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Researched and contributed by Eric North from the original “Australian Motor Manual - May 1st, 1954
ROAD TEST ... Pre-war Model
It is interesting to look back on the older models still with us. We reprint
some of the road test from the "Motor" of July 18, 1939.
The 1939 Buick straight eight saloon employs coil spring suspension front and rear, the front wheels being independently attached to the frame from the medium of wishbones and the rear axle being located by radius arms and embodying torque tube drive.
Additionally, a transverse torsion stabiliser bar is mounted in the front end and piston-type hydraulic shock absorbers are used all round. The effect of this springing is to give the car a very easy motion on main roads, but on really rough surfaces one realises that the springing is somewhat firmer than on many cars of U.S.A. design; at the same time it is definitely softer than normal English springing.
Stability and Performance
Stability round corners is good and, although the steering is low geared, there is considerable self-centring action which brings the wheel rapidly back to the central position. This is particularly convenient in traffic, where the short turning circle is also a valuable feature.
Rapid pick-up is another feature which is particularly noticed on both second and top gears. Not only is the 10-30 m.p.h. acceleration time unusually good, but it will also be seen that the high rate of acceleration is continued far up the speed range. This feeling of having immense reserves of power for hill-climbing and passing other traffic is a great contribution towards the attainment of high average speeds without strain on the driver.
We found it was possible to drive it without effort at the end of a 21-hour day, during the course of which it had covered over 300 miles, driving, of course, not having been continuous.
The passengers are equally as comfortable as the driver, the wide front seat being adjustable for leg-room and the rear seat being divided by an arm-rest.
In the car tested cloth upholstery was used. A further option is the Pytchley sliding-head, although the model tested had a fixed head.
A point contributing not a little to the absence of fatigue is good ventilation. On the Buick this was well covered by triangulated windows which can be swung right round to act as air scoops during a hot day.
As can be seen from our data panel, the effort required on the brake pedal was low, and, although the stopping distance is not remarkably short, this was due primarily to the rear wheels locking and might have been improved by adjustment. The figures were also taken at the end of 600 miles of hard driving and we did notice that there was a slight falling off in efficiency of these components with hard usage.
The steering was also very light to handle, and the gear lever, mounted beneath the steering column, we found to be extremely convenient, although the change itself was occasionally a little "sticky." This, of course, matters little in the course of running, as the great bulk of the time the car naturally remains on top gear.
The general equipment and convenience of the car constitute features which will make a big appeal to the average motorist. In the first place, there is a really large container for parcels on the near side of the dashboard, this having a lockable lid and a cleverly arranged internal light which switches on automatically when the lid is released. A similar light comes on in the luggage compartment when the rear door is opened.
An Ingenious Device
An excellent ratchet device is fitted to the lid, this acting as a stop, preventing it falling down when one first lifts it, a second lift turning the ratchet and allowing the lid to be immediately closed. This luggage container is actually fitted with a lock and will be easily capable of holding a week's luggage for each of four persons.
The internal roof light is centrally mounted and gives excellent
illumination, and the driving lights are supplemented by a pair of high-powered Marchal pass lights. These have a raised and dipped beam, and in themselves provide first-class illumination for driving at speeds of 60-70 m.p.h.
The smoothness of the engine and general quietness of running encourage high cruising speeds, and we found that the car will quite naturally settle down to a genuine velocity of 65-68 m.p.h.
Wind noise is low and, as compared with previous models, the visibility is greatly improved owing to thinner pillars and greater depth of window.
Summing up, we would say that this is an excellent car for those to whom high standards of performance, general ease of running and convenience to the driver and passenger outweigh the expenses involved in engine taxation and fuel consumption.
Posted 05/2007 |
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