to

the fly-wheel is placed an internal expanding brake, similar in form a brake used on the back road-wheels of many cars. This effectually grips the fly-wheel, except, of course, when the clutch-pedal is pressed downwards. Another feature of interest is the arrangement of the brakes on the back road-wheels. These brakes, in most makes of cars, are controlled by the hand-lever; in the new Mors they can also be applied by the foot-pedalarrangement which all who have driven a high-powered car will appreciate. Close to the Mors stand one saw a car well known to English motorists, namely, the

De Dietrich

-an

Like other prominent makers, the De Dietrich Company number amongst their 1906 types a new light car of 12-15 h.-p. This particular model differs

On the other types shown by this firm the SimmsBosch low-tension ignition is still fitted. The valves this year are different, the admission and exhaust valves being now placed on the same side of the motor and driven direct. Messrs. Jarrott and Letts, who handle the cars in England, were unlucky in having the "Coupe des Pyrenees" stolen from their stand at Olympia. Still the effect of winning that cup remains, and I hear that this year the De Dietrich models are more popular than ever.

in many respects from the ordinary practice of the firm the motor, a four-cylinder one, has the cylinders cast in pairs, the inlet and exhaust valves are on the same side, operated by one cam shaft. The pump, as is usual in De Dietrich practice, is gear driven. The great difference, however, from other types of De Dietrich motors is the ignition. On this model the ignition fitted is the hightension Simms-Bosch, with plugs. The drive will be the same as on the 1905 De Dietrich, four speeds and reverse with chains; the clutch is of the cone type, and the control of the motor is arranged by levers on the steering wheel and by accelerator pedal. The width of the chassis is 850 mm., narrowed in front to 780 mm., thus allowing a sharp lock, making the car particularly suitable for use in traffic. This chassis is arranged to take a side-entrance carriage body, landaulette, or coupe for town work

[Branger

more British firms followed the example of the Argyll, it would be better for the home industry. The visitors' attention was directed to a chassis of the 14-16 h.-p. car, in which two of the cylinders were shown in part section, thus illustrating the working action of the inlet and exhaust valves and pistons, and showing the ample water space and regular section of metal. The cover of the gear-box was also cut away to show the action of the gear. The engine is a new four-cylinder model made by the exhibiting firm, and it has a new type of ball bearing back axle, and a metal-to-metal clutch. Since last year, many alterations and improvements have been introduced into Argyll cars; prominent among these are: an alteration in the shape of the dashboard, the widening of the side doors, and the fitting of a luggage slide on the rear of the car. A new worm, quadrant-steering gear has been devised, and the back axle has been

In the

redesigned, with an axle-case of T type and ballbearings throughout. The 1906 gear-box has rollerbearings, as well as a new arrangement of striking gear. The levers are attached to the forward end of the gear-box. The back brakes now have a cam action instead of a toggle, and a new method has been adopted of fixing the front ball races on the axle; the bearings are also protected by dust and water-shields. 16-20 h. p. models a new type of internally expanding foot-brake, entirely encased and protected, has been introduced, and special attention has been given to the lubrication of the ends of the springs and radius rods. The Argyll are one of those firms who turn out the finished car complete. You state your requirements, pay out the necessary cheque, and they give you a finished article. I examined a landaulette type amongst their Paris exhibits. It showed careful finish and good workmanship. Proper accommodation for luggage was provided, and proper leg room for the driver-a point often overlooked in landaulette design.

Magnetos

This year sees the general adoption of some form of magneto on almost every make of car. Even if a manufacturer only fits the ordinary high-tension coil and battery he is invariably careful to add that, for an extra payment of, say, about £15, a magneto can be fitted. Many makers fit both battery and magneto ignition, a few only magneto ignition. The Merc dès, Delaunay, Belville, and Hotchkiss, have so arranged their engine design that either high or low-tension magneto can be fitted. This seems a very desirable arrangement, and it will enable a certain number of the public to settle for themselves the relative merits of the two systems. The advantage of the high-tension magneto is that there is only one contact breaker to adjust; consequently, as all four cylinders use the same contact

breaker the time of firing must be the same in every cylinder. The only disadvantage apparent in this system is that, for mechanical reasons, it is difficult to get much advance in the point of firing. Some manufacturers dislike it, too, because a current of considerable voltage passing at high speeds necessitates very careful insulation. The lowtension, on the other hand, is much less liable to short circuit, and it is quite easy for the driver from his seat to alter the time of firing. But it requires a separate contact breaker for each cylinder, and they require to be separately adjusted. It also necessitates an additional number of working parts. Personally, I am of the opinion that, if properly fitted, the hands of the unskilful the high

tension magneto is the best, but if sufficient skill is obtainable to keep the low-tension system properly adjusted, a car so fitted is faster, because you obtain by this means a proper advance.

Self Starters

Some little time ago M. Deutsch offered a prize for the best self-starter. Chief among the conditions laid down were that it should be easily operative by the driver without moving from his seat. The offer of this prize produced several designs, and four or five of these were on view at the Salon. Shown on a Richard-Brasier car was an arrangement attached to a side lever: a wire cord connecting the lower end of this lever to a free - wheel pulley mounted on the end of the crank shaft. Pulling on the lever is, therefore, equivalent to turning the starting handle. The Mors fitted a small combined petrol tank and carburettor on the dashboard, a species of airpump on the step at the side of the driver communicates with this tank and enables him to pump air, mixed with petrol, through this tank into the cylinders. Additional high-tension coil-ignition being fitted, the driver is enabled to start by switching on. The

Renault had an arrangement by which the engine always keeps charged-a small steel reservoir of compressed air; this reservoir communicates with a small air-engine, which can be connected to the fly-wheel. The buying public seems inclined to set store by these devices, and no doubt, in the case of ladies who wish to manage their own cars, they are desirable. As a general rule, I am inclined to class them with apparatus for mechanically inflating tyres, and to consider them superfluous complications.

Downright Rotters

I saw one or two four-cylinder cars for less than £200. The chassis was nice and bright, and perhaps to the ignorant, attractive. Examination showed that, practically speaking, as

cars they were worthless -just chucked together. After all, what can you expect if you try and get too much for the money. Far better buy a little light 6 h.-p. De Dion than waste money on such rubbish. Talking o worthless cars, I saw in one corner a car with an air-cooled engine, and a method of transmitting the power to the roadwheels by two unprotected V-shaped belts.

Getting into conversation with the merchant in charge I learnt that he had sold several !

Prices

One may say that prices, except in one or two instances, are much the same A scarcity of really good small cars exists, and there is, if anything, a tendency for prices in the £150-£200 class to rise. If any fall in prices during the next year does occur, it will, I think, be in the higher-powered classes20 h.-p. and upwards. It cannot be too much impressed on those buying a first car that initial cost is by no means everything. If you buy a car by well-known makers, you have got a property-something that, if you wish, you can sell again; an unknown experiment by a new firm may be diffi

cult to dispose of even to your best friend. If you have a limited amount of money, and want a fourseater, instead of buying a cheap type new, it may often pay to buy a good make second-hand. An old Panhard or a Renault may be a bit slack in some of the bearings, but it is made of the right stuff, and, subject to minor repairs, it is bound to go and do good work.

Aliprof Hunter