STEERING WHEEL COVERS UK. STEERING WHEEL
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Steering Wheel Covers Uk. Car Wheels And Rims
Steering Wheel Covers Uk
- A wheel that a driver rotates in order to steer a vehicle
- The wheel of a ship is the modern method of adjusting the angle of the rudder, in turn changing the direction of the boat or ship. It is also called the helm, together with the rest of the steering mechanism.
- A steering wheel (also called a driving wheel or hand wheel) is a type of steering control in vehicles and vessels (ships and boats).
- a handwheel that is used for steering
- Envelop in a layer of something, esp. dirt
- Scatter a layer of loose material over (a surface, esp. a floor), leaving it completely obscured
- Put something such as a cloth or lid on top of or in front of (something) in order to protect or conceal it
- (cover) provide with a covering or cause to be covered; "cover her face with a handkerchief"; "cover the child with a blanket"; "cover the grave with flowers"
- (cover) screen: a covering that serves to conceal or shelter something; "a screen of trees afforded privacy"; "under cover of darkness"; "the brush provided a covert for game"; "the simplest concealment is to match perfectly the color of the background"
- (cover) blanket: bedding that keeps a person warm in bed; "he pulled the covers over his head and went to sleep"
- United Kingdom: a monarchy in northwestern Europe occupying most of the British Isles; divided into England and Scotland and Wales and Northern Ireland; `Great Britain' is often used loosely to refer to the United Kingdom
- UK is the eponymous debut album by the progressive rock supergroup UK. It features John Wetton (formerly of Family, King Crimson, Uriah Heep and Roxy Music), Eddie Jobson (fomerly of Curved Air, Roxy Music and Frank Zappa), Bill Bruford (formerly of Yes and King Crimson) and Allan Holdsworth (
- United Kingdom
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ROAD TESTING THE VANDEN PLAS PRINCESS 3 LITRE 1961
BY JOHN B. BALL – ILLUSTRATED BRISTOL NEWS.
UNTIL the Motor Show in 1959, the word Princess’, as applied to the motor industry, had always been prefixed by the word ‘Austin’. However, at this juncture and with the announcement of their new vehicle, the 3-litre, the name Austin no longer applied, for the car was almost completely produced as a separate entity by the old-established London coach-building firm of Vanden Plas.
It took almost seven months from the date of announcement of this new car to get it into production, and during this period orders had been piling in so fast it became quite obvious that the original production of approximately 40 cars per week to be built at the Kingsbury factory was going to be insufficient, so an arrangement was made with B.M.C. for the Vanden Plas Company to take over a section of the Cowley factory, and in actual fact many of the Princesses are completely produced from this plant.
The body shell of the 3-litre is of course the familiar B.M.C. Farina Austin A99 and Wolseley 6/99 type. At this stage, however, the similarity ceases, for whilst in shell form it is completely taken over by V.P.’s and the whole of the coach building, which incidentally is still a hand operation in this firm, is done by them. After admiring the dignified exterior line of the 3-litre Princess, one is not at all surprised to see the extraordinarily high finish of the interior trim. The whole of the walnut facia and door filets are in burr walnut, whilst the seats are beautifully upholstered in English hide.
Everything possible is padded with both comfort and safety in mind, and the lining and covering of both ceiling and floor are completely beyond criticism. It is even at this early stage that one comes to ask the question of how much it all adds up to, and it is then and only then that one gets the first initial shock. For instead of being somewhere in the region of ?2,000, which most of the cars of this size and finish are, it is a mere ?1,467—and that also includes automatic transmission! Upon climbing into the driving seat and before moving off, one weighs up the instruments, controls, and other driving attributes.
The dashboard facia is extremely well planned, but not without fault for it is completely dominated by the radio which is absolutely in the centre. Although this is not really a criticism, I do feel that such important controls as heater, wipers, choke, panel light, etc., should have had first choice of this position. In fact, one of the main criticisms with the dashboard facia is the fact that the ignition switch and the six controls grouped in the same panel, are completely in the dark for night driving. This, surely, must be a bad mistake for such a high quality car. On the other side, however, the speedometer, fuel, oil ammeter and temperature controls are beautifully placed, as indeed are the lights. The handbrake also is tucked neatly down immediately by the driver’s right hand—an extremely good position for either the automatic or overdrive versions of this car.
The driving position is comfortable for the long-legged driver, but the rather large wheel and the high placing of this would make it not nearly so easy for the shorter man, and in fact for the much shorter man, a certain amount of the road must certainly be obscured by the driving wheel. The car is started by an extra turn of the ignition switch, and when placing the automatic control lever into ‘drive’, the car is ready to move off. At this stage I should like to praise the automatic transmission, for in most other cars of this type which I have road tested, the tendency is for the car to move forward before the accelerator is depressed.
