OPINIONS FROM OTHERS.
Page 59
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The Editor invites correspondence on alt subjects connected with the use of commercial motors. Letters should Se on one side of the paper only and typewritten by preference. The right of abbreviation is reserved, and no responsibility for views expressed is accepted.
The Suspension of Six-wheeled Vehicles.
The Editor, THE COMMERCIAL MOTOR.
[2602] Sirs—In the issue of The Commercial Motor for 'April 26th, Mr.' Cochrane asks when the War Office
recommended transverse springing. The following extract is from War Department Specifications Nos. 21 and 22 for light and medium six-wheeled chassis, dated September, 1925 :—
"Front Suspension: It is desirable that the suspension of the chassis on the front axle shall be such that either of the front wheels may be free to move vertically without distortion of the springs or chassis, e.g., by means of a pivoted support in the centre of the axle."
In his remarks on the War Office six-wheeler, Mr. Cochrane expresses his disapproval of the policy of its designers in tying themselves to the use of existing Units. It would appear, however, that this Policy was forced upon them by the necessity for comPromising between the desire to produce an ideal crosscountry vehicle and the need for producing it at a price competitive with that of the ordinary 3-tonner.
Since Mr. Cochran-6 has not considered himself bound by such necessity, he may be expected to have produced a vehicle with a performance excelling that of the W.0.6, and the question then presents itself as to whether he was justified by the extra results obtained for his departure from standard practice.
But the brief particulars available are by no means convincing of the superiority of the new design. if Mr. Cochrane Ts so sure of its excellence, perhaps he Would be disposed to publish some more definite in
formation concerning it, preferably in the. nature of drawings or sketches, and so give your readers opportunity to gauge its potentialities. And since criticism., is comparative, it may then he possible to reply to his somewhat loosely directed criticism of a model of more than average success.
In anticipation of further details of Mr. Cochrane's vehicle, it will be well to have in mind a few of the claims made for it. It is to possess:—
(1) An absolutely rigid chassis.
(2) Unlimited wheel movement.
(3) Freedom from rolling on curves.
(4) Ability to traverse uneven ground at speed.— Yours faithfully, RONALD W. WHITEHEAD. Preston.
Steam and Petrol-vehicle Drivers.
The Editor, THE COMMERCIAL MOTOR.
[2603] Sir,—I. can give you the reason for the very noticeable difference in the attitude and characteristics of the steam-wagon driver and the fdriver of the petrol vehicle respectively. The whole thing is summed up in one phrase—" ask the engine 1"
Having been a steam-engine driver for many years and only for a few years a petrol-vehicle operator, my experience goes to tell me that it all lies in that ,one
item the engine. One's ,actions and habits,, are governed greatly by one's associations—whether individual or mechanical. The driving of steam engines compared with petrol engines is so vastly • different that the drivers, in my opinion, are bound to be quite distinct in habits and appearance.—Yours faithfully, London, E.16. F. PINNEGAR.