Pre-selector gearboxes

For a long time I've been fascinated by unconventional car transmissions.  These days there are CVTs and DSGs, and goodness knows what other TLAs.  But there are no pre-selectors, gearboxes where you select the gear you want - before you need it - and bring it into engagement with a pedal.  The theory is easy enough to grasp but, until today, I hadn't had a chance to see one demonstrated.

Daimler was, for decades, associated with the combination of fluid-flywheel and Wilson pre-selector gearbox.  So it was appropriate that my lesson should take place in the comfortable passenger seat of a 1955 Daimler Sportsman.

The first thing I learned was that you absolutely must leave the car in neutral; unlike modern cars there are no safety lock-outs, it will start in gear and creep forward.  You can tell whether the car is in gear or not from the position of the gear-change pedal.  In neutral the pedal comes further from the floor.  Another thing to remember about the Wilson gearbox is that you can select any gear at any time, there's no need to go sequentially through each ratio.  If you try and do anything inappropriate such as selecting reverse whilst going forward there are mechanical lock-outs to protect the car from damage.  In addition the gear change pedal comes further out from the floor and it takes a hefty shove to push it back.

Other things to note about the Sportsman; first gear is very low, designed to get a heavy car going on a steep incline with a full load aboard and trailer hitched up.  When reversing you can set the engine speed using the hand-throttle on the dashboard and control the car using the brake pedal as you would in a conventional automatic.  The hand throttle can also serve as a simple cruise control on long journeys.

Thinking about the pre-selector gearbox, and the Wilson transmission in particular, it was fitted to a variety of cars; from stately Daimlers and Armstrong Siddleys to sporting Rileys and ERA Grand Prix cars, or the contrasting extremes of glamour as found between busses and the coachbuilt Talbot-Lago.

I suppose it was inevitable that the automatic gearbox effectively supplanted the pre-selector, but sometimes it is nice to revisit the old ways of doing things.

Petrolhead visits Rome

When I visit somewhere overseas, not that it happens very often, I like to see what the locals drive.  It serves as a reminder that you’re somewhere different.  When I first visited France in the late 1980s my abiding memory was of the sheer number of Citroen Dyanes driven by the population of Britany.  Return visits proved disappointing as the French seem to have largely given up on driving interesting cars; just as the French industry has given up on building interesting machinery.

The Italians, it seems, do things differently; as demonstrated by my recent holiday to Rome.  While the majority of Romans drive the same small hatchbacks that are popular across Europe there are plenty of vehicles that you don’t see every day in England.

The FIAT 500 that made its debut in the 1950s is still a common sight in Italy’s capital.  Its small size seems ideally suited to the tight streets and tighter parking spaces in the city.

Even the 500’s successor was represented, albeit by a single example.

The original FIAT Panda was also well represented, sometimes looking a little tatty but clearly still appreciated by their owners.

Keeping with the FIAT theme it seems even the Caribinieri hangs on to its old motors.  There were a few 1^st generation Fiat Puntos but the example was probably the tidiest.

Random thoughts from inside my head.

Starting the new year by reading in bed is thoroughly agreeable. Inspired by Terry Pratchett, whose stuff I'm reading, to scribble some stuff down before I forget. One of his essays (possibly more than one) talks about writers as people who have read so much that it starts to overflow; this is - if you like - the overflow from too much reading this morning.

Edward Turner of Triumph, reading about him in Classic and Sportscar, sounds a lot more interesting than I previously released. Used to record bed time stories for his children to listen to when he was away on business. Wrote a paper on the Japanese motorcycle industry after a trip to Japan in the 1960s.

Also:
Lead to thinking about British motor industry. Reminded of a comment about the car manufacturers all moving into unused Shadow Factories after the war, should they have invested in purpose built facilities instead? Now I have a mental image of Jaguar, Rootes, etc as giant industrial hermit crabs.

Nice work if you can get it

Received wisdom is that the best way to make a small fortune is to start with a large one.  Although usually cited as an example of people frittering away their wealth but it also conceals the truth that it takes money to make money.

Consider the cars people buy; ten years ago a ford Focus ST or Mondeo Turbodiesel for about £19,000.  Prices for the Focus today are in the region of £4-5,000, the Mondeo could be had for £1,000 or less.  That, as you’ve probably worked out, is £14-18,000 lost in depreciation if you bought new and kept the car all that time.  Although depreciation is non-linear it works out as costing at least £1,400 on top of the other running costs.

