As published in The Sydney Morning Herald - Motoring News, Thursday, November 1, 1928

Silver Buicks - 29 Buick Road Test

To mark the 25th anniversary of motor car production by the Buick factory, a new set of cars is announced to-day in Sydney. The new car is different in appearance from the model it has just displaced and a brief demonstration given yesterday by General Motors (Australia) Proprietary, Ltd., gave evidence of remarkable qualities.

The first change noticable in the new design is the radiator, which has been redesigned on the lines which are fashionable at present, having depth, but comparatively narrow proportions, with a slight “roll” to the edge of the body proper, perpetuated by a flute at the side of the hood and reproduced in cross section by the radiator front.

A strongly marked feature of the new bodies is the definate separation of the superstructure, which is described as being, in effect, mounted on the body proper. The new bodies are, at first glance, larger and perhaps more bulky, but the design is cleverly carried out and a distinctive, attractive appearance is maintained.

In the demonstration run the car was found to respond excellently, although it was taken straight off the assembly line at the Marrickville factory. Carrying six men it pulled straight away in top gear without any fuss or trouble from stationary on the rough overheadbridge at Tempe, acceleration was all that could be desired, while the steering was delightfully light and responsive. Taken to Coogee it climbed the southern side of Arden street in top gear, with full load and only needed a reduction to second for a few yards of one in eight leading off the old Baden Hill, on which it did not get a fair run, as the course was suddenly changed almost at right angles when three-quarters of the way up the hill to get on to the more severe grade. With four on board, and a very short run to start, the car climbed the northern side of Arden street, with power to spare in top gear.

The new car has a slightly larger engine with the outstanding Buick features retained; the capacity is about 15&1/2 per cent greater than last year’s standard model. Petrol is fed directly to the carburettor by a pump working at engine speed, and a new carburettor, fitted with two high-speed jets has been adopted. A change has been made in the ignition coil, affording a hotter spark at lower engine speeds. The shorter car now has a wheelbase of 115&3/4 inches, more than an inch more than that of the old model; the Master Six wheelbase, however, is only three-quarters of an inch longer at 10 feet 8&3/4 inches. The double drop frame is strengthened, the clutch has been radically changed to ensure easier engagement, lubrication is improved and the gears are more silent; and the maximum horsepower developed increased to 74 in the standard model and 91 in the larger ones. Altogether the new Buick proved a very fine car.

It will be supplied in a number of open and closed body types, the great Silver Master Six sedan being one of the most luxurious family cars imaginable.
Posted 09/2006

As published in The Sydney Morning Herald - Motoring News, Thursday, May 16, 1929

A LIVELY SEDAN.
SILVER ANNIVERSARY BUICK TESTED
The new Silver Anniversary Buick has already performed well both in important contests and in the hands of private owners and demonstrated that the objects of its designers to give increased speed and power without sacrificing the best points of the old models have been achieved. This fact was confirmed by a test at the weekend of a standard model four door sedan of the latest type, which had covered about 1475 miles when taken out and which was driven about 275 miles in all weathers and over a variety of roads.

The car used was the model 116, its engine being rated as of 26 h.p., but developing 74 at 2800 revolutions a minute. Its bore is 3&5-16in and stroke 4&5-8in, giving a piston displacement of 239.1 cubic inches (3919 cc). It has a compression ratio of 4.3 to one, four large bearings as well as counterweights and a vibration damper for the balanced crankshaft, overhead valves, cast iron pistons, a Marvel carburretor fed by an AC fuel pump from a rear tank with a capacity of about 12 imperial gallons and fitted with an AC air cleaner, oil filter, and crankcase ventilation system, Delco Remy ignition,starting and lighting, multiple disc clutch of the dry plate type and standard three forward speed gearbox with central control, the ratio of top gear being 4.9 to one, semi-elliptic front and cantilever rear springs with hydraulic shock absorbers, the Buick four wheel brakes, and semi-irreversible screw and half nut steering, adjustable with ignition, throttle and light switch leavers all mounted on the steering column. The car has a combination ignition switch and gear and ignition lock mounted on the steering column also below the steering wheel.

The car was taken over on friday evening in Elizabeth street, city and driven immediately out through Darlinghurst, Kensington and Daceyville across Ricketty street and Shea’s creek bridge. The first impression gained of it was the extraordinarily light steering: although fitted with a luxurious sedan body with ample seating accomodation for five adults, the steering wheel acted positively and promptly on a pressure which seemed hardly sufficient to influence the course of a bicycle. It also posessed a satisfactory
self-centering characteristic which enabled its course to be corrected, after making a turn, instantaneously. Next impression was of the wonderful flow of power which carried the big car, its registered weight was 33&1/2 cwt- along at the ordinary touring speed with the throttle almost closed and caused it to fairly leap forward to sieze openings in the traffic. Notwithstanding this great power, acceleration, and its pick-up from a crawl on top gear, however, it was most tractable.

Saturday was devoted to short runs about the suburbs, about 75 miles being covered in the day. Next day the course followed was over the Blue Mountains to Hartley, where the opportunity was taken of testing hill climbing powers on Hassan’s Walls and the old Mount Victoria Pass.

A start was made about 9.30 am and the car never got out of top gear during the morning except in one place on the deviation between Blaxland and Springwood, where the road was narrow and slippery and several other cars were crawling ahead at the same time. It was clearly advisable in such a place to change down, although by no means compulsory.

KNOW THE CAR
During this run, however, a point came up illustrating the value of intimacy with the particular car and its peculiarities to enable the best performance to be accomplished. This model Buick carburettor is fitted with a heat control, the operating leaver being at the left hand side of the instrument board. Under the impression that on such a day it would probably be a benefit to give the carburettor a little extra warmth, this was placed about midway between full-on and off positions, but the result, as far as the fuel consumption and liveliness of the engine were concerned, was not at all favourable. As a matter of fact, the accent of Lapstone Hill and other steep rises on the mountains was so stodgy, although done in top gear, that for a while fears were entertained that the ignition timing was incorrect, but fortunately before this was interferred with the trouble was really located and an improvement in running noted immediately. So bad was the effect of the mistake, however, that the petrol consumption for the drive from Sydney to Lawson was as heavy as for the rest of the day’s run to the top of Hassan’s Walls hill and back to the starting point in Sydney. After leaving Lawson a certain amount of apprehension was still felt as to the prospects of the car for the day, but it made such light work of Whipcord Hill at Wentworth Falls as to settle these doubts completely.

The road down the old Mount Victoria Pass was taken to test the retarding powers of engine and brakes, but even on the steepest parts of the hill, which was greasy after rain, second gear proved sufficiently powerful to hold the car back to a perfectly safe speed without using brakes at all.

AT HASSAN’S WALLS
Just before reaching Lett’s River bridge another car was overtaken and it compelled the Buick really to show what it could do on the big test hill. Just as the Buick entered the bridge the other car came almost to a standstill at the other end and perforce a very slow speed had to be kept across the bridge until the other car moved out of the way, thus preventing the Buick, fully loaded, from reaching a higher speed than 15 miles per hour when it started the climb of Hassan’s Walls. Nevertheless there was sufficient engine power available even then to accelerate swiftly, and all the way up to the steep bad corners the car was gaining speed. It went right over the top without a change of gear, and finished up the hill at about 35 miles an hour.

The great test on the return journey was Mount Victoria Pass, the steep old pass again being chosen. There is no doubt that the new pass would not offer the Buick any difficulty in top gear; most of the old pass was done in top also, but on some of the steepest parts the surface was still wet and slippery and second was used twice to negotiate them. The rest of the run home was easy, the most trying portions being the Springwood deviation and the traffic procession through Parramatta and Granville.

GOOD HEADLIGHTS
The last part of the drive was done after dark, giving the cars illumination a chance to prove itself. The headlights have a tilt ray devise operated by a small leaver on the centre of the steering wheel, and gave a good light; the road illumination being more concentrated and brighter for the driver when the rays were tilted than when at normal level. The instrumernt board illumination was particularly good; with a small switch on the dashboard in one position the dials were all nicely illuminated indirectly, while with the switch in the opposite position a hansome little dashboard light was brought into use.

The highest speed attempted was 53 miles an hour. This was attained without any bother and with much power still in hand. The car, with ignition fully advanced and with the throttle almost shut, idled down to less than two miles an hour on top gear, and then accelerated rapidly to 35 miles an hour without a change. From a stationary start, and using all gears, it bounded to 35 miles an hour in an incredibly short time. During the period it was used it covered about 375 miles on less than 17 gallons of petrol. Had the mistake not been made with the heat control referred to it would probably have done between 18 and 20 miles to the gallon at a good touring speed and fully loaded on a long drive. This must be considered very satisfactory for a heavy and luxurious sedan with an engine of nearly four litres. The weight during the principal test was about 39cwt.





Posted 09/2006

As published in The Australian Motorist - December 1st, 1928

The Silver Anniversary Model Buick on the Road
Instantaneous Response, Rapid Acceleration and Riding Comfort are Outstanding Features Of a Really Excellent Performance
The fine performance for which Buicks have always been noted has been improved
upon to no small extent in this latest model; the car’s behaviour on the road giving
it a very strong appeal, even to the most critical. The car demonstrated was the
smaller of the two chassis models, the body with which it was fitted being a four-door,
five passenger sedan, and was brand new - therefore, quite stiff, and not capable of
giving its best performance.

