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power-weight ratio and a solid back axle. P. L. B. Wills got his Lea-Francis up by good driving.

One or two easy hills, mixed up with some Icknield Way brought us to Lewlaior, which was easily surmounted in second gear. Bertram’s Vauxhall was fast here, as were the Frazer-Nashes, but Smith’s Singer broke a universal joint and passed away, while a Morris Minor stopped momentarily for no apparent reason, and continued. Shortly after, followed Crowell Hill, for which a series of motorcycle trials in this part of the world had given us a wholesome respect. It is a long, nitted, chalky path of about 1 in 5, finishing in a wood. The large group of cars parked at the foot

showed that someone was in trouble and we toiled up on foot to find some unmentionable optimist in a 3-litre Alfa saloon, firmly embedded just below the wood, the natural result of taking this type of car in for this type of trial.

After much blasphemy and hard work, the gallant band of pushers, slightly aided by the few cylinders which functioned in the motor, contrived to convey the offending vehicle out of the -way. This not being the first of their troubles, in fact the hill seemed to stop people more effectively than Alms, they were all in favour of washing it out. Not being in charge of a large saloon we failed to see the point of this argument, and it was eventually

decided that small cars could attempt the hill. How a “small car” could be defined was not stated, but Hopkins settled things by taking Frazer-Nash up at a rousing speed, and we followed with the engilie holding a steady 4,000 r.p.m. on the 11 to 1 bottom gear.

A nasty series of ruts on the bend near the start tried to upset everyone’s equilibrium, and we wc:e truly thankful that the Nash has high-geared steering, so that incipient broadsides can be dealt with before they get difficult !

Sundry Austins, and ” Pige’s antique but still fruity A.C. went up, but failures were commoner than good climbs. Prior to this, was a “special test” in which one had to coast from a hue to the bottom of a dip,

in neutral, stop at an appointed place, restart the motor, and accelerate over the final line. The time for this evolution was recorded for use in the event of a tie, but the only marks lost here were due to failing to stop or for doing things in the wrong order. Our starter having passed out and the handle being inoperative, we were reduced to making push starts, which are incidentally very easy on this car.

This took away any chance of being clever so we merely refrained from losing marks, thereby scoring over more ambitious drivers who pressed their starter buttons before they had stopped, etc.

The final piece of beastliness was Kimble Lane, which was really not as funny as it looked to spectators. However, most cars bounded over it more or less successfully, and so to the finish and a welcome tea at the Rose and Crown, Tring. Altogether an amusing day.

Best performance of the day and best veteran : W. S. Braidwood (Frazer-Nash, Camb.) ; best undergraduate : A. Fairtlough (Austin, Camb.) ; best Oxford car : A. Sebag-Montefiore (Frazer-Nash). Finishers in order of merit : W. S. Bra idwood (Frazer-Nash), A. Fair

tlough (Austin), J. B. Carver (M.G. Midget), A. Sebag-Montefiore (Frazer Nash), W. G. E. Rushworth (Ulster Austin), C. M. Glover (Austin), R. M. Mere (M.G. Six), Hywel Murrell (Austin), M. E. King (FrazerNash), E. W. Niven (M.G.), 0. H. J. Bertram (Vauxhall), S. Dyson-Taylor (Austin), E. W. Bass (Frazer-Nash), A. F. Scroggs (Trojan). Also finished :—Tntscott (Morris

Cowley), J. E. Clowes (McEvoy Special), W. Wright (Morris Minor Arrow), J. M. Sugg (McEvoy Wolseley Hornet), K. D. Evans (AlfaRomeo), R. R. K. Home (M.G.), Viscount Curzon (M.G. Midget), A. L. Watson (M.G.), P. McEntee (Riley), Sir A. W. IVIcRobert (AstonMartin), M. T. Mills (Austin), M. F. L. Falkner (Alvis), P. B. Rogers (Bugatti), H. J. 0. Ripley (Riley), M. W. B. May (Aston-Martin), R. C. Porter (Alvis), P. B. L. Wills (LeaFrancis S) and J. G. Pige-Leschallas (A.C.).

Bentley Motors’ Future.

I4AST month. upon information received from a usually reliable source, we stated that the negotiations which had been proceeded with between D. Napier & Son, Ltd., and Bentley Motors, Ltd., had been concluded, and that the absorption of the latter concern by the former had materialised.

It has since been revealed that such is not the case. Nevertheless, it is now stated that a syndicate known as The British Central Equitable Trust has secured the Bentley assets and that they are acting on behalf of no less a firm than RollsRoyce, Ltd.

At the time of going to press nothing more is known, but further developments will be watched with interest.