• A NEW BRITISH VAN • FOR 7-CWT. LOADS.
Page 8
Page 9
If you've noticed an error in this article please click here to report it so we can fix it.
The Latest Production of a Well-known Manufacturer, in which a Well-tried Model of the Company's Touring Car Range Has Been Modified to Suit Commercial Requirements.
TEE RANKS of those manufacturers who have set themselves out to meet the requirements of that large section of users -(not necessarily small tradesmen, although, perhaps, they preponderate) Who have to deal with comparatively light loads has recently been augmented by the 'introduction of a light commercial chassis by the Vulcan Motor and Engineering Co. (1906), Ltd.,' of Southport. We welcome the appearance of this new model for _two reasons. First, because it emanates from the works of one of the most prominent of British commercial vehicle makers, and, secondly, because it amplifies the somewhat., small range of light vehicles which is available.
Moreover, it provides further evidence of the fact that manufacturers in this country are at last paying some heed to a market which they themselves will admit has not in the past received the consideration which it merits from home manufacturers. This is not the time for making disparaging criticism of the efforts of British makers, or for drawing comparisons between their enterprise and that of certain foreign producers, but we cannot resist the desire to suggest that much active propaganda will have to be conducted if their light van products are to gain adequate recognition.
In its main essentials the new Vulcan chassis, which is designed for '7-cwt. loads, follows the lines of the company's 12 h.p. touring car model, although certain modifications have been introduced in order to fit it for commercial uses. For iustance, the gear ratios are lower, the springing more robust, and cord tyres are preferred to the low-pressure pneumatics fitted as standard on the car.
In view of the comparatively few alterations which it has been deemed ex pedient to make, let it not be thought that the chassis is unsuited to industrial work, for it is of sturdy and straightforward construction and fully, capable of dealing with loads Within its rated capacity. A brief description of its . general design will, perhaps, best serve to support this contention.
. The engine—a four-cylinder unit with a bore of 60 mm. and a stroke of 100 mm. —possesses a strikingly clean-cut appearance, and gives evidence of the designer's desire to ensure the utmost accessibility. For example, the carburetter—a Zenith—and the magneto are mounted high on the cylinder casting in order to enable adjustments to be made 'with the maximum of ease. The casting, by the way, is a monobloc with a detachable headpiece.
The inlet and exhaust valves are located side by side and are lubricated by oil mist. They are, of course, enclosed, but an easily removed cover plate is fitted. The three bearings in which the crankshaft is supported are of ample dimensions, whilst the connecting rods are fitted with die-cast white-metal bearings. „ A gear pump supplies oil tebder pressure to the main bearings, but troughs supply lubricant to the big-ends in the usual way. Large diameter and easily accessible filters are provided. The thermo-siphonic system of circulation is faveured for engine cooling, and the water is passed through large-diameter pipes to a Galley patent honeycomb-type radiator, which, aided by a four-bladed fan, assists in the general cooling effect. The radiator is of ample capacity and of a distinctive and pleasing design.
To obtain proper carburation, and ensure tbe utmost economy, the power unit is provided with a hot-spot induction system.
Before leaving the engine, and passing to details of the transmission, we should mention that it develops 18 b.h.p. at 2,000 rpm, its R.A.C. rating being 11.9 h.p. The unit is three-point suspended in the frame.
The drive is conveyed through a clutch of the single-plate type, and then to the four-speed-and-reverse gearbox, which forms a unit with the engine. The change-speed lever is mounted on the right of the driver, and the selector rod is carried in a member above the channel, and is not, therefore, effected by frame distortion. The gearbox housing is circular in shape and this form of construction reduces the noise of the gears. The gear ratios on the van chassis are as follow :—Top, 5.2 to 1; third, 8.1 to 1; second, 12.37 to 1; first, 20.8 to 1; and reverse, 27.2 to 1. There is a large-diameter fabric-disc type universal joint behind the gearbox, from which the propeller shaft is carried to the overhead worm-driven rear axle. The shaft is enclosed in a torque tube. The rear axle is a .one-piece drop forging of high-tensile steel, and is of the semifloating type. Both foot and hand brakes take effect on the rear wheels ; the fabric-lined shoes are of the expanding type and operate on drums 9 ins, in diameter which are fitted to the wheel hubs.
The front axle is an I-section steel stamping, and the lay-out of the steering gear, which is of the worm-and-wheel pattern, makes for extremely easy control.
The frame is a steel stamping of 4 ins.
by 11 ins, by section, and is straight throughout its entire length. It is stiffened by stout cross-members, those which pass Over the propeller shaft being arched.
So far as chassis suspension is concerned, semi-elli ti p...-cs are fitted at the front and quarter-elliptics at the rear, the spring leaves being of ample width and depth.
The detachable artillery-type steel wheels, of Dunlop manufacture, are shod with cord tyres of the same make, their dimensions being 760 mm. by 90 mm.
The chassis has a wheelbase of 8 ft. 0 ins., a track of 2 ft. 10 ins., and a ground clearance of 01 ins. The overall dimensions of the van are as follow :— Length12 ft., width 4 ft. 11 ins., height 6 ft 8 ins. The standard van includes C.A.V. lighting equipment, a system of forced grease lubrication, a speedometer, driven from the forward end of the propeller shaft, and a starter motor ; this is neatly housed at the rear of the crankcase casting. So far as the standard body itself is concerned, this is particularly suitable for tradesmen's express delivery service, especially as it possesses a good cubic capacity and eau accommodate a large number of small packages. The body is constructed of wood reinforced at vital points with Steel. There is one door on the near side of the driver's compartment, and two doors hinged from the corner posts are fitted at the rear, an oval light being provided in each. The side panels of the interior are protected by suitable wood slats. The driver's seat runs the full width of the body, and the back is sufficiently low to enable the load to be kept under view. The interior dimensions of the body are :—Length 4 ft. 5 ins., width 8 ft. 9/ ins., height 4 ft. 31 ins.
The new Vulcan van is certainly a worthy addition to the list of British vehicles for light loads. Its general simplicity of design, robust construction, and the flexibility of its engine, which has ample reserve of power, should eommen.d it to those users on the look-out for a well-proportioned light vehicle to carry up to 7-cwt. loads. The distinctive appearance of the standard van can be semi from one of our pictures. As illustrated, the vehicle sells at £295, although the lettering on the body Panels is quoted as an extra.