In the performance of practically every make of car there is some feature which is
outstanding, and which distinguishes it from other makes. In the case of Buick, this
feature is quite unmistakable and consists of surprising liveliness, flexibility and
responsiveness to the throttle at speeds within the ordinary driving range - i.e., from
a standstill to a little better than forty miles per hour. Not that the car is not a good
performer at speeds above forty miles per hour. We can say that at any speed up to
fifty eight miles per hour, which is not the car’s maximum speed by any means, but it
is the highest speed at which we drove. It is one of the finest performers it has been
our pleasure to handle for some considerable time. Still, it is obvious that the
builders have aimed at a high performance mark for the normal driving range and
attained it.

The car was described in our previous issue, and it is not our intention to describe
construction details here, but the controls are within the scope of this article. The placing of these is most convenient - so much so that feet and hands fall naturally upon them. In addition to this, they are easy to use, and a broad seat with more or less concave surface and a clean deep back, together with ample leg room, make the driving position most comfortable. After some time behind the wheel, we were convinced that the new Buick is a car which one could drive for long distances without feeling the slightest fatigue, for the steering is very light and delightfully responsive, the brakes are powerful and light to use, the acceleration pedal is so placed that, while using it, the foot is in a comfortable position, the clutch is extremely light to use and smoothly progressive in action, and gear-changing is unusually easy, the leaver knob being close to the steering wheel and of reasonable size. The controls never have to be reached for, and, in use, have a very nice feel about them.

As the first part of the run we chose to wend our way through the city traffic, as we felt quite at home in the car almost immediately upon taking the wheel - a high compliment to the car, but well deserved. Here the car’s controllability was fully demonstrated, the steering combined with flexibility, “punch” and responsiveness to the controls, in a high degree enabling every advantage to be taken, with the result that we passed through traffic in record time.

Once out on a reasonably clear road, the Buick was slowed down to a walking pace in top gear, and allowed to run quietly along for some distance, during which there was no trace of effort on the part of the engine, and no trace of uneven torque. Moreover, the car’s progress was quite silent. Then suddenly the throttle was opened fully, and without the slightest hesitation the speed rapidly increased. A severe test indeed, and one which, successfully accomplished, calls for much admiration, but when it is accomplished in the manner the Buick accomplished it, it calls for high praise. The car’s acceleration is unusually good. From a standstill, using all gears, forty miles per hour was attained in 11 sec.; while, using top gear only, forty miles per hour was attained from a speed of ten miles per hour in fourteen seconds, and using second gear only, twenty-five miles per hour was attained from 5 miles per hour in five and one-fifth seconds. It should be borne in mind that these figures were obtained with a new and therefore, stiff four-door sedan.

The car’s hill-climbing ability also is most remarked. Anderson Street, South Yarra, was climbed on a hand throttle controlled setting at five miles per hour in top gear, and immediately the grade lessened, the speed commenced to increase. In fact, in this manner a decreasing gradient, which the eye could not detect was registered, Punt Road Hill was climbed with an ever increasing speed from twenty miles per hour at the foot, and the car took that stiff, varying and winding gradient, Power Avenue, Toorak, in its stride, while on another hill comparative to Anderson Street, it could be slowed to walking pace, and accelerated as desired - in top gear of course.

Such a performance in acceleration and hill-climbing leads one to expect much of the brakes, and it may be said that they quite come up to expectations. They are very powerful, smooth, progressive, and require but light pressure on the pedal. The suspension, also, is in keeping with other features of the car’s performance, for gutters and potholed, cobbled, and badly waved surfaces were covered at various speeds without the passengers feeling any discomfort. The suspension of this model is a decided improvement upon that of previous models, which, although good at all other times, was slightly heavy for surfaces containing a large number of small inequalities, and transmitted the vibration to the passengers. This weakness has been overcome entirely.

The car’s road ability also has been improved considerably, for it is quite comfortable at speed, and roll is hardly perceptible when cornering at fairly high speed, while another
commendable feature is the freedom with which the car rolls. Even on a gradient the eye hardly can detect it move off and gather speed rapidly, and in even the slightest dip will see-saw apparently indefinitely. This shows accuracy of manufacture, and means economical performance for the owner.

Altogether the new Buick is a car of considerable refinement, and, undoubtedly, will do much to enhance the most enviable reputation past models have won, for its performance is an improvement even on the performance of those. It has high natural speed, and performs at all times with an admirable absence of fuss and noise, while the high degree of controllability and responsiveness achieved will win for it many steadfast friends amongst the fair sex.

Posted 09/2006

As published in The Australian Motorist - November 1st, 1928

The Silver Anniversary Model Buick
Wholly Transformed - Larger, More Powerful and Faster - Many Innovations

Transformed in appearance, redesigned, larger, more powerful, and faster, easier to operate-an innovation in performance, rather than in basic design-three series of bodies on two chassis (one built in two lengths); really the Buick offered in three sizes. That is the silver anniversary offering of the Buick Motor Company, for it was in August, 1904, that the first of this line was marketed. The new line is instantly recognisable in appearance as a Buick product, and yet is entirely new in dress, different in proportions, and introduces a new note in style.

True Distinction in the New Lines.
The distinction of the new line lies in the practical elimination of mouldings, for the new
Buick the “tying” effect usually secured by a pronounced roll in the shell itself at the belt line. This requires and carries no ornamentation, but the rolled surface sustains a high light reflection which carries the eye from one end of the car to the other, exactly as the conventional end-to-end moulding catches the eye and causes it to travel the full length
of the car without conscious effort on the part of the observer. Thus the length of the machine is emphasised very successfully, but without apparent effort.

Proportion and Balance.
In order that this effect may be carried out consistently the rolled edge of the body proper is perpetuated in the flute at the side of the hood reproduced in cross-section by the radiator front. Thus the fore view of the car is entirely changed without there being revealed any effort to change the effect only. Similarly, the roll is carried across the back. In this manner the entire body of the car proper is stripped of mouldings, contrasts, and colour separations, and the designer falls back on the underlying proportions in his effort to satisfy the demand for true proportion and balance.

Some what similarly, mudguards, which are of the one-piece variety, are carried over with a pronounced roll, instead of the vertical flange, and finished off at the edge with a
reinforcement that accents the outline without over emphasising it. At front and back this
reinforcement is carried into a nicely finished double curve suggesting the parting line.

One of the strongly marked features of the design is the definite separation of the superstructure, which, in effect, is mounted on the body proper. This has a nicely turned roof-line, with gently sloping contours, slightly arched windows and true sedan front, in which a short cowl visor is set. Here moulding, used with great restraint, is in the form of a rather fine bead, which may or may not be set off with colour. This follows the outline of the roof in the forepart, but behind the rear window is brought down and carried around the back just above the roll at the top of the body proper, where its effect is scarcely more than that of a welt.

Under each window is a separate inset panel, the purpose of which is to carry contrasting colours. This panel effect, as a matter of fact, is practically all that is left of the coloured moulding. Because of its isolation it is exceedingly effective, and in some finishes is the only contrasting colour used, except possibly for striping on the wheels. It has the particular advantage of permitting an endless variety of effects with a minimum of useless and ineffective effort.

Special details of the design that serve as distinguishing characteristics include the improved shrouding of the petrol tank in the rear, which is now served by a filler pipe brought out at the left-hand side, eliminating interference with the spare tyre in replenishing; the introduction of ventilators (on some models only) at the sides of the cowl, and new and very large aluminium hub caps, the effect of which is to make the wheels look smaller.

As to finish, the tendency is towards substantial and practical body colours, with brilliant
ornamentation, and in many instances a colour separation between body and superstructure. Chrome plating is used on the new designed lamps and other parts, and this has the invariable effect of “snapping up” the finish and setting off the colours to splendid advantage. A novel detail of the lighting equipment is the introduction of a combined tail, stop and back-up light unit in the same form as the headlight. The very long sweep of the front fenders and comparatively short length of brightly edged running board is another feature of this year’s design.

Art in the Interiors.
Interior effects are marked primarily by wider and easier entrances, wider seats, and more headroom. The trend of the wheels has been increased to 58 inches, from the standard of approximately 56 inches, and this gain is reproduced in the added length of the rear and seat cushions. Headroom is also greater, so that the new models offer many advantages from the standpoint of comfort. Upholstery is done in the conventional materials, in plain colour this year. Hardware is of new and attractive design. The robe rail is substantial and fashioned with accessible hand grips. Garnish strips are in real wood walnut finish.

The new instrument panel, with double lighting, provides either indirect lighting on the dials only, or a somewhat brighter light, which illuminates not only instruments, but entire front compartment, below the cowl, as well. The new Delco-Remy tandem electric windshield wiper, one of the innovations in equipment on closed models only, has a particular advantage in that its speed is constant, regardless of engine speed, and it is so wired through the ignition switch as to make it impossible for the driver to leave the car with the wiper operating. A new hydrostatic petrol gauge is also used.

There is a new, easy grip steering wheel. Gear shift and clutch leavers are longer. The accelerator pedal more conveniently arranged. a very valuable improvement is the lining of the entire cowl, and dash with sound-deadening and heat-resisting effect, so that the driver’s compartment may be cooler in summer, warmer in winter, and quieter all year round.

Adjustable Front Seat in Closed Models.
One of the most talked-of features is the adoption of the adjustable front seat for closed models. By turning a wing handle in the centre of the front seat riser the entire seat may be moved forward or back, even though occupied. Total range of adjustment is three inches. This construction necessitates building of front seat as an entirely separate
unit, and without any connection with the centre post of the body.