Contrast that with the 2005 Ferrari 575 Superamerica that sold at auction last week for $517,000, which works out at about £345,000.  The list price for the same car when it was new was £191,000 (or £198,800 with the F1 gearbox).  Rather than losing money that is an increase of £14,700 a year on average.  It might not be a large fortune but it is better than nothing.

Of course, to make that money you need to be in the position to buy the Ferrari in the first place.  You also need to choose your car wisely, if you’d gone for an ordinary Ferrari 575 you’d have saved about £40,000 initially but that car would only be worth £90,000 today (only!).  It also makes me wonder if anyone leased a 575 Superamerica and what the monthly payments are like on a car that is going up in value.

Happy day!

My car passed its MOT today.  No need for any remedial work - which you can't take for granted with any 18-year old car, especially an old Jaguar.  As you can imagine I'm feeling pretty chuffed.

A new development on the latest MOT certificate is a mileage history, showing the last four recorded odometer readings.  It is interesting to see how the mileage has increased over the years (I did 6,000 miles last year and 4,000 the year before).  Weather it will do anything to combat clocking is a different matter.  My instinct says that the greatest benefit in adjusting a car's mileage is in the first three years, before it ever sees an MOT bay.

I do like the Jaguar, it is a lovely old thing.  Hopefully it will keep going for a good few years as I can't think of anything within my modest means that I would rather own.

Car of the Day - VW XL1

Every so often a car comes along that just seems "right".  The Volkswagen XL1 is one of those cars; mainly because it is low, sleek and compact - a perfect antidote to most of today's bloated machines.  What's not to like about a low, light, wind cheating, mid-engine coupé?  I don't necessarily go along with the use of complex machinery to chase fuel saving and cut trivial emissions but I hope driver enjoyment hasn't been forgotten in the pursuit of 314mpg.  It would be a terrible waste to build a low, light, mid-engine car that wasn't fun to drive.

When I first saw it the XL1 seemed familiar, the shape reminded me of the Pininfarina Ethos II concept car.  Perhaps it is not surprising, the dimensions are similar and both had low-drag, mid-engine bodywork.  Under the smooth skin both had two-cylinder engines although the Ethos II was two-stroke, the XL1 is a diesel hybrid.

The diesel engine in the XL1 worries me.  How responsive can a two-cylinder turbodiesel be?  VW's forced-induction diesel engines can punch hard once they get going.  Frustratingly they also suffer from a noticeable time delay between calling for power and the engine delivering the goods.  Maybe the car's low weight and the presence of an electric motor will mask the effect.

The other thing that worries me is the choice of tall, slender tyres.  Yes, a 145/55-16 tyre will cause very little aerodynamic drag and minimal rolling resistance in a straight line, but in the real world I think drivers would be better served by something wider, lower profile and on smaller diameter wheels.  Will the XL1 end up with an over-nannying electronic stability system to compensate for the poor choice of footwear?

I know, I know, I want the XL1 to be something that it was never intended to be.  But why can't we have cars that are frugal, fleet footed and fun?

Range Rover prototype spotted

When I was a lad you couldn't open a car magazine without seeing tons of grainy, fuzzy photographs of cars covered in bin bags and black tape.  Living almost next door to Jaguar, Land Rover and Aston Martin it is not unusual to see disguised prototypes coming and going but I'm usually driving, which makes it difficult to take photos.  This time I was on foot and had a camera to hand to capture a prototype Range Rover.

 

 

 

I'm guessing it is the next Range Rover Sport, since the Evoque and proper Range Rover seem too new to be replaced. 

Brushing up on the classics

I dislike the term “Classic Car” because it is vague and ill-defined.  I also suspect that it represents misuse of the English language.  Despite that I always seem to enjoy the big classic car show held every November at the National Exhibition Centre.

The most interesting thing (from a personal point of view) about the show is noticing what captures my attention.  Fancy stuff from the famous names seldom does it and my favourite cars get barely a cursory glance; it is the odd stuff, the things you don’t see every day (or in every other magazine). 

Passing time transforms the mundane into the interesting.  How else to account for my pleasure at seeing a well-preserved, low mileage Fiat 132?  It might not be the most inspiring car in the world but you could say the same of the Morris Marina, a car with a strong – if occasionally inexplicable – following.

