NEW DODGE LU) JRY COACH BEHAVES WELL
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CCOMING straight from a succession of goods-chassis trials to .1 test of a luxury coach, the road-tester, naturally. enough, is apt to be over-impressed by the smooth riding and unobtrusive speed of the latter. His wide experience, 'however, acting like a flywheel, damps out biassing influences, and, thus, he is able to make fair judgment.
Such a contrast is not required to show the excellent qualities of the new Dodge ,coach,. although it was thisMachine -' that -prompted these words. Moreover, whilst employing this method of emphasizing some of
14 the good characteristics of this passenger model, we do not, in any way, belittle the goods vehicles that form the background.
Obviously, a human freight demands, and a low proportion of load to weight permits, soft springs, while a higher power-to-weight ratio is commonly used for a variety of reasons, for passenger work.
This Dodge made its début at the Earls Court Show last November, where it attracted much favourable comment. The chassis was described in our issue dated October 22, 1907. It is standardized with a body by Duple Bodies and Motors, Ltd., The Hyde, London, N.W.9, and thus equipped it was handed over to us for test. . . Accompanying pictures give a fair impression of its pleasing external appearAnce. Internally it is correspondingly well appointed. Luxuriousry comfortable and tastefully decorated, it is a fitting complement to a high-class chassis. Actually, in arranging the seats, full advantage has nrit'been takeri of the available space; another three passengers could be seated without the least cramping.
For our test, ballast was distributed throughout the saloon and further weights were placed in the big luggage locker at the rear. A generous estimate for luggage had been made, each person being accounted as representing 1 cwt. 43 lb.
At Richmond, iiot far from the Dodge works, there is a steep ascent running sharply up the side of Richmond Hill, from the lower road to the upper road, which it joins at the Richmond Park end of the Terrace. This hill is known as Nightingale Lane. We turned the Dodge coach into it, from the low level, with some trepidation, because it has a maximum gradient, just short of the summit, of 1 in 5, and a sharp double bend compels one to approach this steep section slowly.
Second gear was used for the first part of the hill, including the corners, our speed falling from 12 m.p.h. to 10 m.p.h. On reaching the severest portion, first gear was engaged, and in this ratio it was negotiated without difficulty, the minimum speed being about 9 m.p.h.
Reassured by this excellent climb, we then .
reversed the coach until all four wheels were on
the 1-in-5 slope, stopped and restarted forwards. This operation revealed. that the hand brake was amply powerful, and that the clutch and the first gear were entirely suitable for such an arduous task.
Later, we observed an ascent of the much-easier Petersham Hill, rising from the "Dysart Arms" to Richmond Park Gates. Second and third gears were required, the speed varying from :15 m.p.h. to 18 m.p.h.
Notable points among the general impressions we formed during the running incidental to these tests, include the ease with which the vehicle can be handled in narrow streets and congested traffic—to which light steering and controls and an excellent outlook in all directions are contributory factors—the firstclass suspension and the silence and smoothness of the engine. When it is ticking over one can hardly tell whether it is running or not. Mention, also, should be made of the turning circle. On a stretch of centrally divided arterial road, we made a right-about turn, using a gap in the mid-way verge, accomplishing the manbeuvre with feet to spare.
• The brakes are Lockheeds• of the new slotted-shoe type, and the retardation they afford is one of the best combinations of smoothness and efficiency we have encountered. We give,..in the form of graphs, the stopping distances and -times, using the foot and hand brakes respectively. They are certainly notewar-thy and, even niore so, is the absence of jar or jerk even with forcible application. r
Similarly shown are the results of our acceleration tests; Quick pickup is a consequence of the high power-to-weight ratio, whilst flexibility is good and high speed attainable. On One occasion, under favourable conditions, we had the .speedometer needle round to 55 m.p.h., but the instrument was found to be reading 7 per cent. high. All other figures contained in this 'report have been corrected appropriately.
Petrol consumption was measured over a 44-mile journey from Kew to Guildford and back, traversed at an average running speed of 23 m.p.h. The true return obtained was 11 m.p.g.
All the way there was considerable traffic on the road, whilst in Richmond and Kingston it was especially thick. Furthermore, the route is a hilly one, although little need arose, on that account, for the indirect drives.
As a matter of interest, in this connection, we refrained from changing down from top gear during the long upward drag at the outset, to the top of Richmond Hill. Through being baulked, we were forced to let our speed drop to below 10 m.p.h., but although the needle was steadily falling and the throttle well open, no pinking or snatching was apparent.
On Esher Hill we had a clear run and completed the ascent at 27-28 m.p.h. The subsequent climbs, along the Portsmouth road, the Dodge " took in its stride," until reaching that on the far side of Cobham, for which third gear was used.
On the return run, the corresponding hill, that is the climb from Wisley Common, was negotiated in " top " at 20 as was the ascent to Esher. Finally, there was Petersham Hill—the only gradient calling for the second ratio. The return of 11 m.p.g. may be regarded as satisfactory ; it is not markedly different from an average figure for goods vehicles of the same gross weight, and agrees with an analysis we made of passengervehicle characteristics about two years ago.
The fact that it is not superior, which might be thought to show a lack of progress since that time, corroborates a view, commonly held, that operators of coaches are more concerned with performance, luxurious saloon equipment and handsome appearance than they are with fuel consumption.
These desirable attributes they will certainly find in this Duplebodied Dodge, moreover, its chassis make up and the quality of workmanship throughout the vehicle appear to be such as to ensure reliable and lasting service.
In addition, from the driver's point of view, there is little left to be desired, both comfort and driving ease having received a full measure of attention.