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It is very remarkable the number of inquiring letters we are receiving from would-be buyers of parcelears and light vans as to which particular make of machine will, in our opinion, best meet certain delivery requirements. Besides proving the widespread interest which this series of articles is attracting, the inquiries pay a two-fold tribute. In the first place, it is very evident that the models which we are careful to select and to describe so fully are all very desirable acquisitions to the tradesman who wants " to cover ground." Secondly, the all-round policy of this periodical as a journal for the user, be he a Bond Street milliner or a North of Ireland haulage contractor, is upheld to a gratifying degree. The field for the light van and parcelcar is undoubtedly a very extensive one ; manufacturers now fully recognize this and are marketing some really excellent models, and the potential user of this class of industrial unit will find it to his interest closely to follow this series.
A Machine with a Record.
The machine we have selected for this week's description is the "G.W.K.,'' a model which stands well before the public eye in consequence of the laurels it has won for itself in reliability trials and strenuous road tests from time to time. We were recently notified that the company would be pleased to place an industrial model at our disposal for a thorough trial and inspection, and we therefore dispatched a representative to G.W.K. .Ltd., Home Works, Datehet, 'Bucks, for that purpose.
It Has a Two-cylinder 8 hip. Engine.
Upon examination it was found that the principal features of this maker's touring unit, which. have proved so efficient in the past, are embodied in the commercial model, with the exception of certain modifications to the speed ratio. A twin-cylinder, water-cooled engine constitutes the power unit, and, with its SG MM, bore and 92 mm. stroke, it can develop 8 h.p. at normal running ; although built at the Coventry-Simplex works it is constructed throughout to G.W.K. designs. It is disposed transversely in the chassis and somewhat to the rear of the driver's seat. This arrangement allows the petrol tank to be placed under the bonnet, and interferes in no way with the capacity of any body which may be fitted, as, of course, the fuel is gravity fed. All valves are kept one size, so that replacements can readily be made, when occasion requires, from the minimum of spare stock. The tappets ate adjustable, arid, not
withstanding the disposition of the engine, attention to these ean readily be effected through a largesized door fitted in the near-side panel of the body.
Cooling-water Circulation by Centrifugal Pump.
An exceptional amount of cooling-water space is embodied in the cylinder casting, and it has been found that no fan is necessary. Circulation through a large vertical-tribe radiator is maintained by means of a centrifugal pump coupled directly to a shaft located alongside the crankcase ; this same shaft also drives the U.H. type of magneto, which furnishes the ignition. A Coventry silent chain transmits the. drive to these two components awl is enclosed in an oil-tight ease. It was noticeable that the engine is suspended in a very satisfactory manner on two transverse members in the frame, the bolted-on supporting arms of the crankcase being of malleable cast iron and kept very short, so that undue springing of the power unit, consequent upon excessive overhang, is prevented. It is worthy of mention that the crankshaft revolves on ball bearings. The Solex make of carburetter finds favour with this manufacturer, and the engine throttle is actuated by a pedal lever, located in a most convenient position, thus ensuring ease of control during prolonged service. Lubrication is effected by the splash system, and, to maintain a constant supply, an oil tank is mounted on the off-side splashboard of the chassis ; this has a hand-operated pump fitted to it, and we were informed that, during a run of 100 miles, it is merely necessary to force the pumpplunger home once to direct a sufficient supply of lubricant to the crank pit. " One gallon of lubricant," says the maker, " will last the engine 1000 miles."
A Well-tried Friction-drive.
It is well known that this manufacturer is one of the pioneers in friction drive, and in the company's industrial model this form of power transmission is retained. In this case, however, the driven frictiondisc has been increased in diameter, as, of course, such high speeds as the touring oar models are capable of are by no means required in the industrial unit, the top speed of which we found to be about 26 m.ple The friction-member is leather faced by means of two separate rings ; these are split after the manner of a piston ring, the joints placed opposite to each other, and the rings are kept in position by a steel ring and bolts.
This part of the drive will afford, we were informed, between 4000 and 5000 miles service ; it is then a very easy matter to renew the leather within a• quarter of an hour, and the rings cost but 12s. The disc is readily get-at-able through a suitable door fitted in the body of the vehicle. The speed-control is effected through a very short hand-lever, which engages in a steel bar notched at certain positions to provide for four different speeds and reverse ; for any
changing over, it is only necessary slightly to depress a pedal when the friction member can be moved into the required position.