From a certain point of view the appeal of Citroen’s 2CV is equally difficult to fathom.  It isn’t fast or pretty or luxurious.  Some cars have interiors that are like the inside of a gentlemen’s club; the 2CV is more like an old potting shed.  For all that, it was a very comfortable place to sit.  The simple, hammock seats somehow manage to provide all the comfort and support you need as you contemplate the seemingly random collection of instruments and switches on the dashboard.  Where else would you find a choke control labelled with an “S”?  In French “strangulateur” means choke – but don’t quote me on the spelling.

Realisation

Swinging my leg over a powerful motorcycle did not result in my immediate demise, you will be pleased to hear.  It was not for want of trying on the part of Jupiter Pluvius, various truck drivers and car drivers.  At times visibility was minimal and it must rank as one of the least pleasant journeys I have ever made.  Thinking back, however, the bike behaved superbly; not only running faultlessly but also refusing to be swayed by wind or rain.

Closer to home, on roads more interesting, familiar and considerably dryer than the motorway, I put the CBR through some bends.  The bike inspired such confidence that I found myself taking corners at higher speed than I would on my old 125.  Between the bends it was possible to start exploring the overtaking potential of a 600cc bike with 90-or so horsepower.  At the moment, it is fair to say, there is far more acceleration available than I have confidence to exploit.

It begs the question, what must a 1,000cc bike be like?

Anticipation

There is a certain amount of fear in the air, in addition to considerable quantities of moisture.  A typical September morning in the suburbs of Manchester and perfect conditions to embark on a two-hour ride on an unfamiliar and very powerful motorcycle.

O.K. Maybe not that powerful compared to some modern bikes but a 1997 Honda CBR600 can still put over 90bhp through its back tyre.  I think I did the sums once and calculated that the CBR had the same power to weight ratio as an Audi R8 V10.  I have driven an R8 V10, it was lovely but did at times feel too powerful and now (at a fraction of the cost of an R8) I can enjoy the same sort of performance with half the number of tyres, a quarter of the number of driven wheels and none of the crash protection.

It doesn't help that I have to ride home so that I can swap bike for car to travel down to Exeter and go on holiday.  I don't want to miss the holiday and in between I need to take the bike for a (pre-booked) MOT.  Just have to make sure I leave in plenty of time and take it easy on the ride down.  As long as I'm sensible it will be fine.  After all, as long as I'm sensible with the throttle the CBR need be no more fearsome than the Suzuki GS500E on which I passed my test; or even the CBR125 that I ride almost every day.  And I'm glad I have ridden a 'junior' CBR, it means that the bigger bike does at least feel instantly familiar.  The riding position is similar, the controls are where I expect them to be and everything will be fine.

On the off-chance that it isn't and these are my last words I'd just like to say, "Thank you, it has been fun and I love you all".

Take a break

Everyone needs a holiday from time to time, even Fourwheelsteer is starting to think that a few days away would prove beneficial.  Of course in my mind a break in routine should also mean a new car to drive or a different bike to ride.  So I have been looking at classic car and bike hire as well as rectifying a glaring omission in my life - that I have never visited Cornwall. 

The perfect break would include a self-catering cottage somewhere in Devon or Cornwall along with a few days hire of a Jaguar E-type from a local company.  It remains to be seen whether such a venture is compatible with the budget I can raise...

Four wheels good, two wheels better

Three times last week I ran into heavy traffic, the sort of thing that makes your heart sink when you’re in a car. Luckily I was on my motorcycle; it is great when you can find a third lane to slice through traffic that’s going nowhere. Even though I’m still travelling more slowly than I would on a clear road it is much better to be moving on a bike than not moving in a car.

Biking update: Big Bike Lesson

It has been too long since my last motorbike lesson, a couple of months or so. But I am determined to get my bike licence this year so I need to get a move on.

It was to be my first lesson on a big bike, a 500cc Suzuki twin. Compared with my little Honda it felt huge and heavy; in particular the clutch called for a strong grip although it was beautifully progressive. Even so, it is going to take some getting used to the bike for low-speed manoeuvres.

On the road, however, the Suzuki was fine. The most noticeable thing was how effortless the performance felt compared to my little 125. My little CBR likes to be kept above 7,000rpm but the Suzuki was content to run at half that. The clutch could be ignored almost completely – except for stopping and starting – and the gearbox was so sweet; just a little twitch of the toe to go up or down.

