The Paris Show—Second Notice.
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Exceptional difficulties confronted thc management of the ninth annual international exhibition, at Paris, in connection with the housing of the commercial section this year, but M. Rives must be congratulated on the excellent manner in which he got into shape, in a remarkably short period Of time, the spacious temporary buildings on the
Esplanade des Invalides. This site is only some soo yards from the main entrance of the Grand Palais, and the decision to charge another 50 centimes for admission, instead of allowing the payment of one franc, as heretofore, to cover admission both to the Grand Palais and the so-called annexe, has had the effect of deterring many idle spectators from crowding the commercial motor section unduly.
Many of the smaller exhibitors who took part in the displays of roo4 and 1905 are no longer in evidence, but some of the larger makers have staged a representative selection of their vans, wagons, and omnibuses. In addition, although the ordinary ranges of accessories and tires are not to be found in the heavy section, but only in the Grand Palais itself, where the roomy galleries are filled with numerous interesting examples from important Continental houses, fully so per cent. of the total ground area is devoted to machine tools and motor boats.
Regarded as a whole, the collection of " Poids Lourds " is disappointing from the point of view of French aspirations, for no evidence is forthcoming to show that her manufacturers have been able to place themselves in line with those of Great Britain and Germany. One interesting feature, however, is the entry of two new builders from towns which were visited during the recent series of commercial motor trials : one of these is the Ateliers de Constructions Mecaniques D'Arras, of which M. Turgan, who has left the company which bears his name, is a director, and the other is Messrs. E. Arnblard and Company, of Dieppe. The arrival of these neweemers in the heavy branch of French motoring tends to prove that, whilst the above-mentioned trials do not appear to have brought about much fresh business, they did, at least, arouse manufacturing interest in the localities where exhibitions were organised during the continuance of the competitions.
Turning to the vehicles themselves, Probably the most interesting are: (1)
the new six-wheeled chassis of M. Eugene Brillie; (2) the Purrey steam lorry: (3) the Darracq-Serpollet omnibus chassis; (4) and the new omnibus chassis exhibited by the Usines de Pus teaux (successor to the Prune! Company). These systems invite attention by reason of their novelty, but it must not be thought that the large number of models of old-established makers possess fewer points of interest for those who are desirous to examine sound and workman] i ke vehicles. Thus, whilst their merits are well known to
readers of '' TliE COMMERCIAL MOTOR," we might mention, here, the products of Straker and Squire, De Dion-Bouton, the German Daimler Company, Orion, Peugeot, Saurer, Delahaye, Ducommon, Fiat, Germain, Janvier, De Dietrich, and Krieger.
Amongst typical French touches, the addition of wax figures, on some of the vehicles shown, should be noticed. This
has been done in order to set off the bodies to advantage. Whether the desired result can be obtained by this method is a matter of opinion., but one company, the De Dietrich, goes so far as to equip a fire engine on its stand with a full complement of dummies I Another practice, peculiarly. French, is to provide bucket seats for the drivers, a course which is followed in numerous instances, and one which must add, greatly, to the comfort of those who have to take charge, for long periods together, of commercial motors.
In the omnibus section, single-deck bodies predominate, and a large number of these are fitted with transverse seats. In one of these bodies, fitted to an Orion chassis, the driver is ensconced, neatly, within a light wooden partition, in such a manner that passengers who make use of the front entrance, which extends across half the width of the body, run no risk of having their clothes harmed by grease or oil, or of coming in contact with any of the control levers.
Few changes in general design are to be noted, except an increasing tendency to use pressed steel for the frames, and this of a section reaching, in several instances, as much as seven inches in depth at the point where most strength is wanted. Outside and undertype springing are about equally favoured, and the saute may be said as regards side-chain drive in comparison with all-gear transmission. Lowtension magneto ignition still holds sway as the most popular type, and all engines, practically, now have the lower half of the base removable, the supporting arms for bolting down to the frame being cast with the top half of the crankcase. There appears, also, to be a general increase in the crosssection of both inlet and exhaust pipes, and, in one case at least, that of the Amblard engine, this characteristic has been carried to extremes. The wide use of the " gate " type of changespeed control, to the exclusion of the older " run through " type, is very noticeable, and almost universal.
Where a transverse differential shaft is used, in conjunction with a sidechain drive, half-a--dozen constructors -employ two substantial brake drums, one disposed on each side of the differential, and immediately outside the gearbox casing, though we fail to see that this position is as good a one as that usually available between the outside of each frame member and the adjoining small chain wheel on each end .of the differential shaft. Cast steel brackets, of vertical triangular section, are frequently used, in place of forged -rods, to maintain the radius : these may, possibly, be cheaper to manufacture, but we prefer the solid rod,
The tire display is small, and is limited, practically, to a separate exhibit by a single maker, Messrs. Bergougnan and Company, of Clermont-Ferrand. Other manufacturers have relied, apart from their efforts at the Grand Palais,
upon the prominence given to their productions upon the wheels of the numerous exhibits, and we observed the frequent employment of Peters Union, Polack, Falconnet-Perodeaud, I.e Francais" (North British Rubber Com• pany under Chary's patents), Bergougnan, and Hopkinson. A large number of vehicles are fitted with the block tire (Chary's patent), but we learnt that inc Paris General Omnibus Company had found these unsatisfactory for use on the steering wheels of their Willie omnibuses, owing to the fact that a single row of pads results in a considerable amount of vibration. It will be observed, too, from the illustration of one of these omnibuses, which is given on page 322, that a three-track tire is being tried for the driving wheels. As a matter of fact, the Bergougnan Company has received instructions to replace the whole of the front-wheel block tires as they wear out.
