A Handy Parcelcar of Improved Design
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Details of the Modified Vanette with a Three-speed Gearbox, TTNTIL nearly three years ago, the U Stepney Carrier Co., Ltd., 11, Stuart's Buildings, High Holborn, London, W.C.2, had specialized in three-wheeled pedal-operated delivery machines, but it then decided to add to its activities by constructing light pareelcars. To bring the vehicles up to date the maker has now commenced to embody certain improvements and refinements. The new pattern of Vanette has an axle which is 10 ins. longer than formerly, allowing the wheels to be situated outside the box, thus increasing the loading space. The rear part of the frame has, from a point just forward of the engine, been redesigned. The power unit, incidentally, has been moved forward about 10 ins., to enable a. SturmeyArcher three-speed gearbox to be provided. This is inverted and is carried on pressed-steel platforms. The engine is suspended,in the frame by two steel engine plates and is secured at the bead by a lug forming a universal joint.
The control pedals are carried on two steel footplates, which are disposed forward of the engine. The gear-change lever is secured to the down tube of the fraine' and is easily operated.
Amal carburetter of, the singlelever type, with fixed jets, which minimize the possibility of four stroking, is provided ; the fuel tank has been slightly enlarged, its capacity now being 11 gallon which, we are told, is more than sufficient for the average day's work. The Stepney concern prides itself upon the ease with which maintenance of its products may be carried out. For instance, by the removal of five boltsthe power and transmission units may he removed. It is claimed that decar bonizing may be effected in about 20 minutes. We are told that a windscreen is to be provided.
The road performance of this handy
little machine is exceptionally good. With a 4-cwt. load, we climbed Tavistoek Hill, Rampstead, London, N.W.3, from a standing start, 20 -M.p.h., with second gear engaged, soon being attained. On the steepest part of the gradient it was necessary to change into first gear, the speed dropping to 10 m.p.h. We then accelerated up to about 13 m.p.h. and, after the changing. up, the engine picked up well. At this point the gradient was not so severe, and we continued tb climb at 23-25 m.p.h., 30 m.p.h, being attained on at least one occasion. Those of our readers who are acquainted with Tavistoek Hill will realize that this is no mean performance. ..klthough the engine was new and the -throttle was not fully open, a speed of 32 ni.p.h. was reached on the level.