The good news from the lesson was that a couple of thousand miles on the road don’t seem to have led to too many bad habits. In fact my observation and positioning on the road seem to be pretty good. The next step is to get some practice for the Module 1 part of the test. My next lesson is already arranged.

And, as an aside, I was a little concerned about how I’d feel climbing back on to my bike after riding something more potent. It did feel as though I was riding a child’s bike but other than size and lack of power it still feels as beautiful to ride as ever. Of all the vehicles I’ve owned to date my Honda CBR 125R is one of the very best.

Web sites we like: The Getaway Driver

Searching the internet for classic car hire companies (as you do) I came across the site for The Getaway Driver, a company that does classic car hire and overnight breaks.

To me it looks like a well-designed site, the front page is classy and it is easy to navigate. Combined with sections named Getaway Cars, Escape Routes and Hideouts (for vehicles, rout plans and accommodation) it looks slick and stylish.

I like the concept of being able to spend anything from a day upwards on a driving holiday especially if you can organise the car and hotel in one go. A few years ago I did my own, budget version with a hired MGB and based from home – it was great fun and it is an experience I’d love to repeat but with a more upmarket car and maybe an overnight break somewhere.

You can also do a day with an ex-police driver or join one of the driving tours.

Of course I have to make it clear that I’ve not used this company and I have no connection with them, I just like the web site. Check it out here.

Picture of the day: A pair of E-types

From Fourwheelsteer: Motoring Writer

The Jaguar E-type is not short of photogenic details, the tail lamps on the Series 1 were particularly lovely. I also love the way the rain drops have gathered on the curves of this car, which belongs to the Jaguar Heritage Trust. If I were trying again I'd attempt to get the tail lamp more horizontal in the frame.

Busy Times

Quite a lot has been happening over the last couple of weeks.

Last weekend I was looking at cars with a view to buying one. Runner up in the process was a magnificent 1996 Lexus LS400. Painted very dark green with the slightly tacky option of gold badges the LS was in many ways superb. Smooth, quiet, comfortable you can see how Lexus came from nowhere to become a genuine contender alongside Audi, BMW, Jaguar and Mercedes. For me, however, there was a sense that something with more driver involvement would be better. That said, I may go after another LS400 next time I buy a car. As for what I’ve chosen this time, you’ll have to wait and see.

This week I was able to catch up on my quota of new cars for the year. It also allowed me to drive not one but three cars I’ve admired since my childhood. Simply remembering what was what could take a while so bear with me.

Yesterday I finally got round to changing the oil in my bike. Having done oil changes on cars there didn’t seem to be anything to fear by doing the same on the bike. Clearance to remove the drain bolt with my drip tray in place was lacking until I removed the lower side body panel. There is nothing quite like taking your bike apart to appreciate how well it was put together. In particular I was impressed by the design of the captive nuts that should never work loose. Even more impressively, everything went back together as easily as it had come apart and there is now fresh oil inside the engine, good for another couple of thousand miles of riding.

Finally, today I’m off to see some drag racing at Santa Pod. It has been a while since my last taste of quarter mile action and I’m looking forward to it. Pictures will follow, no doubt.

Spotted: Modified Alfa Romeo 145

From Fourwheelsteer: Motoring Writer

What do you do if you’ve got an Alfa 145, some alloy wheels, a tin of gold paint and some Abarth badges? Apparently you apply the alloys, paint and badges to the car and the result can be seen above.

Strangely it doesn’t look as shocking in the photo as it did in the metal. You don’t see many Alfa 145s and the shape has worn petty well. In fact it probably fits into the modern landscape of tall hatchbacks better than it did when the model was introduced.

What puzzled me was replacing the Alfa Romeo badges with Abarth badges. I’ve never understood putting badges on a car to pretend it is something it isn’t.

New bike on the block

Having decided that the Honda CBR 125R was the bike for me I summoned all my courage (and cash) and did the deal. With over 1,000 miles riding behind me I am confident it was the correct decision.

Getting to know the bike has been great fun. For one thing it seems to have greater reserves of cornering power than I have skill or bravery to go looking for its limits. That’s in the dry, anyway, and I’ve so far avoided any seriously wet weather. It also depends on the tyres being correctly inflated – I had a nasty shock at the end of a long journey where the pressure dropped by about 10psi. Nothing bad happened but it was enough to seriously impair my confidence.

