and with comfort as a poor third.