The Paris Show—Third Notice.
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In concluding our report of the Paris Show, we must point out that the exhibits will be on view until Sunday next, the 23rd instant, at seven o'clock. There is time, therefore, for a flying visit to be paid, and the S.E. and C.R. route is to be preferred.
Orion.
The Orion stand contains four chassis of the company's standard 22h.p. pattern, and one of these is number to " from the recent trials." This lastnamed vehicle, also, took part in the Langres manceuvres, and it is interesting to notice the condition of the tires, which are, more particularly on the driving wheels, badly cut.
Straker-Squire.
On Stand Na. 6, Sidney Straker and Squire, Limited, the celebrated London company, shows one of its well-known 24h.p. type chassis, for a detailed description of which we would refer our readers to earlier issues of "Tim. COMMERCIAL MOTOR." On an easel over a Union Jack reposes the chart showing the excellent performances of these vehicles in the service of the London Road Car Company; they were published in our issue of July 26th, 19°6
De la, Buire.
A railway bus, for the Chemins de Fer P.L.M., is shown by the Societe Anonyme des Automobiles de Ia Buire, which has already sold several vehicles now in service for this company. In the type exhibited, a t5h.p. engine, with four cylinders cast in pairs, is employed. The seating accommodation is designed for in passengers four on the longitudinal seats on each side of the interior of the body, and two on the driver's seat. In this way ample knee room is obtained, and the comfort of the passengers is assured.
Brouhot.
The SociW des Usines cl'Automobiles G. Brouhot has on exhibition a petrol lorry for the Grand Refinaria do Rio de Janeiro, Companhia Assucareira. In this wagon, the engine is placed under the driver's seat, and transmits the power through a cardan shaft to the gear box, which is integral with the differential casing, Final transmission is by a countershaft and chains to the rear wheels, The brakes operate on two drums at the sides of the differential casing, and by two internally-expanding blocks in the drums carrying the chain wheels on the driving wheels, These latter drums are secured to the wheels by means of baits passing through the centre of the steel spokes.
Renault.
One of the most interesting exhibits on the stand of Renault Freres is one of the motorcabs on order for the General Motor Cab Company, Limited, of London. A large number of these (about 200) are practically ready for delivery, and the example shown is one of these. This cab is, with one exception, precisely the same as those which are operating so successfully in Paris just now. The exception noted is that, in the London model, the fore part of the frame has been narrowed down to make the width some 30 centimetres less than that of the Parisian model. This allows of a considerable increase in the angle of lock, resulting in the capability of the London cab of turning in 7.50 metres, as compared with to metres required by the Parisian type. The cab can, therefore, practically turn in its own length. A two-cylinder engine, of 8.9h.p., with therrno-syphon cooling, is used, and the magneto, placed in front of the engine, is driven by a bevel pinion. The radiator is placed behind the bonnet in front of the dash, and is built up of small copper tubes about 3-16th inch in outside diameter. These are capable of holding 30 litres of water. The two control pedals serve to operate, respectively, the left one the clutch, and, further depressed, the brake, and the right one the accelerator. Through the leather coveredcone clutch, power is transmitted to the gear box, containing three speeds and a reverse, the forward speeds being, approximately, 12, 25, and 35 kilometres per hour. It is claimed that lo to 12 kilometres can be covered on one litre of petrol. In addition to the cab shown, were a xo-x4h.p. two-cylinder light lorry, to carry 2 tons, and a delivery van body, fitted on a similar chassis.
Amblard.
The AmbIard chassis is chiefly remarkable for the exceptional diameter of the inlet and exhaust pipes to the engine, and for the large surfaces throughout, except the bolt at the forward end of the front springs, which appears disproportionately light. The chassis, in front of the driver's seat, is reduced by no less than 2 feet, compared with the width over the rest of its length.
Aries.
The Aries Company, of Villeneuvela-Garenne, shows a new four-cylinder omnibus, of 4oh.p., but this has, obviously, been finished in a hurry, to permit of its exhibition, Morse chains are to be used, but they have not yet been fitted. The machine is one of two for the Campana de AutomoViles Lima, Limited, whilst a second machine, on the same stand, with a two-cylinder 121411.p. Aster engine, is one of an order for two for the Egyptian Motor Traction Company, of Alexandria.
Fiat.
The new Fiat omnibus, of which a full description will be given in an early issue, takes 'its place alongside two lighter types of vehicles, one with a van body, and the other with a singledeck omnibus body. This company also shows a railway motorcar, but the omnibus, fitted with the company's steel wheels, is the only one of interest to those who follow heavy vehicles.
Mors.