De Dion-Beuton.
The principal change to be noted since the last Paris Salon, is the substitution of a divided propeller shaft for the continuous shaft then exhibited; the original shaft was no less than 8 feet 6 inches between the bearings, bracket on the central cross-stay of the chassis now carries a suitable coupling piece and joints to connect the divided
shaft, each member of which is 3 feet 3
inches in length. A small change, too, is the circulation of hot water round the carburetter float-chamber.
The makers appear to have received very good reports of the working of their modified back axle, of which two illustrations are given herewith, and to have no intention of reverting to the older type, which was illustrated in mar issue of the 22nd ultimo, notwithstanding the fact that the ordinary pattern has served its purpose, admirably, in a number of single-deck omnibuses and delivery vans.
Dueommun.
One of the largest exhibits is that of
lessrs. Ducommun, of Mulhouse. The new model engine is shown separately, and this is designed to give 4oh.p. at o5o revolutions per minute. The cylinders are 12011m. in diameter, with a piston stroke of isomm., and the company will supply these with the cylinders cast in pairs, or separately : all the valves are interchangeable. In all eases, a central overhead camshaft is being fitted,and this is removable by the slacking back of six nuts, when it lifts off, entire, with its casing. This camshaft, which slides transversely, has coned rollers. Each pair of exhaust pipes has one exit from the main cast ing-, the discharge from each pair of cylinders being joined inside. A vertical shaft, driven by bevel gear from the crankshaft, is arranged to drive all the auxiliary fittings_ The camshaft, as stated, is driven by the bevel gear at the top of this vertical shaft ; the fan is driven from the centre of the vertical shaft, thus enabling the radiator to be placed at its usual height on top of the frame; whilst two rightangled shafts, driven from the base of the vertical shaft, rotate the magneto and water pump, respectively. The principal alteration in the design is the enclosing of the live back axle in a strong, webbed, cast-steel casing, with very wide and deep webs.
Darracq-Serpollet.
Many interested visitors betook themselves to the stand of the Darracq-Serpullet Omnibus Company, Limited, where the exhibits included one of the latest 3o-4oh.p. omnibus chassis_ Our two illustrations of this chassis will enable the principal features in its construction to be followed_ The engine has two double-acting high-pressure cylinders, the diameter of each being ounum, and the length of piston stroke 125mm. The exhaust steam passes, direct from the engine, into two sets of superheating pipes, each pipe being about three feet long and three inches in diameter, and these are disposed, in groups of three, parallel with the engine casing, and slightly below it. They are, unfortunately, hidden, by the frame member and the engine casing, respectively, in our illustration of the chassis. After passing round the feedwater pipes, the steam escapes into a condenser, and thence to a radiator at the front of the vehicle, this combined system reducing the " make-up " of water to about a gallon for 3 miles.
Transmission to the road wheels is by roller chains of 2i-inch pitch; each of the small sprockets has nine teeth, and each large chain wheel 30 teeth.
The second illustration of this systern is limited to the automatic fuel, water and lubricating control, all of which is obtained from a single steam pump (A), which actuates the two plunger pumps (B and C), to supply the water and paraffin, respectively. A system of slotted connections enables small adjustments to he made, one of these (D) controlling the delivery of oil from the mechanical lubricator.
In view of the fact that this chassis was described in our issue of August itith last, and that the Serpollet svstem has been fully dealt with by Mr. D. J. Smith, in his recent series of articles on " Superheated Steam," no further reference is necessary, but it is interesting to note that the prite for the chassis, fitted with rubber tires, is A.,-840. Another exhibit on this stand is vehicle " No. 3 " from the trial to Marseilles and back in which contest
it carried a useful load of two tons. The three Serpollet vehicles had an excellent record in this tour, but it remains to be proved how they will perform when entrusted to unskilled men.
Usines de Puteaux.
M. Paul List, who for many years was responsible for Ik Dion-Bouton and Company's heavy vehicle department, is now chief engineer to the Usines de Puteaux (Anciennes Usines Prunel). This company shows an omnibus chassis which embodies various points of novelty, and one which strikes the close observer as being likely to prove itself reliable in service hereafter. The four-cylinder engine, which gives 35h.p. at Soo revolutions per minute, has been designed, expressly, for publicsf,ivice work. It runs at 7oor.p.m., normally, and is fitted with a forced lubrication system. The control, from the steering wheel, is by means of two levers, to the ignition and the throttle, and these are operated by the movement of two screws, inside the pillar, which is slotted at i8o degrees to allow the necessary travel of the pins which move the external collars, as may be seen from the accompanying illustration. The cylinders are 125mrn. in diameter, anti the piston-stroke is itionim. Another feature is the enorrnous leverage provided for all the brakes, and the transverse rods, in all cases, are carried in guides, al each end.