Marked Improvement in Operation.
With all these advantages in the way of new appearance, more effective interiors, easier riding (softer seats), and so on, has come a marked improvement in operation. A study of the specifications leads to the conclusion that the whole development of the new chassis had been guided by desire to provide uniform and satisfactory average performance, rather than spectacular achievement. The point is made as proof that the aim has been for satisfaction of the great majority of users, rather than the occasional driver, who rates speed above everything else.

Chassis 1929 - Chassis 1928.
Taking a comparative exhibit of the 1929 and 1928 chasses, point by point and part by part, as a means of establishing some of the underlying facts that prove the superiority of the new model, it would be shown that with comparatively few exceptions the general layout and form of the parts is practically the same, but at every point the effect of whatever change there is, is in the direction of sturdier construction and better performance.

The list of changes are too many to give in full. A mere summary, as applied to the engine, includes - larger bore and stroke, improved camshaft and valve mechanism, improved carburation and intake manifold, new fuel supply system, steel backed main bearings, steel backed babbitt rocker arm bushings, new exhaust heater valve, improved oil filter, new engine covers, larger crankshaft, larger pistons and pins, stronger connecting rods, V-belt fan drive, wider timing gears, quieter starting gears.

As to the chassis, such a summary as the foregoing should include - stronger frame, improved steering gear, improved transmission, new speedometer drive, hardened steel bushings in universal joint, improved rear axle, positive differential gear and bearing lubrication, rear axle spring seats bronze bushed, larger section tyres, new wheel design, new tyre carrier, larger batteries, quieter muffler, with less back pressure, smoother operating clutch, hydrostatic petrol gauge.

Basic Considerations.
This is merely an outline of change, however. The underlying reasons appear, upon analysis, to flow from two basic considerations. The first of these is the decision to provide more power and freer and livelier performance within the range of common operation; the second is the necessity of providing more rigid and even more durable chassis to resist the stresses of the greatly increased speeds that are now associated with normal operation.

The piston displacement has been increased 32 cubic inches, or 15 1/2 per cent, in the case of the smaller motor, and 35.6 cubic inches, or 13 per cent, in the case of the larger, by increasing both bore and stroke in each instance. This increase in volume, it is claimed, in the smaller engine, produces a 17 per cent increase in maximum power, without increase in maximum engine speed, as against a 3 per cent increase in power rating by formula. In the case of the larger engine the power increase claimed is well over 17 per cent, while the increase in bore alone accounts for but a 7 per cent increase in the formula rating. Thus the smaller chassis is now driven by an engine developing 74 horsepower, and the two larger chasses by an engine developing over 91 horsepower.

It is of more importance that the layman knows that the maximum torque, or turning effort on the crankshaft has been increased from 146 to 172 pounds at 1200 revolutions per minute in one case and from 185 1/2 to 215 in the other, also at 1200 revolutions. This means 16 to 18 per cent more lugging power around the common driving speed of 30 miles per hour.

It should be noted, too, that in both engines the valve lift has been slightly increased, and chrome nickel steel exhaust valves introduced in place of nickel steel; also that in the smaller job the diameter of both inlets and exhausts has been increased 1/8 in. The valve timing has been changed to indicate a slightly longer period of valve opening. Carburetter sizes have been increased 1/16 in. in each case, and manifolds have been enlarged, besides being slightly altered in certain respects. All this tends to produce a more “free breathing” engine and improved pulling powers.

Complete provision is made, in connecting rods, crankshaft and other moving parts, against development of vibration due to increased force exerted upon the pistons. All of these parts are larger and heavier, and painstaking attention is devoted to securing perfect balance. Not content with balancing the crankshaft and related parts, Buick now pilots the clutch assembly accurately within the flywheel to ensure its running dead true at all times.

Engine refinements which do not involve enlargement of parts are numerous. Perhaps the most radical of those is the new A-C mechanical fuel pump, which operates off the camshaft and delivers strained petrol to the carburetter at precisely the correct rate, as its operation depends directly on the engine speed. The pump has withstood exhaustive tests in the Buick engineering laboratories, on the proving ground, and in public use, and has fully established its reliability. It is extremely simple, not subject to deterioration or marked wear, functions at hand-cranking speeds, and is so positive that not even after the petrol tank has run dry is priming required.

The pump is attached directly to the carburetter, eliminating part of the tubing required with a vacuum system. The carburetter, too, is new, in that it is provided with two high-speed jets, instead of only one, as heretofore.

Other improvements include the introduction, for the butterfly heat control valve in the exhaust manifold, of a valve of Duro stainless steel, on a shaft of Cyclops steel, this change ensuring against warping or sticking under most trying conditions; the adoption of metric spark plugs, a change in the ignition coil affording a hotter spark at lower speeds;
redesigned camshaft; valve springs of new, heat-treated metal; larger oil pump; one piece brass forgings in main oil line eliminating many soldered connections; new starting gears; new timing gears; new weather resisting insulating cable; new and longer lived batteries in all models; a change in the rubber mounting for one of the engines.

Similarly, as to the chassis, there is ample evidence of the same thorough redesign
operation. Wheelbases have been slightly increased with a comparative reduction in the turning circle. Tyre sections are considerable enlarged. The wheels are reduced an inch in diameter, and gear ratios adapted to this change.

The shorter car now has a wheelbase of 115 3/4 inches, instead of 114 3/16 inches; the intermediate size, a wheel base of 120 3/4 inches instead of 120. The big chassis, on the other hand, has a wheelbase of 128 3/4 inches instead of 128 inches. Tyre size for all three chasses, in the order named, are respectively 30 x 5.50 and 32 x 6.50, instead of 31 x 5.25 for the small job and 33 x 6 for the other two. Twenty inch rims are used throughout, instead of 21 in.







Posted 09/2006

No 65 -- The 1937 Buick 40 Special 8
Reprinted from NRMA’s “The Open Road” June 3, 1937

For 1937 there are four Buick models, with two engine sizes. The smallest car, the Special 40, has a wheelbase of 122in., and rates 30 h.p. A slight increase in rated horsepower is indicated in comparison with last year’s production. This car has now been tested exhaustively by “The Open Road” and found to measure up to modern standards in all respects. The mileage indicated was 1610, but some traces of stiffness were at times dectectable.
Intended for utility and reasonable economy, the 40 is eminently suitable for fast touring work, and handles well in congested traffic. Built by one of the best known American manufacturers, and fitted with an elegant and sturdy Australian all-steel body, Buick offers all that is demanded in respect of appearance, and performance figures ranlk with the best in our series of road tests. Overhead valves are, of course, continued.

New body Styling
Buick styling is entirely new this year, with a new treatment of exterior streamlining that conveys the unmistakable impression of speed. The unisteel turret top is now an established feature, and the drip mouldings afford full protection against entry of water from the roof. the die-cast radiator grill in chromium, imparted a smart racy effect. This front end treatment is continued tastefully along the bonnet sides and to the rear end of the body. Fairly wide and deep seating is provided, with a low floor, and the upholstering reflects fine craftsmanship in design and execution. Interior fittings are in moulded Tenite of pleasing design. Below the upholstery and such coverings there is much of interest in the layout and construction of the steel body., The doors are worthy of special mention, and it is difficult to imagine any sag taking place, apart from normal wear in the hinges. Cross braces of massive proportions, and die-pressed channels are freely employed.

Resists Strains
Taking the body structure as a whole, it is seen that it is inherently rigid and resistant to strains and vibration. Welding is used in its construction to the exclusion of bolts, screws and rivets. Doors fit closely and neatly, and soft rubber packs exclude draughts and water. Armorplate safety glass is fitted to all side windows and the wide vee screen for added safety. Sound-proofing material is applied to interior of panels and the steel top.
The “40” is a pleasurable car to drive. The motor is alive with power and neat in appearance, straightforward and accessable. quiet and smooth throughout the usefull range of performance, it proves to be well able to handle this 32 cwt sedan without any apparent effort. When once under way, very littlethrottle is called for to maintain 40 or 50 m.p.h. on goog roads. A slight vibration is noted only when picking up in top gear from lowest speed. No fuss or distress is envinced at the highest speed.
Moderate compression, ratio 5.7 to 1, is used, and excellent pickup was recorded. Assisted by the rapid smooth changes that are possible with the syncromesh gerabox, the rest to 60 miles per hour and standing quarter mile runs were accomplished through the gears in commendable respective times of 15 4/5 seconds and 21 2/5 seconds. Using top gear it is possible to reach 40 miles per hour in 10 seconds, or 30 in 6 3/5 seconds on a level road, so it is evident that Buick will leave a lot of cars when the green light shows.
This maker favours a fairly low second or intermediate speed ratio, namely 1.6 to 1 in the gearbox, or 7.3 (engine to rear wheels). The final drive pair is geared 4.4 to 1. The result is that abundant power is available in second gear on account of the fact that the engine speed is nearly twice that of top gear. Maximum second gear speed is 61 m.p.h. on the speedometer.
A fine showing was made on the winding test hill at Kurrajong which was handled in top and second gears with power in hand. Speedometer accuracy can be claimed up to 55/60 miles per hour, and the usual excess becomes apparent as speed is increased.
Gearbox and exhaust silence are points in this car’s favour. All gears are helical-toothed, and a highly developed syncronising mechanism applied to top and second speeds makes perfect gear changing possible. The lever needs no amount of force to overcome the resistance of the selector plungers. Add to this a smooth acting, single plate, spring cushioned centre clutch, and you have a highly satisfactory transmission system. The clutch pedal requires rather firm pressure for full disengagement; otherwise it is faultless.
Rearwards, conventional Buick practice is unchanged, a large diameter tubular drive shaft and one forward universal joint being enclosed in a stout torque tube. Thus oil leakage from, or entry of mud and water to universal joint or rear axle is impossible, and rear springs may be shackled fore and aft since the torque tube transmits the drive from the road wheels to chassis.

