A GARNER SIX-WHEELEF
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among SHROPSHIRE HILLS
A Hard All round Test Shows the Performance of the Model TW6-0 4-5-tanner to be Satisfactory, whilst there are Many Good Features in Its Design that Add an Appeal to Its Various Other Attractions
DESIGNED as a sixwheeler from first principles and built with the individual attention that cannot be bestowed upon mass-produced machines, the Garner TWO-0 is a chassis that possesses refinements not found in lower-priced examples of its type. The price at which it sells, however, is competitive, and certainly represents good value for money, as a consideration of the many desirable features of the machine will reveal.
First-class workmanship and materials are employed in its construeEon; all reasonable steps have been taken to simplify its maintenance; the accessibility of all ifs parts is an outstanding feature ; its sixcylindered power unit is smoothrunning, free from vibration and silent, and its suspension system incorporates an ingenious mechanism which damps out road shocks to an unusual degree.
A characteristic we noticed at the outset of our test is that, for a reason hard to determine, the vehicle gives an impression of being smaller than
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is actually the case. Indeed, throughout the day we found ourselves repeatedly overlooking the fact that there were nearly Ci1 tons of ballast behind us. This created a tendency to underestimate its performance and to judge it in terms of a 30-m.p.h.-limit lorry, whereas this Garner, although weighing under 3 tons when complete with sided body and cab, is, of course, legally restricted to 20 m.p.h. To confess ourselves to have been thus subtly misled, obviously is to praise the machine.
Another factor liable to create an illusion in estimating performance is the unobtrusive manner in which the engine develops its energy. In the case of the Garner—as men tioned earlier—the silence and freedom from vibration of the power unit are outstanding.
The power-to-weight ratio is low; thus the engine can be run at full capacity for a bigger part of its working life than would otherwise be possible. Given a unit that will stand such treatment, this should be the most economic Practice.
On the other band, acceleration is lower and hill-climbing slower. The former is indicated in an accompanying graph, and is obviously quite adequate for normal requirements, whilst the latter we tested with unusual exaction and found to be superior to our expectations.
Harley Hill is well known to users of the Shrewsbury-Much Wenlock road. It is nearly a mile from the foot to the summit ; it has a maximum gradient of 1 in 6, and for its entire length is only slightly less steep. Top gear, in which, of courAe, we approached this acclivity, carried us but a matter of yards up its lowest slope, and we quickly displaced by "third," whilst a little later " second " was engaged.
On this ratio we reached the lefthand bend, where the long section of nearly 1 in 6 begins, and there our speed fell to 8 m.p.h. Accordingly, we changed down into first ..ear. in which we maintained this road speed to the summit except for a brief halt to test the ability of the vehicle to start from rest at the point of maximum severity. Immediately after the climb the temperature of the cooling water was 200 degrees F., with local boiling. The air was warm and a breeze blowing up the road we had traversed.
Our stop-and-restart test was accomplished with consummate ease, the hand brake holding the machine with more than ample security, and the clutch picking up the drive steadily and with certainty. The engine pulled away up this long climb unflaggingly and never exhibited any symptom of distress.
Although under all normal driving conditions the foot brake alone affords ample retardation for safe driving, in emergency, or for a quick pull-up on a steep down grade, we found it just lacked that absolute positiveness of action that inspires complete confidence.
This opinion is corroborated by the results of our brake tests, which show it to possess considerably less than 40 per cent, efficiency. Supplemented, however, by the hand
brake, which is a good one, the retardation. is well up to modern standards, the satisfactory figure of 47 ft. from 25 m.p.h. being recorded.
In view of the fact that the pedal actuates shoes on all six wheels, with the assistance of two Marelli vacuum servo bellows, and that the entire brake mechanism and bogie layout seem designed and constructed on sound mechanical lines, the explanation of this braking peculiarity is somewhat obscure. It occurs to us that an improvement in efficiency might be obtained mere some slightly self-energizing action to be employed by appropriately modifying the design of the shoe mechanism.
The ascent of Harley Hill was included (perhaps rather unfairly) in our consumption test, which, even without it was over a hillier route than that usually chosen. Nevertheless, the return of 102 m.p.g. from the complete run—a circuit of 51 miles—is satisfactory. It was made in five sections of 11, 8, 12, 8 and 12 miles each, one gallon being consumed per section. The second section (8 miles) included Harley Hill and the corresponding descent.
Thus it is possible, without upsetting the calculation, to regard the better figure, 10.75 m.p.g., obtained by leaving out this section as actually more representative of the consumption under normal conditions. In flat country 12 m.p.g., should not be unobtainable.
The course we followed involved such frequent use of third and second gears that it was impracticable to keep a record of the number of times they were employed, whilst several short steep rises required first gear.
The carburetter settings used were : 22 choke, 95 main, 66 slow running, 110 starting, 110 compensator.
The smooth-riding qualities of the Garner have been mentioned already, as has the absence of vibration. In conducting a long series of road tests we have driven few goods _ vehicles that have proved so pleasing in these respects.
On this account the bogie suspension deserves, a brief description. Long underslung springs are used to give adequate shock absorption, whilst to avoid a long bogie wheel
base the driving and trailing 'axles are attached respectively behind and before their spring centres. The difference in periodicity of the two unequal portions of each spring contributes to their damping action.
The bell-cranks to whichadjacent spring ends are shackled are acute angled so that, considered with their connecting links, they resemble the stub-axle arms and tie rod of a steering gear. This arrangement affords a compensating action which seems to play a big part in the smooth-running characteristic. The freedom of vertical motion is convincingly shown in an accompanying illustration.
Another picture shows how either front wing can be swung outwards to give access to the power unit. The operation literally occupies little more than a matter of seconds.
Numerous chassis details are worthy of mention, but we must confine ourselves to recording a few examples. In the frame fitting bolts are used instead of rivets. The main members are straight, but the loading line is, nevertheless, unusually low, The four brake cross-shafts are mounted in bushes themselves carrigid in housings free to move on a longitudinal axis. The crankshaft has eight bearings, and the cylinder block and top half of the crankcase are two parts.
The Zenith 36 UX carburetter is fed by gravity from the 13i-gallon tank under the driver's seat, but if, preferred a side tank of 22-gallons capacity can be provided.
The construction of chassis to particular requirements is rather a speciality of the Garner concern, and a number of deviations from standard are listed. For example, four wheelbase lengths are offered and for heavy duty 32-in. by 6-in, or 34-in. by 7-in. tyres are recommended.
The machine is easy to drive, all the controls and the steering—despite the small steering wheel—being light to operate. Furthermore., the pedals and levers are comfortably arranged.
With the resources of the Sentinel works behind it, and with the improvements that have recently been and are still being effected in respect of a few minor details, this machine should make a strong appeal to those engaged in the class of business for which it is intended.