Daimler.
On Stand No. 21, the Societe des Automobiles Commerciales, of 3g, rue La Boetie, Paris, shows one of the Daimler loin type of 28h.p. omnibus chassis (sold in this country by Milnes-Daimler, Limited). The noticenble improvements in this chassis include the pressed steel frame, which has supplaffied the old type constructed of rolled channel steel, and the steel perch bars, which are now employed in lieu of those of armoured wood. The four cylinders ef the engine are cast in pairs, the bore of each being 4 5-16 inches, and the piston stroke 5,1 inches. The valves arc mechanically
operated by separate camshafts, one on each side of the crank chamber. These shafts are interchangeable, and are 3-16 inch in diameter. The base chamber, an iron casting, is bolted through the feet to a steel bracket, which extends from the fore part of the engine to the rear end of the gearbox. The radiator, with a capacity of six gallons, is of the honeycomb type, and no induction fan is fitted. Twelve radial blades, six cas, integrally with each portion of the clutch, serve to draw a constant draught of cool air past the engine. The transmission is,in the first instance, through a leather-covered clutch to the gearbox, containing four speeds forward and a reverse. The gears are cut from a special grade of chrome-nickel steel, and a cardan shaft, 1,i inch in diameter, transmits the power from them to the differential, thence the drive is conveyed to the internally-toothed rings on the inner sides of the driving wheels, by pinions on the two halves of the differential shaft. The new chassis was fully described in " THE COMMERCIAL MOTOR" for October r8th.
The Socik6 des Automobiles Eugene Brillie, of 6o, Boulevard Pereire, Paris, which secured the order ot the Paris General OmnibusCompany, after a competitive trial, with prompt instructions to build go vehicles for the French capital, makes a very good show. This success has, naturally, brought M. Brillie, who is one IDE the most skilled engineers in the country, to a position of unequalled prominence. He shows several examples of his standard fourwheel chassis, but his new six-wheeler is an object of exceptional interest. In contradistinction to Janvier. who has a bogie type of fore-carriage, M. Brillie has dirigible wheels, on the Akermann system, attached to the fore anti hind axles. His frame has been lengthened, so as to accommodate the third axle, and compensating levers, of the locomotive type, are introduced between the rearmost and central springs, whilst the back axle is stayed, behind,
to the last cross member of the frame, at two points. No efLort has been made to overcome the admitted difficuity of the reciprocal steering action which obtains in a system of this kind, but the makers hold that any careful driver will be able, in 99 cases out or leo, to prevent his bock wheels from mounting the pavement when he desires to turn away from it.
The engine and transmission are, in every instance, of the Brillie standard type. The old 18-24h.p. motor, with cylinders of roomm. in diameter and a piston stroke of L2omm., has been abandoned in favour of a more powerful engine, rated at 32-40h.p., with cylinders 125mm. in diameter and a piston stroke of momm., and it is this engine that is fitted to all the Paris omnibuses, 50 of which have already
been delivered. Only one omnibus, which is used for teaching purposes, has the smaller engine. The HeleShaw multiple-disc clutch is used in all cases, and is found to be the only clutch that will stand the heavy work imposed. Parisian engineers appear to regard it as more economical to confine a large amount of the wear to the clutch plates, which are cheap and
easily renewable, rather than to allow the mechanism of their motorbuses to suffer wear throughout.
Reverting to the six-wheeler, the driven wheels are 3 feet 6 inches in diameter, and have 22 rubber pads, placed obliquely, in each row; the maximum length of each pad is 8 inches. M. Brittle is advancing the claims of this type of vehicle for passenger transport.
Purrey steam wagon.
A builder who has supplied no less
than steam wagons to a single Paris manufactory, the Say sugar refinery, may claim, reasonably, to have reached a commercial basis. We were interested in conversation with M. V. Purrey, of Bordeaux, who is a famous builder of tramway and railway rolling stock, to learn that he has gained his success by his willingness to afford irs tending users the opportunity of making a practical trial of his machines in their regular work, and it will be recognised that this practice is one that has given equally satisfactory results in England. Of the Say Company's machines, 18 are of the 5-ton type, which weighs slightly over 5 tons empty, whilst 16 of them are of the toton type, which weighs no less than 9 tons empty. M. Purrey has built machines, also, for a large number of manufacturers and carrying companies in different parts of France. He cmploys a water-tube boiler, and a horizontal compound engine.
The unusual point in this system is that it has only one gear ratio. Two steel pinions, of large size, project from the engine casing, one on each side, and these engage with larger steel wheels on the transverse differential shaft, which is placed immediately behind the engine casing, and separate fronr it. The final drive is by exceptionally heavy Plat chains. Great strength of construction is a characteristic of this machine; the frame is nearly one foot la depth, and resembles nothing so much as the frame of lightrailway rolling stock. As is well known, solid-disc wooden driving wheels, with steel tires, are used.
[The continuation of this report, includine details of the motorvau and tire exhibits, will be found in our next issuel