Braking Test
Control as demonstrated by braking figures was highly satisfactory on this trial, and for ordinary driving or sudden deceleration hard pedal application was not necessary. Hydraulic pressure generated in a master cylinder, foot-operated, expands two opposed shoes into contact with 12in. centrifuse drums on all four wheels.
From thirty miles per hour the car was stopped on an even keel without noticable deviation from straight ahead in 34 feet, while 15 feet was measured for the 20 m.p.h. stop. An inverted hand lever located below the cowl convenient to the right hand serves to operate the rear internal shoes through an equalised cable and conduit hook-up.
Coming now to the description of roadability, it may be stated that the Buick 40 is a good riding car over the roughest of surfaces, no undue shocks being transmitted to the body structure. The frame is an exceptionally massive x-braced structure of deep section, with redesigned one-beam-sectioned central cross member of increased strength. Riveting and welding are utilised in building these frames.

Suspension
Independent front suspension follows the coiled spring and pantagraph arm practice that has been used by this maker since 1934. The vital parts are sturdy drop forgings, accurately shaped, and threaded pins and bushes are used at points of oscillation. Rear springs are 2in. wide, 54 1/2 in. in length, underslung. Torsional stabilisers front and rear control side tilt very effectively, and rubber bushes prevent rattles at attachment points. On turning corners or running on a high crowned road their ability to arrest side sway is quite marked. Hydraulic shock absorbers at front and rear serve to prevent pronounced up and down movement. Steering is of worm and roller frictionless type. A new box is now used with full provision for adjustment. Low gearing is employed, 19 to 1 being the ratio, providing outstanding ease of steering. A comfortable driving position, inspiring confidence, is given. The front seat is adjustable fore and aft and the wheel is not placed over-high.

Popular Features
Taken all round, the new Buick is a car that most people will like, being responsive to the controls, powerful, and efficiently planned. Accessability of the motor and accessories is of a high order, and automatic features are incorporated to relieve the operation of responsibility. Economy of fuel is evident from our final result of nearly 18 miles per gallon, this is including all test work, and without any coasting whatever throughout the run.
Starting is instantaneous hot or cold, largely due to the highly developed heated manifolding and automatic choke control.
An interesting addition this year is the new Stromberg AA1 carburettor, styled the Aerobat due to certain aero carburettor features. This is a plain tube, twin downdraught type, but the fuel chamber entirely surrounds the body, ensuring accurate fuel level under varing operating conditions and car tilt angles, and preventing surge and overflow on sharp turns. No petrol fumes were noticed at any time. The new car is an improved edition of the 1936 series in numerous respects, and undoubtedly upholds a well earned reputatoion.


Posted 09/2006

The 1938 Buick Special 40 Is Put Through Its Paces
Reprinted from NRMA’s “The Open Road” January 27, 1938

Studying the general specification of the new Buick 40, it will be evident to those compentent to judge that designers have gone very carefully over a model that has proved highly successful during several years of development. Naturally the current 40 is an improved car with even better performance and more striking appearance. A drastic modification of rear suspension design is noted, vertical coiled springs supplanting the long semi-elliptics that have been used for a number of years.
As an engineering job Buick always commands respect, and on the recent “Open Road” trial, a fine performance demonstration was given. Evidence of conventional Buick practice is found on all points. The engine, gearbox and axle contours are essentially the latest version of well established Buick types, both in style and proportioning.

Mechanical Specifications
Briefly running over the specifications, an eight cylinder over-head valve motor is built in unit with the clutch and gearbox, totally enclosed for best protection and rigidity, and fully rubber-mounted. Rearwards, torque tube drive is employed, and again totally enclosed. A sturdy hypoid type semi-floating rear axle provides the main drive. Independent pantagraph front suspension and coil rear springs produce shockless and comfortable riding. The frame is redesigned with deep central and main members, and box sectioning ensures strength at most stressful points. Hydraulic four wheel braking combines with low geared centre point worm and double roller steering to provide certain and effortless control.
A very usefull power-to-weight ratio is indicated. The rating of the motor is 30 h.p., and the sedan as tested weighs 32.5cwts. Due to motor improvement, the maximum horsepower is now stated to be 107 at 3400 r.p.m., and although this represents well over 6o m.p.h., it is clear that the engine will not lack power in the normal speed range.

Fine Performer
The Buick 40 is not a deceptive car. Its long sleek lines and strong appearance give the impressioionm of super performance, and our test observations prove that it is a splendid hill-climber, and quick off the mark in acceleration tests.
An interesting minimum speed demonstration was given. the pegged eighth of a mile (220 yards) was covered in 1 minute 55 seconds, which works out at 3.8 miles per hour. Remarkable steadiness and entire absence of missing or transmission clatter was observed; the ticking of the elecric clock could be distinctly heard. While there is seldom any real use for low top gear running of this nature, it certainally denotes perfect compression balance, uniform carburetion, correct ignition timing and so on.
As a guide to the car’s acceleration ability we quote its top gear runs from 10 to 30 m.p.h. in 6 3/5ths secs., and to 50 m.p.h. in 12 4/5ths. secs. From rest to 50 m.p.h. occupied only 13 secs. Then the test hill was tried. In top gear 2 mins. 40 secs. was taken to negotiate the 1 in 10 rising grade, which includes a number of sharp bends. The second gear climb was made in 2 mins. 16 secs.

Riding Qualities
During the whole trial run, and the hill climbs, without rear passengers, ample opportunity to assess the riding and cornering ability of the car with its entirely new rear suspension was afforded. We found that cornering stability was highly satisfactory and rough roads could be negotiated with commendable absence or transferred shock or vibration.
Adoption of coil springs fore and aft is claimed to produce bettersyncronisation of the susspension system. This is the first application of coiled type rear springing to a stock American car. The retension of torque tube drive makes their use possible, since the springs have but one duty, which is to support the weight of the chassis and body. The torque tube transmits forward motion, and a transverse rubber bushed tie rod restrains the frame against side sway relative to the rear axle. An interesting and valuable point is that four shackles and eight grease points are disapensed with.

Higher Claims
The manufacturer claims that the new suspension promotes better tracking of the rear wheels, and a greater margin of safety in the event of a blow-out occurring. Powerful telescopic shock absorbers of hydraulic type control the up and down movement very capably. Our general impression is that the independent front coils and the rear assembly are well planned and should add to the popularity of the car. Fast cornering did not produce abnormal roll, and no skidding was noticeable.
As stated earlier, the 1938 mpotor develops slightly more power. The main alteration to the motor appears to be adoption of a new piston with a deflector formed above the crown. This effect is to create greater turblence and to concentrate the main body of the charge closer to the spark plug. In this way more of the heat of combustion is converted into useable power. More direct gas flow past streamlined intake valves and passages assists the process still further.
The motor is nicely finished and one of the most accessable of the moderns. Automatic ignition control per govenor and vacuum sets the timing correctly under all conditions. Utter silence and absence of vibration may be claimed fearlessly. The crankshaft is a massive drop-forging with five main bearings, and 2 in. crankpins, fully counter-weighted, and fitted with an harmonic balancer. A large capacity fuel pump with booster is
cam-shaft driven. automatic choke and idle speed control, an over-sized air cleaner and silencer, air cooled generator, and six bladed fan are numbered among the likeable points.
Clutch and gearbox control is light and positive; gearshifting is made easy by a very definite type of syncro-mesh, which at no time failed to function with smoothness and accuracy.
The new Buick 40, taken all round, is a practical full-sized car that will appeal to purchasers requiring something a little above average. At £525 (plus tax) this luxuriously appointed touring sedan is offered completely equipped and with such prominent features as all steel body and roof construction, all safety glass, and a large rear luggage compartment. Comfortable long distance travel is assured by provision of wider seating and deep,well padded upholstery.
The wide screen and windows afford good vision, although smaller proportioned people will prefer a higher seat. This is to some extent catered for, however, by arranging the front seat to rise slightly as it is adjusted forward.
In view of the rather drastic nature of “The Open Road” test run, the fuel consumption of 17.5 miiles per gallon is considered quite good. No coasting in neutral gear was indulged in at any time and all test work and normal running is included in the calculation. The Buick is a delightful car to handle, and with its improvements undoubtedly does credit to a famous name.












Posted 09/2006

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

Researched and contributed by Michael Monaghan from the original “Australian Monthly Motor Manual - January, 1950"


The 1955 Buick series 40 Special has just been announced in america and under more normal and happier circumstances this would be a matter of great interest to the Australian motoring public. unfortunately, however, the number of new Buicks to come to this country will be so limited as to be negligible. However, even with dollars the way they are, everyone is interested to know what Buick is doing, and even if you cannot have one you can at least read about it.

It is just ten years since Buick introduced the Special, a car primarily designed to collect its share of the medium priced market. In the 1950 Special series, Buick has the same idea in mind and the new car has been designed to sell at a lower price and regain Buick’s position as the third most popular car in America. The Special is the smallest car in the range and the new model introduces bodies of new and advanced type, roomier, lower and wider than any previous Buick body. A notable feature is an increase of 11 in. in the width of the rear seat, and although the wheelbase has been increased 1/2” to 121 1/2”, overall length at 204 in. is 3 1/2” less than before. The design of the body is most attractive, with swept back wings running full length of the car and merging into the rear fenders. Roof pillars are much narrower, and the curved glass windscreen wider with the consequent great improvement in visibility. The front grill treatment marks a complete break with convention in that the radiator grill itself serves as front bumper. This simply consists of a large wrap-round bumper in which are mounted two parking lights with the vertical grill teeth mounted between them.

