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TESTING A SMALL PARCELCAR

10th May 1932, Page 54
10th May 1932
Page 54
Page 55
Page 56
Page 54, 10th May 1932 — TESTING A SMALL PARCELCAR
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THE vehicle which is the subject of this road test was described in our pages on April 28th last year. It adheres more closely, perhaps, to accepted motorcycle practice than is the case with any other machine of a similar capacity. In view of the extensive experience of the James Cycle Co., Ltd., in this class of work, that is only to be expected.

The engine has two side-valve four-stroke cylinders arranged Vwise, and it is air cooled. Immediately behind the crankcase is a substantial three-speed gearbox-andclutch unit, which embodies also a kick-starting mechanism. A second chain conveys the power to a Short countershaft and thence a third roller chain connects with the back axle, in which no differen

tial gear is incorporated. In view of the quite narrow track, 2 ft. 8i ins., this plan appears to be quite satisfactory.

In general, the framework of the machine is constructed of weldless steel tubing, brazed into suitable lugs. At the front a single wheel is carried in a spring fork and the steering is effected directly by handlebars. A saddle-type tank is

1140 mounted on the top frame tubes, between the large, comfortable saddle and the steering head. On the off side of the tank, the gear lever is to be found, together with its quadrant.

Throttle and ignition levers of Bowden type are mounted on the handlebars, and above the steering bead is a disc controlling the damper by means of which the friction in the head can be adjusted to suit the driver's wishes. On the near side of the handlebar is a Bowden lever that operates the,kfront brake, the brakes in the rear wheels being controlled by a pedal on the near side. An unusual feature of the controls is that the clutch is operated directly by a pedal situated so that the driver's right heel can conveniently reach it.

At the rear the frame is rigidly attached to the axle and the body is mounted on it, mounting being effected by means of two quarterelliptic springs behind and two coil springs in tubular casings at the forward end.

Two types of body have been standardized ; one is intended primarily for the use of dairymen, and the other for the carriage of parcels and other light goods. The vehicle tested was of the latter type, and was equipped with a hood and screen, which provide quite efficient protection for the driver. A useful feature of the hood is that it is carried downwards on each side, but, by undoing a few press buttons, the side openings can be ex tended up to the roof level, thus making en trance somewhat easier. The internal dimensions 66" of the van body are approximately 3 ft. wide by 3 ft. 2 ins, long and 3 ft. 9 ins. high. At the rear there are two doors FLOoR HEiGHT 21' which open for the full total capacity is approxiwidth of the body. The

mately 40 cubic ft.1' — From the dimensions here given and those included in the sketch, it will be realized that the James Handyman is one of the smallest

vehicles of its type. This fact may, Perhaps, account for the considerable interest which it attracted during our test. Wherever it -stopped, whether in town or country, passers-by examined it with considerable attention. ' It is not too much to suppose that this effect must have some publicity value for shopkeepers and others who operate one or more of these vehicles.

As with most of these small .threewheelers, the first impression on taking control is that the stability might be improved. Nevertheless, a mile or so suffices to make the driver feel quite at home. Despite the narrow track or the James, there was not, at any time, any apparent tendency to misbehave when cornering or when traversing rough roads. The steering damper is undoubtedly a useful fitment and can be

adjusted to the required resistance.

The two-cylindered engine has much to be said for it. In traffic it gives ample flexibility and shows to advantage on hills, for the James has a distinct ability to hang on to its gear when one expects a changedown to be necessary Regarding hill-climbing, first gear naturally w-as needed to ascend a by-road with an 'average gradient of 1 in 8, rising to a maximum of approximately 1 in 5, but there was never any doubt that the climb would be completed successfully. As a more positive test, however, a restart was made with a full load on the steepest part of this hilL It must be admitted that this manceuvre was effected not without some little difficulty, owing to the heel-pedal control of the clutch ; probably this arrangement would be thoroughly satisfactory for a driver who had become used to it.

Gorcott Hill, on the main road from Alcester to Birmingham, is sufficiently severe to bring many ordinary motorcars into bottom gear, particularly as its length and a sharp bend at the foot prevent any rushing tactics. The James climbed it quite steadily in second gear at a speed , of 15 m.p.h. to 18 m.p.h. In several other cases minor gradients were climbed on top, although one of the indirect ratios would probably be needed by most commercial vehicles.

Despite the fact that the lower part of the driver's cab appears to shield the air-cooled engine very completely, 'there was at no time any tendency to over-heat. The cab is, in fact, well ventilated, and is reasonably free from noise, two facts which assist to avoid unnecessary fatigue of the driver.

Probably the braking figures which are given in an accompanying diagram would be improved upon if the pedal that operates the rear brake were located slightly farther forward. For our driver, it was a little difficult to apply with considerable force. Nevertheless, the results are satisfactory.

A somewhat unusual arrangement is that a large ratchet lever is provided so that the foot brake can be locked in the " on " position for parking purposes. In the ordinary way this ratchet remains out of action, but when the vehicle is to be left standing, the ratchet lever is moved forward and itself depresses the brake pedal. If necessary, as for instance, when parking on a gradient, the brakes can be applied by the pedal, the ratchet lever being used simply to follow it up and hold it in position. The lever on the handlebar, it should be noted, operates only the front brake.

In order to test the consumption of fuel, the tank was run dry and one pint of petrol was then poured in. On a nonstop main-road journey, the consumption worked out at exactly 60 m.p.g., a figure which must be regarded as distinctly satisfactory. A second pint was then added and the machine was stopped on several occasions to simulate the work of delivery in urban areas. In such circumstances, the consumption is naturally heavier, but at 52 m.p.g., it may still be recorded as most reasonable. One of the outstanding features of the James is its small turning circle, a feature which is invaluable in congested streets.

Finally, it should be mentioned that at the price of 186 the James Samson Handyvan is completely equipped, not only with Lucas electric lighting set, but also with the driver's cab already mentioned, an electric windscreen wiper, and an electric horn. The windscreen is of safety glass. The annual tax of this vehicle is, of course, per annum, and it is stated that fullcover insurance can be obtained for 10s.

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Locations: Birmingham, Alcester

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