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Verdict Upon The Performance of Modern Motors On The Road: No 19:-- The Buick 8/40
Reprinted from NRMA’s “The Open Road”, August 15th, 1935
Refinement, coupled with good speed, acceleration and hill climbing capabilities make the latest model Buick 40 an attractive proposition for the motorist of average means. This make of car has always been of modern design, and made its mark in respect of performance and durability. The sedan bodied model 40 was put through its paces over “The Open Road” course last week, and lived up to its name.
It is a car possessed of favourablr power-to-weight ratio, almost one horse power per cwt. We were impressed with its external appearance, and up-todate body shaping to obtain the maximum wind resistance. The power unit is well forward, permitting ample leg room for the front occupants. The 117in. wheelbase enables good length to be imparted to the body, thus adding to the space available for rear passengers.
Seating
The front seat is adjustable to cater for large and small people, while the body sides are taken well out to provide plenty of width for six passengers. The double dropped frame lowers the overall height of the car without diminishing the amount of headroom; it lowers the centre of gravity and adds to the general smartness of the finished article.
Upon taking over the wheel, one recognises that the car is easy to drive and a fine performer. For its weight it is very docile in traffic and compares favourably with contempory productions of lower weight. The high compression eight-cylinder engine is a relatively short stroke example, modernised in all respects, and retaining that feature which has always been characteristic of Buick engines, namely overhead valves. The combination of five point rubber power unit mounting and perfect balance is responsible for the absence of engine nouise or vibration at any speed. This was noted even during the high speed tests.. The indirect gearbox ratios are quite silent, due to the use of helical constant mesh second and reversing gearing.
Cruising Speed
Out on the open road a cruising speed of 40 miles per hour was approximated, but this would no doubt carry on indefinately at 60 or more without fuss, if the circumstances permitted. The top gear range on test was from 5 to 76 m.p.h. Acceleration figures for the type of car are considered to be very praiseworthy. Top gear sufficed for all gradients. Although second gear was called for on the hill climb, the conditions were such that full power could not be availed of to reduce the time taken. It is doubtful whether any stock car could have climbed the test hill in top gear under last week’s conditions.
Acceleration from rest through the gears to 60 miles per hour occup[ied only 16 4/5 seconds, and the quarter mile from rest 21 3/5 seconds -- splendid results. The demand for quick get away in traffic is obviously well catered for. The engine was well run in and nicely tuned to obviate any suggestion of flat spot upon quick acceleration.
The clutch is effortlessly manipulated, and pleasing in its action. No snatch or shudder was noted when starting off on rising grades. The gearbox employs syncromesh for top and second speeds. Providing the clutch pedal is well down, the gears may be changed without any trouble, although firm pressure is necessary to complete the engagement, especially when cold. With little practice silent changes at low or high speed are possible. The gear lever and hand brake lever are centrally located and to hand. No manual choke or ignition control is provided; engine temperature and suction are arranged to control the former, while a suction operated diaphragm advances and retards the ignition timing point to suit varying engine conditions. Braking is carried out on modern lines, and our test figures and general observations en route demonstrated their efficiency and ease of application. Both hand and foot controls operate self energising duo servo internal shoes on all four wheels through a cable and conduit hook-up of simple design. The brakes as tested were positive and even and easy to apply for a rather large car.
The worm and double roller steering box is self-centering to a marked degree, a feature which reduces driving fatigue on long runs. Due to the employment of independent front wheel suspension on the pantagraph system, a central bell crank is necessary to connect the two steering arms through ball jointed tie rods. When accurately adjusted and aligned the steering of cars so equipped is excellent; at the same time owners should recognise the necessity for regular attention to lubrication, and checking for loosness. Tyre pressures should also be maintained to the recomended figures.
Constructional Features
To run over the constructional features of this car, it may be stated that they are typically Buick in all respects. Cast iron is used for all the engine and gearbox; the unit is supported through pressings upon large moulded rubber blocks. The cylinders are integral with the crankcase upper half. Valves are located in the detachable head, pushrod operated.
Other engine features contributing to snappy performance and economical fuel mileage include the down-draft Marvel carburettor, fully automatic ignition control, and central exhaust outlet. Efficient valve timing with an overlap of 25 degrees has apparently been worked out to take full advantage of the scientific gas passage arrangement.
Accessibility of ignition and carburation systems, fuel feed pump, and valve gear could hardly be improved upon. These vital units are located high, and are not likely to be affected by water on the road or when negotiating crossings. Air, fuel, and oil filters serve to protect the interior of the motor from damage due to dust and dirt, and the crank case is scientifically ventilated.
The Drive
Buick continues the enclosed drive shaft and universal joint, a form of construction which has much to recomend it. The X frame and springs are massive and liberally proportioned. Rear springs oscillate at front and rear to reduce rolling on curves. This in conjunction with hydraulic shock absorbers, worked quite well, and permitted comfortable cornering without undue roll. It would probably improve front end cornering at speed, but does not appear to be adaptable to a knee-action car. The ride qualities of this car are good, due to the long wheel base and long rear springs. The independent front suspension allows each wheel to surmount obstacles without transmitting shock to the other side or disturbing thje equilibrium of the car as a whole.
Posted 09/2006 |
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