Buick 40 Special Features New Body
The rear of the body sweeps straight down and contains a huge rear vision window and includes a very large trunk without breaking the attractive line of the body. Lights on the rear fenders include tail and stop lights and have provision for direction indicators. Lamps mounted in the large wrap-round bumpers are optional backing lights.

The interior of the car is well but not elaborately appointed. Instruments are neatly laid out in front of the driver and the three-spoke steering wheel has been stripped of its its luxury fittings. A glare-proof mirror is fitted and the area swept by the windscreen wiper blades is increased from 379 to 573 sq. in.

The Special is a full six passenger car with comfortable seating for three persons both front and rear. The door handles on the new car are of the push-button type and the handle turns in toward the panelling with no open end to catch on clothing. In the interest of economy the pull type bonnet opening has been abandoned and the bonnet is now opened by a key fitted in the front port-hole.

ENGINE DETAILS
From the standpoint of mechanical design there are many important detail changes although the major units remain practically the same as before. The straight-eight overhead valve engine is rated at 110 b.h.p. and compression ratio is 6.3:1 used with the conventional gearbox. However a Dynaflow drive is offered as optional equipment, and with this fitted the compression ratio is stepped up to 7:1. With this set-up the engine develops 120 b.h.p. at 3,600 r.p.m. Due to the lower bonnet, changes have been made to the carburettor, and the air cleaner is of the horizontal type. Little change has been made to the chassis and the four-coil spring suspension is continued. The steering has been improved and now has more positive action. Braking remains the same, and generally speaking the chassis layout is unchanged. An improved lay-out has been adopted for the heater and fresh air equipment, and one of these now runs on either side of the motor, with the radiator core for the heater mounted on the bulkhead. Altogether the new Buick Special is a decided improvement on the previous model. It offers the same accommodation and the same power, but is lighter in weight, smoother in line, and offers more room and visibility.

It will sell at a lower price, too, which is really the most important point in these days of continually rising prices.





Posted 02/2007

Researched and contributed by Eric North from the original “Motor Life", July 19th 1924

One of the best-known American cars on this market is the Buick. As is well known, this car is made in two models—the six-cylinder and the four-cylinder. We have already taken the Six over our standard course, and, in response to several requests, we recently tried out the four-cylinder car. In many respects, this is very similar to the Six, although, of course, the car is smaller and is naturally lower priced.

The four-cylinder engine is fitted with overhead valves, which have been a feature of Buick cars for many years. In fact, Buick had a great deal to do with the present popularity of this type of engine. The cylinders have a bore of 3 3/8 inches and a stroke of 43/4 inches. These cylinders are made from a semi-steel material. The crankshaft is a sturdy unit, and runs in three very large bearings. The pistons, connecting-rods, and fly-wheel are balanced to ensure smooth operation at all speeds. The valves are large, and are operated by automatically lubricated, adjustable push-rods. These are commendably silent in operation. All cylinders and valves are surrounded by water-jackets, and circulation is maintained by a centrifugal pump, driven by spiral gears. The engine dimensions mentioned above give a nominal horse-power of approximately 18, but actually the engine develops 35. This engine is suspended at three points in the main frame. Lubrication is by the constant-level circulating splash system. Oil is circulated by a gear-pump, driven by spiral gears from the camshaft, and completely enclosed in the lower part of the crankcase. A rather interesting feature is the provision of an automatic clutch on the pump-shaft, which puts it out of action should breakage or freezing occur. There is an oil-measure gauge and draining plug located on the crank-case, and an oil-pressure gauge on the instrument-board. The carburettor is of the improved automatic float-feed type. The vacuum system connects it with the petrol tank at the rear of the chassis frame. In order to ensure proper vapourisation, an automatic heat control is provided. There is also an air-regulator on the instrument-board.

Ignition is by the Delco system. Spark advance is automatic; but, in addition, a manual-control lever is situated on the top of the steering wheel. The Delco system is also used for the electric starting and lighting. This is properly designed for the engine, so minimising the possibility of trouble. The engine is connected to the gearbox by a dry-plate clutch. This is extremely easy to operate, only the lightest pressure being required to throw it out of engagement. The adjustment is also simple and accessible.

In common with the majority of modern cars, the transmission is of the selective sliding-gear type, with three speeds forward and one reverse. The change-speed lever is centrally disposed. The gear change is one of the features of the Buick car, being extremely easy to operate. Indeed, the veriest novice can change gears without clashing them. The transmission is mounted in unit with the engine. From the transmission, the drive is taken through a large automatically lubricated universal joint. The propeller-shaft is enclosed in a torque tube, and it operates spiral bevel gears in the differential. A large ball joint, enclosing the universal joint, connects the propeller-shaft housing to the rear end of the transmission. This ball joint and propeller-shaft housing take both torque and drive. The rear axle is of the three-quarter floating type. All the weight of the car is taken on the axle housing, only driving torque and steadying of the wheels being taken up by the axle-shafts. The differential and road wheels are mounted on heavy bearings, and the pinion shaft is mounted on an extra large ball bearing. The spiral gears and the axles are fully adjustable.

The front axle is of the reverse Elliott type. This has been adopted because it has been found that it is the most suitable type when four-wheel brakes are employed. We shall refer to these later.

The steering knuckles and tie-rod yokes are double heat treated and drop forged, the front wheels being securely mounted on ball bearings. These wheels are of the artillery type, and have demountable rims. If desired, wire wheels can be obtained at a slight extra cost.

Brake drums are bolted securely to all wheels, and are 12 inches in diameter. Cord tyres are standard equipment on all Buick Four models. They are 31 x 4, the front ones having ribbed treads, the rear ones being of the anti-skid type. Steering is by the semi-irreversible split bronze nut and worm type. There is a large adjustable ball-thrust bearing for taking up wear. The steering-wheel is 17 inches in diameter, and is surmounted by the horn button and spark and throttle levers. The chassis frame is of reinforced pressed steel, the side-members of which are of ample depth. Five heavy cross-members increase its strength. The front spring shackle has a stop to prevent shifting of the axle. This stop is integral with the bracket which carries the front brake rocker. Semi-elliptical springs are fitted fore and aft. The wheel-base is 109 inches, while the track is the standard 56 inches. The four-wheel brakes, which are operated by the foot-pedal, are of the external contracting type. In order that steering way may be maintained at all times, when turning a corner, the outside front brake is automatically released. The hand brake is of the internal expanding type, and operates on the rear-wheel brake drums only. Both sets of brakes, of course, are fully adjustable for wear.

The car which we tested was fitted with the standard Australian body work. This, although not ornate, is very well made, and has pleasing lines. The upholstery is of solid leather. It is comfortable, and there is plenty of room for five passengers.

Included in the standard equipment of the car are combination dim and full head lights with anti-glare lenses, parking lights on the scuttles, tail-lamp, and instrument-board lamp. The electric horn is of the motor-driven type. The transmission lock and scuttle ventilator are other features of the car. Mounted on the instrument-board are speedometer, ammeter, oil-gauge, and lighting switch. There is also the carburetor control mentioned before. The steering-wheel is made of a black hard-rubber material, and is very pleasant to the hand. All controls are within easy reach.

The car which we tried was running light—i.e., there were only two persons in it. In addition, the tyres were pumped very hard, so that the car had a tendency to pitch on rough roads. With a full complement of passengers, however, we have no doubt that the car would have held to the road in a much better manner. The four-wheel brakes proved to be very efficient, pulling the car up without any tendency to skid. As it happened, rain was falling on the day of our test, so that we had a good opportunity of proving the efficiency of these brakes. The engine has a most healthy sound, and, as can be seen by the results of our test, listed below, is well up to its work. The results are as follows:—

Convent Hill: Passed the shops at 15, quickly picked up to 25, rounding the first bend at 27, slowing down to 25 at the second bend, then to 22, rounding the third bend at 20. The car picked up to 22, and rounded the last bend at 26, finishing the climb at 30 m.p.h.

Cranbrook Hill : Started at 15, picked up to 20, dropped to 15, when a change into second gear was made. It then quickly picked up to 20, then 22, when a change was made into top gear, and it dropped to 20, which speed it maintained for some time. When it had dropped to 15, however, second gear was engaged again, which quickly brought the speed up to 20 when top gear was engaged, the climb being finished at 25 m.p.h.

Edgecliffe Hill: Started at 15, picked up to 20, dropped to 18, when second gear was engaged, quickly picked up to 20 again, at which speed it finished the climb.

Woollcot Street: 15, 20, 26, 30, 27, 25, 22, 20, 18, 17, 20.

Accleration: 10 to 30 m.p.h. in top gear, 10 seconds; 10 to 30 m.p.h. in second gear, 9 seconds. Maximum speed in second gear, 35 m.p.h.

It will be noticed from the above that on two of the hills second gear was used. This was in order to obtain fast climbs; but, from the behaviour of the car, we think that it could have surmounted all the hills in top gear.