That incident happened on the return leg of an epic trip to Manchester. Travelling by a very scenic route the outward journey took five hours and the (slightly) more direct return trip lasted four. It wasn’t the fastest or most comfortable way to do the journey but it did have a sense of adventure. It also proved that the saddle and riding position were perfectly comfortable for hours at a time.

Just one thing stops the CBR from being perfect; the gearbox contains some rather odd ratios. First and second seem very low, with an uncomfortable jump to third. Third, fourth and fifth are about perfect but sixth is way too high. The slightest gradient or headwind will see speed slipping away, and on a small-engined bike that’s something you can ill afford.

It seems like an odd choice, a sporty 125cc bike is unlikely to be pressed into regular long-distance service. Even on my epic adventure I think I only used sixth once or twice, although as the engine has loosened up the high gear has become slightly more useful. Even so, the bike would be even better with slightly lower overall gearing with even closer ratios.

The engine thrives on revs. Having got to know it you wouldn’t describe it as peaky but there is a clear increase in power above 7,000rpm and then it pulls all the way round to the 11,000rpm redline. The delivery doesn’t even seem to tail off when you hit the red paint although my mechanical sympathy kicks in before the rev limiter. As I’ve already mentioned, the engine definitely pulls more strongly at 1,500 miles than it did at 500 and I wonder how much more power could be liberated from this motor if the law didn’t stipulate a maximum power limit for learner riders.

Of course the quest for more power is easily satisfied once I get my full licence by moving to a bigger bike. I’m looking forward to the day when I can make that move but I know I will always remember this little Honda with great affection.

Trying bikes

Recently I arranged test rides of a couple of motor bikes with a view to buying one. My main purpose was to try a Honda CBR 125R but also provided the opportunity to acquire some experience of the Yamaha YBR125.

The Yamaha felt very familiar; the upright riding position and comfortable, squashy seat are very similar to the Honda CG125. Modern injection and engine management meant no messing about with chokes and a fuss-free power delivery. The presence of a tachometer made it easy to judge how much power to use in slow riding. It wasn’t terribly exciting but would make a nice little workhorse of a bike.

The Honda CBR was more like a racehorse, with its sporty riding position and appearance. True there isn’t much performance since, like all learner legal bikes, it is limited to 15bhp but it has a feeling of delicacy and precision. All the controls have a lightness and positivity of operation, particularly the featherweight clutch and disk brakes. The handling and ride are about the best I have encountered (in my limited experience). My only complaint was that the riding position felt less comfortable than I expected; putting too much pressure on the hands.

After some deliberation I decided that the Honda was the one to go for. The YBR would be a fine commuter bike but the CBR is nicer to ride. To my mind motorbikes are as much about balance and control – which the Honda has in spades – as power and speed. Furthermore; if I’m using the bike every day then I want the best machine I can buy.

Bike update: bigger is better

Making decent progress in working towards my motorcycle licence and learning to ride. Mastering the tricks of clutch control takes some time; the muscles controlling the fingers need to master the sensitivity necessary for low-speed control. At the same time you have to remember the observations on which a motorcyclist’s life depends.

Still, if it was easy there would be no sense of achievement when you get it right.

The importance of good clutch control was stressed before I had my first taste of a big bike. Injudicious use of throttle and clutch could, I was warned, see a bigger bike off the road. That said, treated with due respect, the 500cc Suzuki felt in some respects easier to control.

Consider, for example, the question of mass. A Honda CG125 weighs about 80kg; which isn’t much and the bike could be lighter than the rider. The Suzuki GS500E which I rode was more like 180kg (apparently, I’ve not checked these figures), which puts the combined centre of gravity of rider and cycle lower. The GS might be more than twice the weight of the CG but the engine is four times the size with (roughly four times the power). The Suzuki also has two cylinders to the Honda’s one which seems to make for a smoother power delivery. Finally, there is a tachometer which makes it easier to learn whether you are using enough revs.

About the only downside was a slightly heavier clutch but the weight did nothing to impede feel of the biting point. I like to tink it didn’t take me long to get the hang of slow riding and practicing starting, stopping and steering within the confines of the tarmac pad at the biking school.

Hopefully my next lesson will include some road work on the big bike and it shouldn’t be too long before I can think about taking my test.