This however, was not so on the Princess. A gentle pressure on the accelerator, and the car begins to move forward. The changes are effected very smoothly and without any fuss or sound. However if one wants to obtain anything like an acceleration performance figure in the Princess, the light pedal pressure is of no use, but if one wishes to put one’s toe down and keep it down, a standing start to 50 m.p.h. can be obtained in as little as 11 seconds, whilst the 0—60 m.p.h. takes 5 seconds longer.
These figures are, of course, quite good for the size and weight of the car, but I cannot help feeling that the transmission was not designed for this type of motoring. The Princess is at its happiest on the open road, and cruises well at anything between 60 and 90 m.p.h. It Sits extraordinarily firmly on the road, and ignores all wind and road deficiency problems, whilst the top speed achieved on the test was 96 m.p.h. On corners it must be said that the Princess is heavy. The steering on the model tested did need a fair amount of physical effort, but I must say that once the wheels were in motion the car did respond particularly well, even on tight corners and at quite high speeds.
The brakes are perfect; at the front, the Lockheed Disc Brakes combine delightfully w
ROAD TESTING THE WOLSELEY 1500 1962
BY JOHN B. BALL – ILLUSTRATED BRISTOL NEWS.
THE WOLSELEY 1500 was first announced in May, 1957. Since then the car has had the benefit of ,three facelifts, the last of which made the car the Mark III, and came out just prior to the Motor Show of last year.
These amendments have slightly increased the brake horse power of the power unit, lowered the overall height of the car by amendment to the suspension, and the seating, particularly on the 'family’ model, has been further improved to make it even more comfortable.
To my mind, the Wolseley 1500 is a car largely designed around an engine, and I do feel that in this respect it suffers a little from under-styling from a grace of line point of view. It is without doubt a most functional car, well finished and of the right dimensions for both general business and family use. It has had a certain amount of success in competition work over the past few years, but normally only after amendments to the suspension.
On getting into the car, one cannot fail to be impressed by the finish of the walnut dashboard facia, door fillets and general trim and upholstery. They then make one realise why one is spending ?800 for such a comparatively small-sized car.
The layout of the dashboard is tidy, if not a little widespread. Glove panels are placed at either end of the walnut facia, whilst the two main instrument controls are placed one at either end of a central panel. To the right, the speedometer, and to the left a general dial containing ancillary instruments. Beneath each of these dials, three of each of the hand-operated switches are grouped on either side.
Upon moving off in the car, one is immediately aware of the surprising amount of power in the 1,489 c.c. engine. Provided that one can prevent wheel spin by attempting to get away too quickly, a standing start to 50 m.p.h., can be reached in approximately 12 seconds, and keeping one’s foot flat to the boards a top speed of 84 m.p.h. can be reached. Petrol consumption on this car can vary considerably according to the way in which it is driven. However, 30-35 m.p.g. should fully cover any range of driver.
Having discovered that the car is extremely lively on the road, we then come to the matter of getting it around corners. In this respect I found that the Mark III 1500 was just a little suspect, although certainly a great improvement on the two preceding models, as a certain amount of roll can be experienced if cornering quickly. The reason for this is undoubtedly the fact that the rear end is a little too light, and the car nose heavy. If, however, two passengers are seated in the rear compartment, similar types of corners can be taken without any evidence of this rather unpleasant roll.
A further comment to this rather light car has already been mentioned in the form of wheel spin. If one has a mind to get away very quickly at traffic lights, or similar types of halt, it is distinctly possible, in fact almost likely, that the wheels will spin if too much throttle is given before the clutch is fully let out. For this reason, and that of the under-steer qualities in the steering on corners, it is extremely advisable to become familiar with the 1500 before driving it to performance capacity. However, when one is fully used to the vehicle it can indeed be a delight to handle, for a powerful engine with a comparatively light body always lends itself to some rather exhilarating motoring. Brakes on the 1500 are of the Lockheed Hydraulic type. On the road they can be said to be faultless. They pull the car up squarely and evenly without any bother, and give every indication they would do so over along period.
At the rear end of the car, a lift-up lid reveals a fair-sized boot. A flat loading platform, with no spare wheel restrictions, makes it possible to carry certainly enough luggage for a small family’s requirements, and when applied to commercial use, the same can be said for general representative’s equipment.
To sum up the Wolseley 1500, it is a very well made, functional, solid family car, which, of course, can also be adapted for business purposes. It is reliable, reasonably economic to run, and should last for many years. The 1500 is most certainly not cheap (being in the ?800 bracket) but then when one buys walnut facia and fittings and leather upholstery, one does not expect a cheap motor car.
Engine: 4 cylinders
Capacity: 1,489 c.c.
Body: Overall length 12’ 8” Overall width 5’ 1”
Weight: (unladen) 19 cwts.
Price: Fleet Model ?774.3.1.
Family Model (with leather upholstery and certain trim refinements) ?803.
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