Posted 03/2007

Researched and contributed by Eric North from the original “Modern Motor - February, 1958

This article deals primarily with the 1934-36 Buick Series 40, but much of the data applies also to later models.
The 8-cylinder engine has a 3 3-32 in: bore and 3 7-8in. stroke, giving a piston displacement of 233 cub.in and' a horsepower rating of 30.63.
To remove the engine on models up to 1938, take off the bonnet, radiator, and all necessary sheet metal, including bonnet side panels, engine side pans, etc.. Disconnect the distributor, headlamps, horns, generator and ignition coil, heat indicator and battery cables; unscrew the fuel lines from the pump and carburettor, and disconnect the exhaust pipe from the manifold, then remove the rocker shaft arms, support bolts and oil fittings.
Unfasten the engine mountings and disconnect the torque tube and universal joint from the gearbox. When disconnecting the rear mountings keep the shims separate and "tag" them to ensure that they will be returned to their original positions.
Before lifting out the engine assembly, have a good look round the units to see that there is nothing which would foul or prevent the engine from being swung out of its position in the frame.
The same procedure can be followed for the 1939-40 models, except that the radiator and front guards are removed as a unit, and that you MUST NOT loosen the mountings from the frame as full realignment with the rear axle will then be re-quired. When removing the gearbox support and steadying rod keep separate the shims, at each end of the support so that the original installation is maintained.
When replacing the engine, centre it in the frame at the flywheel housing, and install the original quantity of shims. These are inserted between engine mountings and flywheel housing, on 1940 models only. On 1936 models the engine should be centred in the chassis, using the centre hole in the front cross-member as the datum point, and held in this position until the rear engine mounting bolts are tightened.
On earlier cars, and also on 1937 models, before bolting the torque tube to the universal-joint flange, loosen the rear spring U-clips to prevent any undue strain on the torque tube when the gearbox support is fastened to the frame cross-member. On all models, bolt gearbox support to frame cross-member, adding shims as required to obtain the central position.
On 1938 cars assemble the gearbox steadying rod, but do not fasten it to the cross-member until after the rod is secured to the lower plate at the centre of the frame cross-member. To avoid any strain on the member, one of the nuts which fasten the member to the brace rod has a shake-proof washer and should be tightened first. On 1940 models, when connecting the engine to the rear mountings,
Install the bolts and place .a jack under the gearbox to raise the engine until both supports are-clear of the mountings. Then lower the engine slowly until one support just rests on its mounting, measure the clearance at the opposite support, and insert the required amount of shims.
Assemble the gearbox steadying red, leaving the nuts which attach the rod to the cross-member loose while fastening the rod to the lower plate at the centre of the frame cross-member.
Valves
Valves should be adjusted to give a .015in. operating clearance on 1936-1942 engines. Before setting them, loosen the radiator cap to prevent overheating and run the engine at a fast rate (at least 700 r.p.m.) for half an hour to stabilise the engine temperature throughout. On models prior to 1936 the clearances are .008in. (hot), both inlet and exhaust.
To remove the valves and springs on all models, take off the rocker cover and cylinder head, then compress the springs and take out the locking keys. Before removing any valve-guides, measure down from the head face to the top of the guides, and make sure that the replacement guides are fitted to the same positions.
Valve timing calls for slightly different procedures on various models. On 1934-35 cars, with the valves closed, set No. 2 exhaust valve to .008in. clearance, then set a dial indicator on the spring cap so that it registers 0 and crank the engine until the No. 1 and. No. 8 T.D.C. mark on the flywheel, is visible through the inspection hole. At this point the valve should be open .163in.
On 1936-42 models the same procedure applies, except that the clearance should be set at .015in. and-the indicator readings should be: 1936, .150in.; 1937-42, .145in.
Engine Timing
To remove the timing cover for checking the marks on chain and sprockets, disconnect the headlight wires and any sheet metal which might prevent the radiator being removed. Take off the vibration damper and then the timing cover can be unfastened.
Caution: when replacing the cover on 1934-35 engines, see that it lies flat against the crankcase within .010in.—otherwise misalignment of the generator and water-pump shafts, as well as the timing gears, may occur.
On the 1938 models the cover contains an oil seal which fits around the hub of the vibration damper. To prevent oil leaks on earlier Series 40 cars, this later-type cover and seal assembly may be used.
On 1942 models a spring loaded synthetic rubber seal is assembled into the crankshaft opening to prevent as oil leak around the vibration damper hub. To install the seal, press it into its recess with the lip of the seal to wards the rear of the cover. It essential to centre the seal properly before tightening up the cover plate
Normal slack of the timing chain is ?in. to ?in. finger movement of chain when pulled away from the centre-line of the sprockets. If the slack increases to 1in., the chain must be replaced. Remove camshaft sprocket and chain, and place new chain over both sprockets in such a manner that there are 10 links (11 teeth) between the marks of the sprockets when the camshaft sprocket is bolted in position.
Camshaft Removal
To remove the camshaft, the radiator must he taken off, followed the distributor, oil filter, rocker arm, spark plugs, and pushrod covers, Disconnect rocker shaft arms, support bolts and oil fittings, then lift off the rocker arm assembly and take out the pushrods and valve-lifters. Remove the vibration damper, timing cover, chain camshaft sprocket, and thrust plate, then pull the camshaft clear of the engine.
A puller will be needed to replace the shaft bearings if take these out; but don't touch them unless it's really necessary, as new bearings must be line-reamed or bored, and it is necssary to see that the oil holes register in bearings and block.
Pistons, Rings, Conrods
Piston assemblies must be lifted out from above. Regular production rods are as a rule .marked with their respective cylinder numbers, but replacement rods are left unmarked and it is necessary to stamp or punch the required number on theme as you pull them out, or when installing new ones
To reassemble a piston and rod on all models up to 1940, fit the slot in the piston on the opposite side of the oil-spray hole in conrod and see that the spray hole is on the camshaft side of the engine when coupling up to the crankshaft... On 1941-42models the spray hole should be towards the hollowed side of the piston head, which in turn should face the spark-plug hole.
'When checking or replacing a piston, the work should he carried out at room temperature (about 70 deg F.), as a variation of 10 deg, can alter piston diameter .by about half. a thou. Always remove any ridge at the, top of the bore before replacing piston rings, failure to do this may result in a broken ring and scored cylinder or damaged ring lands on the piston
Recommended maximum "out-of round” or taper is .0005in. Pistons are available in .005, .010, and .020in. oversizes and should be checked for fit with a feeler strip ?in wide, inserted at the side opposite the slot and at right angles to the piston pin.
The pistons should pass down the bore on a feeler gauge of .0015in thickness and lock on a .00225in. gauge (ie, 1? thou "go" and 2? thou "no go.") , unless pushed by hand When checked with the "go” gauge the piston should move of its own weight. Always .check the piston and rod on the alignment jig before fitting to the engine.
When using piston 5 to 10 thou, oversize, fir 10 thou oversize rings, for oversizes above this 20 thou oversize rings must be used. End gap of the ring should be at least .010 when tried in the lower section of the cylinder bore. If the cylinders are not being rebored, any ridge .t the top should be removed before taking out the pistons, otherwise there is a distinct possibility of breaking the second ring land.
If the tool used for removing the ridge has no provision for controlling the depth of cut, the piston can be brought up so that the tool can rest on top in such a way that the reamer will not cut into the ring travel area. One way to be sure is to leave a small trace of ridge and finally remove this with a hone.
Gudgeon pins are fitted with clearance of .0003 to .0004in. at about 70 deg. F. This is equivalent to an easy finger-push, To prevent the gudgeon pin becoming distorted and binding in the piston pin bosses, do not tighten the clamp bolt with undue force, if you have a torque wrench, set it to a tension of 25 – 30ft./lb. Bushings are used on 1934-35 models and any 1942 models with cast-iron pistons.
Con rod beatings are of the integrally spun type; shims are provided to take up wear between the white metal and the shaft, and it's important to take an equal number of shims from each side. If the rods are too tight, the metal can be scraped to give correct clearance.
Before fitting the rod to the crankshaft, be sure that the sides of the rod and cap line up, to prevent scoring the thrust faces of the crankshaft cheeks. See also that the oil-spray hole face camshaft side of engine.
Note that the 1942 models use a new-type rod with cast-iron. pistons. These can be fitted singly or in sets, but must not be used with rods designed for aluminium pistons.
Oil System
On models which use a stabiliser bar, notably 1936-38, this must be disconnected before the sump can be lowered. On 1941-42 models, the engine side -pans can be removed and. the pitman arm disconnected from the tie-rod. The engine should be turned over to bring numbers 1 and 2 pistons as near to the centre of their cylinders as possible, so that crankshaft throws will not interfere with the sump as it is lowered.
When reinstalling the sump, obtain a couple of suitable screws and remove the heads, then cut slots in them so that they can be used as guide-pins and subsequently unscrewed and replaced with the normal sump-holding screws. The guides will keep the gasket in place, and bring the sump into proper alignment with the crankcase screw-holes.
Before replacing the sump, thoroughly clean the oil float, screen and tube. If the screen has been crushed, it is advisable to replace rather than repair it.
Should the oil pressure drop, make sure it isn't merely due to a faulty gauge before you start dismantling. Normal oil pressure is 451b. p.s.i. and clearance between pump shaft and bearing and idler gear bearing should be 1 to 2? thou. and air filters, the crankcase outlet is provided with this Driving-gear backlash should be 3 to 5 thou, and an allowance of 3 to 6 thou is quoted for drive and idler gear backlash; and pressure relief valve clearance. End clearance of the drive and idler gear should be thou to a maximum of 4 thou. Clearance between the gears and cover may be checked by placing a straight-edge across the pump housing and using feelers. It is possible to grind the housing down with a surface plate and emery cloth, if care is taken.
The oil-pressure regulator is non-adjustable and located in the base of the pump. The engine ventilating system uses the crankshaft as a blower to eject fuel and water vapors from the crankcase through the ventilator outlet pipe. On the left side of the block, an oil-wetted copper gauze acts as a dust trap.
On some models the oil filler cap also contains copper gauze, while on models equipped with heavy-duty oil and air filters the crankcase outlet is provided with this copper element. To clean the elements, they should be removed and thoroughly washed in petrol, then dried out and dipped in fresh engine oil.
Other Engine Points
When fitting a new head gasket on 1941-42 engines, note that the imported-type gaskets are already lacquered and shouldn't be treated with any other substance.
Caution: before replacing the cylinder head, be sure that all carbon or other foreign matter is removed from the blind tapped cylinder-head bolt-holes, otherwise "the bolts won't tighten properly.
The radiator core on models up to 1936 comes off together with the shell and grille, while on later models it can be withdrawn as a separate unit, after removing the water pump.
To adjust the fan belt, set it so that is can be deflected about ?in. at the centre with a- light pressure of finger and thumb. Overtightening will accelerate bearing wear, while a loose belt won't drive the generator.
If you want to test the thermostat, place it in hot water with a thermometer; it should start to leave its seat at 148/155 deg. and be fully open at 175 deg.
To remove the flywheel, take off the sump and the rear main bearing cap to gain access to the flywheel retaining bolts. Of course, the gearbox and clutch must be taken off.
To re-ring the flywheel, drill a 5-16in. hole in the ring gear, then split the gear with a cold chisel—never attempt to knock it off. To refit a new gear, heat it to approximately 600 deg., but no more. An ordinary oven thermometer can be used to check the temperature; this isn't available, polish the gear in several spots with sandpaper; when these spots begin to turn blue, the gear is hot enough.
Working on Clutch
Before adjusting clutch pedal lash, see that the pedal clears the underside of the floorboard by 3-8 to 5-8in. A stop-screw at the lower end of the pedal controls this clearance. Free play of the clutch is adjusted by turning the screw or clevis which controls the length of the rod. On 1938-42 models, do not mistake the tension of the return spring as an indication of lack of free play.
To remove the clutch, remove the rear end, shaft and gearbox and drop the flywheel underpan, then disconnect the clutch linkage at the outer end of the release yoke. Remove the spring washer in the flywheel housing which retains the clutch release bearing support, and take the latter out. The release bearing and yoke is removed from the fulcrum by pulling on the yoke.
Before removing the pressure-plate assembly, centre-pop the cover plate and flywheel, or mark them with paint, so that they can be reinstalled. in their original positions. Always unscrew the bolts evenly a little at a time to avoid distortion.
After unscrewing the holding screws, the clutch can be taken out from below. When reinstalling, centre the clutch plate properly, seeing that the pilot bearing is not over-lubricated, as slip might occur if any grease drops on to the facings.
Brake Adjustments
The 1934-35 models used the Bendix mechanical brakes, but in 1936 Buick changed to a hydraulic system. Brake adjustments on the mechanical type are more critical and require constant attention to maintain an even balance. To adjust the mechanical type, jack up all four wheels, release the brakes, arid make sure the cross-shaft is free from binding and is tight against its stop. Lubricate and check all moving parts, linkages, etc., and see that the rods and cables will allow the levers to return to their proper position when the brakes are released.
Check all road spring clips or U bolts for tightness, and inspect the wheel bearings, making any adjustments that may prove necessary. When a control lever and a camshaft lever are used on the front brakes, the control lever should be set so that the centre of the ball on it is to 5/16in. back of the centre-line of the kingpin with the brake pedal and lever in the "fully off" position. This position Is obtained by turning the adjusting nut on the brake rod or cable. There should not be more than 1/64in. clearance between the two levers.
Never attempt to adjust for lining wear (shoe clearance) on the cables. Each shoe must be adjusted separately to give a .010in. clearance between lining and drum. The clearance should not vary by more than .003in. at any point on the shoe; if wear, is so uneven that the variation exceeds this amount, reline the shoe. • • •














