The New Laycock-Goodchild Models.
Page 14
If you've noticed an error in this article please click here to report it so we can fix it.
First-published Particulars of an Interesting Range of New British Models.
Most of our readers are aware that for some years F. B. GoodallId and Co., Ltd., of Wigmore Street, London, W., has been the sales agent for the wellknown A.C.-Parcelcar, or to give it its more generally used name " the Auto-Carrier." These little machines are by now, we should imagine, in more general service
than any other commercial motor of less than 10 cwt. capacity. For some time, so we understand, many of the customers of this successful house have been pressing for the introduction of heavier models than the A.C., with the result that arrangements have now been made for producing a range of new models which will include machines of from one to six tons capacity. These vehicles will be termed the Laycock-Cloodchild models and, although built to designs by Goodebild and Co., Ltd., will he manufactured by the Laycock Engineering Co., Ltd., Sheffield.
We were recently afforded a short interview with a responsible member of Goodehilvl and Co., Ltd., and this gentleman informed us that it was the company's intention to exhibit at the forthcoming Olympia Show one three-tonner only. This machine has several very interesting constructional departures, and it should undoubtedly create a considerable amount of interest amongst visitors to Olympia.
The engine to be used is a 35 h.p. with four cylinders, and, of course, water-cooled, built by the Commercial and Marine Engine Co. Ltd., of Hanwell. The bore and stroke are 41 ins. and 5?2 ins, respectively, a pump gear-driven from the camshaft aiding in the water circulation, The only change from. the standard Commercial and Marine type of engine is the substitution of inlet and outlet water pipes of 2f ins, diameter in preference to the smaller pipes usually fitted.
A Ferodo-lined cone-clutch transmits the power to the gearbox, which will give four speeds forward and reverse. An interesting new feature is the means adopted for preventing the jumping out or fouling of the gears. The gear-changing lever is provided with a number of spring-controlled plungers which prevent the gears' jumping out of place or interlocking owing to the fact that it is impossible to engage the gears at all until all the spring plungers are safely home in the sockets provided, a distinct sideways movement of the gear lever being necessary in order to change a gear. _Chose, with the exception of the first, are all in constant mesh. The final drive from the gearbox is by a propeller shaft to the worm-driven Daimler-type back axle.
Other features to which our attention has been directed consisted of the Z-seetion rolled-steel framo which is machined parallel throughout. This construction allows of four-point engine and gearbox suspension, while at the same time the springs, which are fitted on sliding slippers, are suspended directly underneath the strongest section of the main frame, so eliminating certain torque and other strains. Two pairs of internal-expanding brakes on the rear hubs are operated by pedal and side lever respectively, while a further brake of the contracting type is arranged on
gearshaft at the rear of the gearbox. The steering is of the screw and nut irreversible type mounted on 6,11 bearings.
The maker is confident, in view of recent developments, that the machine will be judged by the War Office suitable to be entered as a subsidy type.
Ihe first machine, as we have mentioned, will be on exhibition at Olympia this month, whilst the one, two, four, five and six-tonners will be placed on the market as soon as works facilities will allow. This will be a matter of some few weeks, we understand.