The keyshaft on which the member slides is mounted, at its rear end, on adjustable gimbal rings, so that correct contact, at all forward speeds as well as reverse, can be effected with the flywheel disc. The front end of the shaft is spring loaded ; and the compression can readily be altered to take up wear of the leather. A good stout stayrod is connected up to the forward bracket on which the keyshaft is mounted, and thence to a transverse member in the frame, so that altogether it will be seen that a considerable amount of care and attention has been given to this portion of G.W.K. transmission.
Final Bevel Transmission.
The drive to the back axle is by propeller shaft, this component tieing provided with a leathercovered universal joint lore and aft. The final drive to the live type of axle is through a bevel-gear set and spur-type differential. The divided shaft takes the driving and brake torque only, all the weight being imposed on the solid drawn-steel tubes, which enclose the driving shafts. A good stiff aluminium casing houses the bevel set and differential gear and gives evidence of experience in backaxle construction; besides being trussed, it is provided with torque members. The main frame is of the pressed-steel type.
G.W.K. Patent Rear Suspension.
One of the outstanding features of the G.W.K. chassis is undoubtedly the main suspension ; at the forward end the semi-elliptic type of springing is used : the rear end of the frame, however, is mounted on grasshopper form of plate springs which differ from the ordinary construction in that the bottom, and thickest, plate of each projects over the rear of the axle as much as four inches, and the second plate ends just about flush with the axle-tube centre. These ends of the springs are permanently fixed to a table bracket, arid are not free to slide in any way. Bolted on top ef each spring terminal is a coil shock-absorber.
A director having informed us that particular attention had been given to the suspension, which, by the way, is covered by a patent, we decided to try for ourselves its behaviour on machines both light and fully loaded. We mounted a bare chassis, taking a seat on the petrol tank, which was temporarily fixed for our purpose over the back axle. The machine was run at various ranges of speed and manoeuvred to our directions. The general flexibility and smooth D2
running even over indifferent country by-roads certainly created a favourable impression. We did not stop at this test, and on returning to the works, secured a completed model, had a full load put inside the body, and went for another run, and were finally quite convinced that the claims of this maker with regard to G.W.K. suspension are fully justified.
The Machine is Easy to Handle.
The control of the machine is indeed very simple and decidedly free from complications, and the vehicle can be handled with ease by any unpractised individual. There are only four levers in all to attend to in addition to the steering wheel, which, by the way, operates the rack-and-pinion type at gear. Two of the levers are operated by foot and the remaining pair by hand ; the left pedal, to which we have before referred, not only disengages the friction disc, but also, on further depression, brings into operation the foot brake, which is keyed on to the main shaft in the friction drive ; the pedal located to the right hand, as previously mentioned, is the foot accelerator. The two hand levers are for controlling the speedchange and hand-brake respectively. This braking medium takes effect on pressed-steel drums built in the sturdily-constructed tangential-spoke wheels on the rear axle, earns being utilized for expanding the cast-iron shoes.
A desirable constructional point, and one which is incorporated in all well-designed machines, is that the steering connections are well protected by being placed to the rear of the front axle. Moreover, all ball connections are provided with means of adjustment, so that true alignment of the road wheels is insured, thus tending to prolong
tire life, as well as affording easy manoeuvring in congested traffic. The size of the road wheels, which are shod with heavy pneumatic tires, is 700 mm. by 80 mm., and track measurement is 3 ft. 9 ins., whilst the wheelbase is 7 ft. 7 ins. The weight of a. complete equipment is 94 cwt. The machine we inspected is provided with a roomy box-van body, having a cubic capacity of about 46 ft., and the vehicle is capable of carrying useful loads up to 5 cwt. The price is 2155 with sheet screen, lamps and horn. The G.W.K. Co. makes its own bodies, and any form of construction can We supplied to suit clients. ne might mention that., with the exception of the engine, all parts of the parcelear are manufactured at the company's Datchet and Maidenhead works.
Fuel Performance, 40 m.p.g.
With regard to fuel consumption, the vehicle is particularly economical, and in general service it was stated that about 40 m.p.g. is quite an average performance.
We ourselves took a turn at the steering wheel for a considerable while, and were very well satisfied with the all-round ease of control and general behaviour of this particular type of industrial model. The range of speeds which can be obtained by the sole use of the accelerator pedal is very noteworthy. The paieelear could be made to proceed at a walking pace, upon further slight depressions of the foot lever degrees of speed up to 26 m.p.h. were easily maintained, and this with the changespeed lever in top notch all the time.
We have no hesitation in saying that the tradesman who decides upon a G.W.K. for his light class of goods delivery will have no cause to regret the choice.