Posted 03/2007

Researched and contributed by Eric North from the original “Australian Motor Manual - July 16, 1956

Both the Buick and the Packard are tops with America's upper crust. It is most regrettable, therefore, that it is virtually impossible to obtain either of these cars in Australia.-The dollar shortage has ruled out such purchases for all but the fortunate few who have dollar credit reserves.
Whilst we cannot buy these cars, it is interesting to read about them and compare their performances with those we can obtain. To make this possible, we publish this road test.
BUICK
The 1956 Special is now using the 236 b.h.p. engine previously restricted to the Roadmaster, Super and Century. Other major mechanical changes have resulted in improved power brakes, power steering, increased power and Dynaflow transmission.
Appearance has been changed, too. On the front end there is a wide screen grille, new headlights, and new bumper. At the rear of the car there is a double bumper bar and a full rear-wheel cutout.
On the Roadmaster, Super and Century, horsepower has been increased from 236 to 255. Compression ratio increased from 9 to 1 to 9.5 to 1; there is a four-barrel carburetter, double Y exhaust manifolds and the valve-timing has bees changed. The Special's horsepower of 220 with compression ratio of 8.9 to 1. Dual exhaust systems are standard in Roadmasters.
Power steering has been improved to give increased power aid and has reduced the steering ratio to 17.5 to 1; and thus the wheel can be turned from one lock extreme to the other with a reduced number of turns
Power brakes, as improved, give effective braking area of 207.5 sq. in. against the old 184.6. Brakes have also been pepped up by the use of new linings with a central groove running all along, the shoes. This relieves the high pressure zone over the shoe web and distributes the load more evenly over the full brake width.
Dynaflow transmission with its variable pitch has a second stator providing increased torque multiplication thus improving low speed performance. There is also a slight improvement in m.p.g. in speeds up to 60 m.p.h.
There is a new heating and defrosting system with all elements now under the instrument panel. A new air-conditioning unit is available which is located under the bonnet
DRIVING THE BUICK
This is an easy car to get into. There is an easily adjusted driving seat and you immediately feel comfortable at the wheel. You can seat three in front and although this limits elbow room for a driver, the excellent size of the steering wheel allows safe and easy handling.
The instruments are all visible but the wheel crossbars tend to hide the gauges on the panel.
The red line type of speedometer runs like a moving finger across a foot of speedo.
The instrument layout is somewhat different on the Roadmaster to the Special and not subject to the same reflections from chrome work around the dials.
The windscreen wiper although good is capable of even more improvement for it still leaves some side and centre areas unwiped. Rear vision mirrors are very good but could be tighter to prevent movement on corrugated roads
Despite the size of this big car it is' easy to handle. The power steering requires a little pull initially, but when. past that only point of resistance the steering becomes power boosted.

PACKARDS
Torsion-level ride is the outstanding feature of the new Pack-ands. A new principle of torsion bar is the interconnecting of parallel sets of wheels. Therefore if the front left wheel is deflected by a bump the rear left wheel anticipates the bump due to the wind-up of the torsion bar. There is automatic compensation for rear seat or luggage boot load by a levelling, device consisting of an electric motor which works through a gear system. This winds or unwinds the torsion bars according to the load weight. Heavy weights in the rear seat and ordinary road humps are distinguished between by, a delayed action switch.
The system also automatically controlls and forestalls too early compensation on the application of brakes.
The new V8 engine is rated at 245 horsepower.
The ultramatic has been redesigned. It can give lightening pace acceleration. The low range in the combination of 2.9 to 1 of the converter assures the highest torque multiplication of any converter known in the car industry. The converter is normally locked for economy reasons by the direct drive clutch. Although mandatory on most Packards, this transmission is optional on the Clipper and also a Clipper optional is the Borg-Warner overdrive, with three-speed synchromesh standard.
There are remarkable differences between the Clipper and other Packard stylings although they have seemingly kept to the essential elements of the old shell.
The windshield is a true wrap around. The front end of the Clipper has been completely restyled on ultra-modern American lines. Much attention has been paid to the two-tone colour integration.
Some models have exterior courtesy lights which operate when doors are opened. Some also have wrap-around front parking lights.
Interiors are luxurious with most accessories operated on a pushbutton system.
The V8 engines with overhead valves are in two different sizes according to the model you choose, giving differing compression ratios of 8 to 1 and 8.5 to 1. There is automatic transmission which prevents the engine labouring no matter how slowly you travel. The gear selector, by which you can control the mechanism, has six positions: Four usual being neutral, a "parking lock" setting, reverse, and a "low” setting to use when going down long, steep hills; but supplementing the usual "drive" position is a "dart" setting to give maximum acceleration.
None are for sale but the price :Quid be about £4000





Posted 03/2007

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

Researched and contributed by David McCredie from the original “The Australian Monthly Motor Manual - December, 1946"

In Australia the name Buick has become synonomous with some thing more than just a motor car. Over the years service rendered by Buick has made us look forward each year to new models with
eager expectancy. The appearance of the new Buick at the Melbourne Royal Show, proved that this year was no exception.

First to be announced in the post war Buick range is the Model Forty, which is striking in appearance, and a Straight Eight overhead valve car, capable of a very high performance.
Before fully describing it in detail an impression of the car on the road will be of unusual interest. In common with past Buick performances, this Buick has docility, an ease of handling, and yet a reserve of power that is available if required.

The charm of this car lies in the fact that it responds silently and swiftly to the lightest touch, it obeys the slightest wish of the driver, and obeys exactly.

It is when accelerating that this is most evident, it is like a living thing. From a crawling pace, to a flashing ninety m.p.h. it's acceleration seems to be limitless. The steering remains firm, and it is exceedingly comfortable and stable on the road. This Is a fast car, and although a large car (weight 3,924 Ibs.), the controls are so light and so definite that it handles with ease. Our demonstration drive proved that it rides even better than it looks. Now to describe the mechanical features that make all this possible.

