OPINIONS and QUERIES
Page 32
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FILL THAT VACANT SEAT AND HELP THE WAR EFFORT WITH regret I observe that there is a decline among YV drivers in the habit of giving lifts to pedestrians. Business journeys by road take me to many parts of the country, and I have lately had ample evidence of this fact. It is one to be deplored.
There are now more men, and women in the Forces than ever before. More workers are engaged on munition production at some distance from their homes. There is a far greater all-round need for transport; and less transport is available. Public services have been cut down; further restrictions on fuel supplies have resulted in more private cars being taken off the roads. Therefore, surely, no driver should ever travel with an empty seat, if he or she can find somebody to fill it. That should be regarded as an obligation. It seems a social duty, to say nothing cif an act of Christian charity. J. W. SHILLAN, Managing Director, British Motor Boat Manfg. Co., Ltd. London, W.C.1.
POINTS TO CONSIDER IN POST-WAR DESIGN
TiE most successful vehicle manufacturers in the past few years are, I suggest, those who have forecast correctly the trend of transport legislation and Treasury requirements. Manufacturers preparing for the post-war period will, I have no doubt, give these matters their first consideration. The decision to make 2it tons unladen weight the dividing line between a motorcar and a heavy motorcar has materially affected the design of vehicles during the past eight years.
In 1931 there were 6,500 steam wagons on the road. What a valuable contribution to the national effort they would have made to-day if they had not been driven off the road by taxation. It is true, however, that this type of vehicle was not popular with the general public because of its smoky exhaust. It may be that, in postwar years, the public will be equally apprehensive of the petrol engine exuding noxious gases which pollute the air of our great cities, and that this may cause them to turn to the battery-electric vehicle.
In our new world the electric vehicle should have a very large place. There is no doubt, however, that it will be many years before the petrol-driven vehicle will be superseded, so let us look at some of the details for post-war types.
Visibility.—The world will be tired of killing after this affair is over, and I feel sure that visibility from the driver's seat will receive much more serious consideration than it has done in the past. We shall think first of preserving beautiful lives rather than beautiful lines.
Maintenance.—The bugbear of every service engineer is the lack of standardization of parts. Component parts of vehicles not made by the manufacturers themselves, but put out to contract, should be standardized for different classes of vehicle. Vehicles of any make carrying the same weight should have standard roller bearings for all road wheels, standard brake drums and facings, standard clutches and clutch linings, and standard batteries in 6-volt units.
The Society of Motor Manufacturers and Traders, in conjunction with the Institution of Automobile Engineers, have laid down standard sizes for all component parts for every type of motorcar and vehicle, but, unfortunately, these standards are ignored by designers. Hence a multiplicity of spare parts, which is wasteful for maker and user alike, and must prove very detrimental to our export trade, whilst being a dangerous handicap to this nation at war.
Wiring.—There should be a standard system of wiring. At present, nearly every make of vehicle is wired to a different plan. Lamp wires in front of the vehicle should be bitught to a junction box in the cab to meet those coming from the rear end of the chassis. A switch should be incorporated cutting out the battery when the vehicle is in the garage. Windscreen wipers and traffic indicators should have standard terminals.
Unit Assemblies.—Engines, gearboxes, back axles, etc., should be so fitted into the chassis that they can be easily removed and replaced by reconditioned units.
Oil Filters.—Really efficient oil filters should be fitted to the engine of every vehicle. The oil companies go to a great deal of trouble to provide us with clean oil. Do operators see that this clean oil gets into the sump clean?
Lubricating Points.—These should be reduced to a minimum, and those provided placed . in the most accessible positions.
Over-speed Gearbox.,-Wherever possible, this should be fitted as standard equipment in order to reduce engine speed and waste of lubricant.
Radiator Temperature.—Radiator shutters of robust design, controlled by hand, in conjunction with a thermometer on the dashboard, should be incorporated in
every post-war design. CARLTON F. ROBERTS. London, S.W.11.
PRODUCER GAS FOR ROAD TRACTION PURPOSES
AS an old producer-gas engineer, I am following with much interest the developments in road traction now taking place. I appreciat4, with considerable sympathy, the difficulties that many motor engineers and road operators are encountering. It is a very wide step for the average motor engineer to bridge the big gap from his experience with either petrol or oil engines. If I might suggest it, it will be almost as well to keep out
• of his mind the basic principles of the engines using petroleum products when studying the use and adaptation of producer gas. Unfortunately there are not many text books likely to be useful, but to those who have not made a reference to such, Dowson and Larten (Producer Gas), Bryan Donkin (A Gas and Oil Engine) and Robinson (Gas and Oil Engine) may be useful, also the Proceedings of the Institute of Fuel, of the Institution of Automobile Engineers and of the Institution of Mechanical Engineers might prove valuable.
In most of the mobile producer units, whether of the upor down-draught type, there appears to be little hope of getting rid of the impurities carried over in the gas, either in the form of fine soot or tarry volatiles. Generally, however, the sulphur content in the gas should be reduced so that any harmful effects in the engine are made negligible. It is not quite clear whether full advantage in scrubbing the gas is taken by some addition of either oxide of iron or peat or a mixture of both. Needless to say, of course, the fuel used has an important bearing on the entire performance of the plant, Briefly, a careful study must be made also at the engine end, taking into account the high velocity of the gas supply.
It must be borne in mind that it is particularly difficult to effect an ideal breech-end cylinder design, i.e., a compromise that will give perfect results, alternatively on producer gas and petrol. Very close atten