The 28h.p. petrol wagon run in the military trials is shown on the Mors stand. This carries four large iron barrels, each of which weighs 217 kilogrammes, and is capable of carrying 632 litres of water. The whole weight of the chassis works out at 2,200 kilogrammes. A four-cylinder engine, giv• ing 12h.0., at ',coo revolutions per minute. is employed_ Ignition is by a Mors high-tension magneto. The gilled tube radiator is supplemented by an independent water tank, which is placed at the back of the chassis; this contains about rso litres. Three speeds forward, giving I°, 20, and 30 kilometres, and a. reverse, can be obtained from the gear box. An entirely metal clutch is used, and is operated by a band brake working on the outer circumference of the flywheel. Effective brakes are fitted, and a particularly powerful sprag, shaped like the breast-bone of a fowl, and situated well forward under the driver's seat, forms a ready safeguard in cases where a steep gradient, with a heavy load, has to be negotiated. A milk van, with a double platform, the upper part of which is removable in sections,
forms another striking exhibit. The body work is suspended on the frame by twelve supplementary spiral springs. A 28h.p. lorry chassis, designed for a useful load of four tons, is also to be seen. The price of this, chain driven, is listed as L:720.
Saurer.
This well-known Swiss manufacturer, whose material and workmanship appear to be of the highest grade throughout, exhibits several chassis fitted with his special system of brake control, in which the camshaft is rotated through no degrees, by means of an internal spindle, which, on pressing a small lever, moves a sleeve at the end of the shaft. This sleeve carries a part which is cut away to leave projections which are suitably curved to provide the necessary rotary effect on the camshaft. A new feature is the Saurer self-starter, which, by means of a small air pump, driven off the main propeller shaft, and an air reservoir, enables the driver to start the motor, at will, from the seat.
De Dietrich.
On the stand of this company is a char-A-bancs for the Cairo Automobile and Omnibus Company. It has an open body, with three compartments, the forward two being for second-class passengers, and that in the rear for those travelling first class. The wooden canopy is supplemented by an awning in brown canvas, and waterproof side curtains of white indiarubber are at the disposition of passenqers during heavy weather. Twin block Le Francais tires are fitted to the back wheels, and the vehicle is propelled by a 16h.p. petrol engine.
Boyer.
On the Boyer stand is shown an omnibus chassis. In the 4-cylinder 4oh.p. engine the cylinders are cast separately. The transmission is through a leather covered, cone clutch to the gear box and differential, which are enclosed in one casing. A compensated brake, operated by a rod, acts on large drums placed on each side of the differential portion of the casing, and a brake, similarly compensated, by means of a bar placed across the chassis, expands two internal brakes inside the drums carrying the chain wheels. A noticeable feature of this chassis is the shockabsorbers which are fitted to it ; these consist of plungers working in semispherical rubber blocks on all spring hangers, except the forward ends of the front springs. These " amortisseurs " are striking in appearance, and are fitted to several chassis in the show.
Clement-Bayard.
The Cl6ment-Bayard exhibit corn •
prises several interesting models. In the delivery van shown, a 2-cylinder 12h.p. motor is employed. Transmission is through a concentric disc clutch to the gear Lox, containing four forward speeds and in reverse. At 1,200r.p.m. the forward speeds are, respectively, 12, 18, 24 and 35 kilometres per hour. High-tension Simms-Bosch magneto ignition, and a centrifugal pump, driven off the half-time shaft, are employed. A honeycomb radiator is fitted. A cooling system, if desired, can be installed on the thermo-syphon principle.
Bergougnan.
A tire exhibited, practically the only one in the heavy section, of considerable interest to commercial vehicle users, is that of Bergougnan and Company, of Clermont-Ferrand, France. On the stand of this company, both a solid tire and pneumatics of large dimensions are shown, but it i the former which, naturally, commandsattention. The construction of the tire has several novel points, and an illustration of it is given herewith. It is built up on a steel hand (A), the outer surface cf which is dove-tailed, and above, and below, this " armature," as it is called by the French firm, is a layer of vulcanite (B), the softer rubber (C) forming the actual tire and tread : the whole is, then, vulcanised together. The vulcanite under the steel band acts as a cushion between it and the permanent steel rim (D), which is secured to the wooden felloe (E) of the wheel. This is truly turned, as is also the inner surface of the completed tire, which is then pressed into its place, and secured by a steel ring (F) fixed to the rim by small set screws (G). These tires are being extensively used by the Paris General Omnibus Company, which intends, we understand, to fit them exclusively to in motorbuses. The DarracqSerpollet Omnibus Company is, also, fitting them to their vehicles. A minimum of 20,000 kilometres per tire is guaranteed by the firm.