As may be expected of the pride of the G.M. range, the body is of striking appearance, long and low, with the fenders sweeping back along the sides: It incorporates good visability and graceful streamlining, with solid practicability. The design is wider and lower, giving added accommodation and added safety. Interiors are luxuriously appointed with well laid out instruments, and every possible convenience is provided for the passengers.

General Motors war-time experience is reflected in many of the mechanical improvements.

The new non-scuffing cylinder bores, for example, save oil consumption and decrease wear. Pistons are lighter, stronger, and more durable, and the compression ratio has been raised to give better performance.

Mechanically it incorporates many major design changes and refinements throughout the chassis and engine. These range from an entirely new method of precision finishing the cylinder barrel walls, new carburretion and new axle gears, to a new metnod of operating windscreen wipers, which is absolutely noiseless.

Some New Features
Changes have been made in the cooling system whereby the flow of water has been altered to give maximum circulation at all points. A new type of 14 millimetre spark plug is used, giving a wider range. Carefully proportioned spring rates and shock absorber calibrations result in an unusually soft ride and add to the good handling- characteristics. In the rear axle the ring gear has a heavier back and is mounted in a stiffer differential case, and the pinion spiral angle has been increased to 50 degrees. Major changes have been made in the construction and control of the ventillating equipment providing an unrestricted flow of warm or cool air.

Altogether, a car in keeping with the Buick pledge "When better cars are built Buick will build them."

The Buick supplied for the demonstration drive was the one seen at the Royal Melbourne Show, and was a model 51. It was provided by courtesy of Preston Motors Pty. Ltd., Melbourne. Metropolitan Distributors of Buick cars.



Specifications Model 40
ENGINE - 30.63 h.p. eight cylinder, developing 110 b.h.p. at 3600 r.p.m. Overhead valves. Bore 3-3/32 in. x stroke 4-1/8 in. Alloy pistons. Domed cylinder head.
LUBRICATION - High pressure to main bearings, big ends, camshaft bearings, timing chains, valve rocker gear and cylinder walls.
TRANSMISSION - Single plate clutch. 10 in. crown spring. 3 speed synchro mesh gear box helical gears.
STEERING - Ball bearing, worm and nut type.
BRAKES - Hydraulic four wheel brakes with mechanical hand brake.
SUSPENSION - Coil spring suspension on all four wheels with double acting hydraulic shock absorbers. Front and rear.
TYRES AND WHEELS - 16 in. broad rim wheels fitted with 6.50 in. tyres.
TANK CAPACITY - 16 gallons.
DIMENSIONS - Wheelbase 121 ins. Track 58-7/8 front, 61 15/16 rear. Overall length 207 1/2 in. Width 76-1/16 in Height 65-1/32 in. Unladen weight 3924 lbs.


Posted 05/2007

Researched and contributed by David McCredie from the original “Motor life - December 14, 1929"

The Marquette, which has been marketed in Sydney during the last few months, is a car made by the famous Buick Company, and has been produced to provide a car really to replace the1929 Standard Buick, this model having, as if were, ''grown up.'

This function the Marquette fulfils admirably, and it is a very valuable edition to the Buick range.

As we also explain in our article, this report of the road behaviour of the Marquette is rather different from our usual road test article, as the more extended nature of our trip enabled us to obtain a much better idea of the car's capabilities over give-and-take roads. Business and pleasure were combined admirably, for the country visited is amongst the most attractive in the State.

On saturday, 30th November, we journeyed to the Seven Mile Beach at Gerringong, South Coast, with two objects in view—(a) to witness Mr Norman Smith's attack on the Australasian mile record, and (b) to test the capabilities of the new Marquette, which, as most motorists know, is produced by the Buick factory and virtually takes the place of last season's standard Buick, although at a somewhat lower price- A further consideration was a study of that particular route as a possible one for a somewhat lengthy one-day tour. Therefore, we set off fairly early in the Marquette, which had been lent to us by Boyd Edkins Limited, who are the Sydney distributors, not knowing how long the trip would take us, as our knowledge of the road conditions further than Bulli were somewhat hazy. As it turned out, we left Sydney at least an hour too early.

A Brief Description of the Car.
Before going further, some description of the car is called for. Put briefly , the Marquette is built on straight forward and conventional lines, having a side-valve engine of 3 1/8 inch bore and 4 5/8 inches stroke, developing 67 1/2 horse-power. The wheelbase of the car is 114 inches, and the chassis is set low and suspended on semi-elliptic springs with hydraulic shock absorbers as standard equipment. Four-wheel brakes of the internal expanding self-energising type are fitted, while the fuel is fed to the carburettor from the main tank at the rear by means of a fuel pump which has this advantage over the vacuum tank, that the engine can be kept pulling hard for long periods without fear of the carburettor starving.
In appearance the car is undeniably handsome. The vehicle used by us was the four-door sedan of the type illustrated, and it will be noticed from this that the car presents a most compact but graceful appearance on the road. Its attractive radiator, with the herringbone-shaped slats at the front, covering the core, is a striking part of the whole ensemble. This particular vehicle costs £440, but a touring model is available at £365; a "Majestic" sedan at £490, and five other models at prices varying from £430 to £505. However, to resume the account of our trip.

We set out through St. Peters and over the George's River bridge at Tom Ugly's Point and followed the upper coast road as far as Bulli Pass. On the section from Tom Ugly's Point to Bulli the car maintained a practically steady speed of between 45 and 50 m.p.h., occasionally touching 60 for short bursts, but so great is the reserve of power and so good is the roadholding ability ot the car, that this fast touring pace was maintained without the slightest difficulty, it being possible to hold the car rock steady and take it round easy bends at 50 m.p.h. by holding the wheel with the thumb and forefinger of one hand only. From the touring motorist's point of view, apart from the pleasure of driving the car itself, this portion of the journey was disappointing, as lowering clouds soon started to shed rain, and for the few miles before reaching Bulli Pass, anything in the nature of scenery was obscured by a light but misty rain. As it happened, however, when we reached the top of the Pass the visibility was fairly good, but the marvellous view which is obtainable from the Bulli Pass look-out is too well known to need further reference here. One feature about the car was impressed upon us very strongly during the last mile or two before we descended the Pass. This section of the road is very badly corrugated indeed, and a light car, or one that is badly sprung, receives a very severe buffeting from it. It is a fact, however, that, although we could hear the pounding of the Marquette's tyres on its surface, not a shock was received by the occupants—and that at 40 m.p.h.! The springing of the Marquette is really extraordinarily good. Once Bulli Pass has been descended, a good tarred road surface faces one, and continues for some miles, and high speed is the order of the day. As a matter of fact, from the end of the Pass to Kiama the road is in almost perfect condition throughout if one follows the right one, but we managed to run off this road inadvertently and went through Jamberoo and took a circuitous route which eventually brought us to Kiama, but over many pot-holes and stony surfaces.

This we had to put up with for miles, and, as the bad road surlace was accompanied by some sharp corners and steep pinches, our average speed suffered, and great was our surprise to find, when we arrived at Kiama eventually, that our journey from town for the 83 miles had occupied only 2 1/2 hours.

No better idea of the capabilities of the Marquette can be given than this. We were not after records, but at the same time were not dawdling. Fairly high speeds were maintained on good stretches of road, but the car was treated kindly on the "rough stuff"; yet, even so, without any effort at all, an average speed of over 32 m.p.h. was maintained. We had expected the trip to occupy three hours at least.

Charming Countryside.
To those motorists who have never visited Kiama we can redommend it as being one of the most charming districts on the South Coast. The greenness of the countryside has to be seen to be believed, and the hills about are given an added charm by the very extensive use of fences manufactured from piled-up stones in place of the more usual slab or wire fences. The road from Kiama to Gerringong is stony and winding, but not too bad to prevent a car such as the Marquette from maintaining a fairly high speed. Of course, our visit to the beach was fruitless, as, owing to the poor state of the surface, Mr. Smith did not make his attempt until the following day, and with some hundreds lof other cars, we eventually turned back towards Sydney without seeing the gigantic Rolls-Royce-cum-Cadillac travelling at anything more
than 80 or 90 m.p.h.

On our return journey we followed the road from Kiama along the river's bank, through Shellharbour and Kembia Grange, and on these perfect tarred road surfaces took the opportunity of obtaining some accurate figures of the car's actual performance. With the stop-watch we found that it would accelerate from 10 to 30 m.p.h. in top gear in 8 seconds, and did the same thing in second gear in 4 4/5th seconds. Excellent times, both of these. We also discovered that the car has a maximum speed in second gear of no less than 51 m.p.h., and some miles further along the road, that in top gear it can be pressed to maximum of 74 m.p.h. Of its type, therefore, it can be seen that the Marquette has a performance that is exceptionally good. Its speed capabilities, by the way, are coupled with a top-gear pulling ability that is out of the ordinary.

On our journey up Bulli Pass, second gear was brought into action only twice for short distances, and we have no doubt that if the car were tuned with very great care and a "crack" driver placed at the wheel, the car would cover this notorious gradient in top gear. That was the only occasion on which we found second gear necessary throughout the entire journey of nearly 200 miles. It might also be mentioned that a light and accurate steering gear is fitted and the brakes are smooth and powerful.

Summing up, on the completion of the trip we were satisfied that the Kiama district, with its beautiful scenery and, for the most part, good roads, makes an excellent one-day tour from Sydney. We also finished the trip with a very great respect and admiration for the Marquette. As a touring car of moderate price, with an exceptionally good performance, in our opinion it has very few equals.



Posted 05/2007