DEVELOPMENTS IN ELECTRIC VEHICLES.
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A 41-5-TON ORWELL ELECTRIC CHASSIS.
WE described in connection with the II If October Commercial Motor Show of 1921 the 2-21-ton and the 31-4-ton electric vehicle chassis manufactured by Ransomes, Sims and Jefferies, Ltd., of Ipswich, under the well-known name of Orwell, and there has been added to the series a 41-5-ton model, with a larger load-carrying space. It is known as the Type M.O.R.D. 90 and 100. On an overall length of 16 ft. 6 ins, a body space 11 ft. 9 ins, long is given, and with an ability to-handle a 5--ton load iLs sphere of usefulness as a tipping wagon, lorry or
• box-van is extensive. It can, of course, be claimed that at least 60 to 70 per cent.. of the energy put into the battery of a road vehicle is applied to the road wheels, -and nowadays current is being produced at such prices that at certain hours of the day it can be supplied at a very low rate for this' kind of service. And there is a further advantage that the vehicles can be garaged and maintained as well as have their batteries charged by almost every one of the electricity supply undertakings at an inclusive charge.
It is also claimed that for town work involving frequent stoppages electricity is a very suitable form of propelling power because of the absence of waste or loss whilst the vehicle it stationary and of the low cost. of chassis upkeep. The annual tax is low and insurance can usually be effected at a particularly low rate because of the absence office risk. 7 Thedriving of an electric vehicle is so simple that an unskilled man will learn it in a very short time, and there is an additional fact of importance in connection with this' use of unskilled labour that the ,regenerative control by which themotors are temporarily convertible with dynamos, thus restoring an appreciable amount of energy to the battery, constitutes a very effective third brake. In the a,Fie of the 41-5-ton chassis, to which we here wish to make. special .reference, the electrical equipment consists of two compound motors, each of from 4 to 12 b.h.p., according to the speed and actual load, seriesyarallel control being empleyed. The motors drive the road wheels through chain gearing, being mounted in the chassis just. to the rear of the battery box. The battery is an Ironclad-Exide of the ',ALT. 10 type, having 40 cells and thus having a voltage of 80, the capacity being 323 amperehours, the starting rate being 54 amperes. The weight of the battery is 1 ton 13 cwt. and of the chassis 2 tons 17 cwt., making a total chassis weight of 4 tons 10 cwt.. Tipping gear adds about another 1 ton to the weight., so that whilst as a lorry, or box-van a loadof 5 tons can be handled, the capacity of
the vehicle as a tipping wren is generally rated at 41 tons.
The control gives three forward speeds and a reverse, the speed on the level, with a full load, being from 6 to 7 miles an hour. The mileage per charge naturally varies according to the nature of the local road conditions, the gradients, road surfaces and so forth, but it is generally found to be from 30 to 45 miles, a full load one way and a return empty being taken as a basis of calculation. Should the vehicle be intended for overseas service or for service spider adverse road conditions it is advisable to employ a larger e battepi,_ With 771 mm. tyres (160 mm. for 720 mm.) on the front and 140 mm. for 720 mm. (twin) on the rear wheels-9 ins. clearance under the battery is given.