A NEW LIGHT VAN.
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A Vehicle of French Origin Unconventional in Build and Designed to Carry 10 Cwt.
WE HAVE HAD much to say in the past anent the market .which exists in this country for a light van chassis capable of carrying between 10 ,and 15 cwt., and it is good news to learn, as was mentioned in our last week's issue, that one of the foremost British commercial vehicle makers are turning their attention to the production of a chassis to fall within this category. There is a big gap between the capacity of the Ford van chassis arid the smallest chassis (with but one or two exceptions) made in this country—a gap which long since should have been bridged.I
There are thousands of traders who could usefully employ a vehicle made, to carry between 10 and 15 cwt., and. for this reason there is adequate room for chassis of more than one make. If a tradesman has several makes from which to choose, it promotes healthy ccinapetition amongst manufacturers. This is all to the good of trade progression, which is founded on competition. A new light van which was on view outside Olympia during the 'recent touring car Show is the Caffort, which is made by Caffort Bros. of Paris. Its construction is oromewiat curious and unusual, and from first glance, it would, appear to resemble very closely the "Phanomobile " three-wheeler, which was foreign made and was on the British market for several years previous to the war. A closer examination, however, reveals features which are most original. A side view trf the vehicle conveys the impression that the chassis is a threewheeler, the two frontwheels, which are only a few inches apart, being responsible for this deception.
The engine consists of two horizontally opposed cylinders. with a bore and stroke of 80 mm. and 100 min. 'respectively. It
develops 8 h.p. Side-by-side inclined valves are fitted, whilst the cylinder heads are readily detachable. Lubrication is by a gear type pump. A Solex instrument attends to carburation, whilst a high-tension magneto with variable -spark is incorporated. The engine is air, cooled, the position of the cylinders and
the large radiating surfaces of the fins ensuring that this important funetion is properly effecte The enginepower is transmitted through
an internalcone
type clutch line d with Ferorlo to a gearbox giving three forward speeds and a reverse, the gears being of heat-treated nickel-chrome. steel.
The gear change quadrant is attached to the steering column, the changespeed lever being situated conveniently for operation by the driver's right hand.
The engine and gearbox are carried in an upward extended -hollow proC20 '
a longation of the frame. The engine, being situated behind the gearbox, allows the starting handle to be taken through the dashboard, enabling the driver to start up without leaving his seat. From the, gearbox the drive is taken to the front axle by bevel gears, and a vertical shaft revolving_on the axis of the steering pivot. This shaft passes between the front twin wheels. A mileometer is driven from an extension Of the layshaft.
Both engine and gearbox are held in the hollow part of the frame by two flanges, being secured by eight nuts. To remove either of these components, it is only necessary to unscrew these mite, so that easy exchange or repair can be carried out. To the user of a large fleet of vehicles, this is an important 'factor, for the simple reason that, instead of keeping the vehicle offthe road whilst a repair or replacement is being' executed, it is merely necessary to keep a spare engine or gearbox, or both, for use in emergency.
It is due to this unusual lay-out that the engineand gearbox form a Single unit at the point of junction of the two frame side-members_ All the moving -Parts being totally enclosed render a bonnet unnecessary. The front springing is by a spiral spring round the tipper part of -the steering pivot, whilst at the rear long laminated springs of the usual type are employed. The fork carrying tjae twin front wheels is formed of two movable arms, which swing up to allow easy wheel changing. These arms are held strongly in their respective positions by split cone nuts, which cannot work loose during running.
The back axle is of forged steel, and is dropped slightly in the middle to allow fur a low loading space.,
ateering is effected by worm and segment. The steering wheel is designed to lock the steering and change-speed lever when the vehicle is not inuse by pivoting into a vertical position. This is an interesting feature of the machine, and allows of easy exit and entry; apart from this consideration, it also prevents unauthorized use of the van.
Both hand and foot brakes are of the internal-expanding type actuating on side-by-side drums situated in the rear wheels. The brake pedals are situated in.the usual position with the accelerator pedal betweenthe clutch and foot brake, as is usual.
The petrol tank, which has a capacity of Si gallons, is conveniently positioned under the driver's seat, and it feeds the carburetter through an. Autovac accessory placed on the dashboard.
The frame is of pressed steel of channel section, amply strengthened by cross-, member e and gussets. The principal dimensions of the van are as follow : Wheellya.se,, 7 ft. ; rear wheel track, 4 ft. 7 ins.; overall length, 11. ft.; overall width, 5 ft.; -body space, 5 ft. 3 ins. by 3 ft.
3 ins. Michelin detachable disc wheels maintain the neat appearance of the car; the wheels are shod with pneumatic tyres Of 760 mm, by 90 mm. dimensions.
It is claimed by the sole British agents, Messrs. A. Picard, that the van is remarkably economical on petrol, and that 35 m.p.g. can be easily obtained. Another feature which cannot fail to impress strongly the
prospective p u rchaser is that of accessibility, which is readily attained by grouping the various components in the front, • where they are easily get-at-able.
Four different types of bodies have been standardized for use with the Caffort chassis, these being a tilt van body, an "express delivery" box van body, which is similar to that usually fitted to threewheeled turceleara, a " fooddelivery " type box van body, and a " fancy goods " type box, van body. The price of the vehicle complete with one of the above types of bodies ranges between 2320 and £350 according .to the type chosen, for which sum it is
remarkably good .value. Its unconventional design, together
• with its useful turn of .speedeaid to be a maximum of 30 m.p.h.—should make special appeal to the small, tradesman with a limited delivery area. We had a short trial run on the machine; and we were particularly impressed by the remarkably smooth running of the engine,. which 'appeared to, possess aanple reserve. power. The control of the vehicle is strikingly simple, and the ease. with which it can be manipulated in dense traffic, leaves nothing te be desired. -Another feature which made itself apparent was that of springing ; in fact, in riding over a very had road surface the resemblance to travelling in .a well. sprung touring car as most marked. AS the drive is _through the twin front wheel, the angle of the lock can be made considerable without, any fear of putting excessive side stress upon it. The taxation upon the Caffort van, when the new rates are charged; will be low.