In the construction of the vehicles shown by M. F. Guillierme, of t7, Rue de Billancourt, Paris, every effort has been made to construct the chassis of sufficiently simple desitrn l0 meet the requirements of commercial motor users, and it is turned out specially for
use with delivery van bodies. The cylinders, of the four-cylinder engine titled to the chassis, are cast in one piece. The centrifugal pump for the cooling water is driven off the crankshaft, and the magneto is operated from the same shaft, which has interposed, between it and the pump, a small cardim joint. The three forward speeds, the third being a direct drive, are contained in a gear box,which can be disengaged and dropped on the ground without the removal of any part of the body work. This is effected by disengaging six small bolts, which pass through each side of the frame to brackets supporting a transverse tube, which carries the box. On sliding this slightly to the rear, it can be dropped directly on the ground. In the same manner, the engine and the clutch are supported upon tubes, which are similarly secured to the frame, and these can, therefore, be easily removed without affectingthe rest of the mechanism, as in the former case. The brakes on the back wheels are operated by a lever and rod controlling a hollow tube set transversely across the frame, with, at each end, two descending arms. A wire rope, passing over these arms and through the tube, and oonnected at each end to the brake blocks, forms a compensating device of extreme simplicity, whilst being quite effective. The foot accelerator is arranged for use in conjunction with a regulator working in a helical slot. This regulator, which is moved by a small pedal, sets the pace of the engine, which can, of course, be further varied by the accelerator pedal. The regulator permits of engine speeds of from too to 1,200 revolutions per minute. The tof2h.p. chassis is designed to carry a useful load of 5oo kilogrammes, whilst the 15-r7h.p. mode! is capable of carrying i ,2oo kilogrammes.
too kilogrammes ; it is fitted with a 401.p. De Dion engine, or, if desired, one of the Buchet make of 611.p. can be substituted. The driver's seat is hacked by a low box, opening at the top, for the carriage of goods. Ignition is bv accumulator and coil. The second model is an SILp. delivery van to carry 5oo kilogrammos : the price of this chassis is Lis( , and the cost of the
body work is, . approximately, 40 more. In this chassis a single-cylinder De Dion engine, with a bore of too millimetres, and a piston stroke of 120 millimetres, is fitted. Three speeds forward and a reverse are furnished, the maximum speed forward approaching 30 kilometres an hour. An open light lorry, with a two-cylinder " Gnome "
,
engine, placed under the driver's seat, is also shown. This is of to-12h.p., and is designed Co accommodate a useful load of 75o kilogrammes. The price of the complete vehicle is .272. The limit of speed, in this case, has been reduced to 20 kilometres an hour, and the final transmission from the counter shaft to the back wheels is by chains. Two chassis suitable for omnibus or lorry work, and, respectively, of 2011.1). and 35-4011.1>., also find a place
OIL this stand. The four cylinders of the engines are cast separately, and the first chassis is suitable for a 12 to 14seated single-deck omnibus, whilst the second is designed for one carrying 34 passengers, or to take a useful load of 4,500 kilogrammes. The price is Listed at j:,94o, and the vehicle can attain a speed of 25 kilometres per hour.
Various.
Brown Brothers, Limited, of 31, rue de la Folie-M6ricourt, Paris, shows the Harvey-Frocl vulci..iiser, and Alfred Herbert. Limited, of 47, Boulevarde Magenta, has about a dozen machine tools, and a case of milling cutters and twist drills of various sizes on its stand. Messrs. Delaugere, Clayette and Company, of Orleans, have a four-cylinder hotel bus of neat design on view. Automobiles Gillet-Forest has two vans on show. In this make, which can be fitted, as desired, with 8 or 12h.p. horizontal or vertical engines, a distinguishing point is the cow-catcher covering the starting handle, and the radiator surrounding the bonnet which is, in reality, a tool box, the engine being entirely below the level of the frame. A light sprag is hung from the main frame member at the right of the driver, and this can be raised by a stranded wire. A " Mutel " engine, with four cylinders cast in pairs, is fitted to a chassis exhibited on the stand adjoining the Janvier. This chassis is placarded as being sold to the Improved Motor Omnibus Company, London. On the stand of M. E. Campagne is shown a rail inspection motorcar, and, in addition, two types of motor pump, mounted on small, two wheeled handcarts. Under the title of Tondeuses Automobiles Anglaises, two
motor lawn mowers, built by Alexander Shanks, the English manufacturer of agricultural implements, are shown, and are, respectively, of 6h.p. and ioh.p. They are sold in Paris by M. Ph. Bornozi, of 32, rue Pierre Charron. Stationary gas engines of various types are, also, exhibited by several makers.