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Commercial Motors at the Paris Show.

14th December 1905
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Page 10, 14th December 1905 — Commercial Motors at the Paris Show.
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• The first impression of s‘ilich one is conscious, on paying a visit to the commercial motor section of the Paris Salon, is the numerical increase since December of last year. It was our pleasure to make a close examination of the various machines that were staged in the Serres de la Ville a year ago, at which date we observed rot a few constructional features that were new and of value. One is struck during a visit to the present exhibition by the paucity of interesting points as contrasted \vith mere repetition. It is true that the municipal conservatories on the banks of the Seine, which are situated some 3oo yards from the Grand Palms, contain a much larger aggregate of chassis and complete vehicles than was to be seen at Olympia; but the majority of inws which possess any interest whatever are nut new : they were exhibited in London three weeks ago. in not a few cases exhibits which proved to be attractions at the display so ably organised by the Society of Motor Manufacturers and Traders in this country have simply been taken across the Channel for the edification of our neighbours there. It is not in the pleasure section alone that Paris has been anticipated by London, for there is nothing striking to relate as the result of a close inspectionnothing of sufficient interest to take one back again a second time to Paris.

The majority of exponents had placed in position from three to six different examples of their manufacture. Some of the stands were, during the first three days of the Show, in a slate of great untidiness, and the lack of that smartness which characterised the Olympia Show, even on the opening day, was peculiarly apparent in the Coors la Reine. The proportion of incomplete chassis, with some of the parts obviously improvised and thrown together at the eleventh hour, is larger than usual, and the delusion from which manufacturers appear to suffer, regardingthe efficacy of thick aluminium paint as an antidote for this unprepared ness, is certainly a strange one. M. Gustave Rives, the chief organiser of the Show, is to be congratulated on the improvement he has been able to effect in the ground upon which the heavy vehicles have to be placed, although it is still soft and treacherous in numerous spots. The rare that has been bestowed upon the gangways in the Grand Palms, with a view to keeping down the dust that is inevitably raised by the thousands of visitors who pass CO and fro, might advantageously be extended so as to bring the Serres de la Ville to an equally acceptable state in regard to the solidity of the floor.

The machines which deserve particular mention are less than ten in number. The first of these undoubtedly is the new Panhard and Levassor omnibus chassis, of which a fleet will shortly be introduced into London traffic. This chassis, as will tie gathered from the illustration we give, is substantially built, and is fitted with a four-cylinder 24h.p. engine, haying the cylinders separately cast. Each water jacket, contrary to earlier practice with the Panhard Company, is cast integral with each cylinder. The bore is tomm. and the stroke 14omm., whilst the normal engine speed is only Soo revolutions per minute, although this is capable of acceleration to about 1,15o revolutions. The usual type of Panhard change-speed gear is employed, but a very important departure, for this company, has been made in respect of the transmission behind the gear box : the transverse shaft and chains have been replaced by the longitudinal shaft with a differential cross shaft and internally-toothed rings on the driving wheels. It will be noted how closely the design resembles that of Milnes-Dainder. Wooden radius rods, suitably armoured with light flitch plates, extend from the back axle to brackets placed well forward along each side of the frame, and a cross member Is used to sling the forward end of the di fferential easing. The driving wheels are no less than 44 inches in diameter, and ot exceptionally stout construction. It should be mentioned, too, that this chassis is adequately stayed by transverse members, an important point which appears to have been overlooked by many of the designers.

The avant-train I.atil, the engine and gear of which is carried at the forward end of the frame, the effective drive being communicated through double ball-joints to internal gear rings bolted to the front wheels, is evidently finding many purchasers in France. The makers exhibit no less than five vehicles built on this system, which permits the conversion of horse-drawn plant in certain cases. In order to reduce the body strains, a wire rope is stretched between the front and back axles, and much of the pulling effort is carried by this cable instead of being imposed upon the framework of the body. Motors of 12h.p., iSh.p., and 2011.p. are being employed, the complete price for the avant-train varying from ,...;34o to £440 in Paris. The British agents for this system are Cupelle Motors, Limited, 157, Knightsbridge, London, W.

Eugene l3ril1k shows a series of his well-known vehicles for industrial purposes, including ii large van !.old to Messrs, Holstein, of Paris, and a roomy diligence. There is also a 5-ton lorry and a complete chassis ou the-stand. The novelty in the system is the arrangement by which pinions of different diameters can be introduced on the extremities ot the differential shaft, and the method of altering the centres to enable proper engagement to be secured between the teeth on the.e pinions and the internally-toothed rings bolted to the driving wheels. This is gained by placing the rear end of the radius

rods which carry the differential shaft over adjustable eccentrics on the back axle.

A famous French maker who has only recently launched out in the commercial vehicle branch is M. A. Clement. Ile has one of the largest and most attractive stands in the conk tnercial section. A two-cylinder t2-15h.p. engine is cmployed for delivery van and light lorry work, where the maximum useful load is 3ocwt. One of the vans exhibited has been sold to Messrs. Olibet, biscuit manufacturers, of Paris, and a lorry, lined with a 24-30h.p. engine, has been sold to AL Charley, who handles Mercedes cars in France. A large hotel bus is also shown, fitted with a similar engine. The arrangement of the radius rods on these vehicles is particularly neat, consisting of two pressed steel members brought to a common ball-point support at the forward end, which is carried by a cross member of the frame. The rear

most ends of these radius rods carry the differential shaft, which is placed behind the back axle. All thie,e vehicles are fitted with pneumatic tyres. A Ducommun omnibus, for which the Motorcar Emporium, Limited, holds the British agency, is exhibited, the body bearing the name of the Rapid Road Transit Company, Limited. A small but important constructional feature is the introduction of a protecting ring, carried from the frame on each side, through which the main longitudinal shaft passes, and a safeguard of this kind must certainly save a serious accident in the event of a breakage in this shaft. If the universal joint were to come adrift, or the shaft to fail at any time, the simple device introduced would prevent the broken end from striking the ground and acting as a reversed sprag. This chassis has a special form of differential gearing, which was fully described in our issue of September 14th.

One of the most workmanlike omnibus chassis is that exhibited by Adolph Saurer, of Arbon, this make being known in England as the " S " type of the Motorcar Emporium, Limited. The gear box has been taken out of the frame, and a dynamo is suitably mounted in its place. The engine, from time to time, was started up, and its ability to develop the power claimed for it (3o-32h.p.) demonstrated on a switch board having the necessary recording meters. The unique point in this system is the method of braking by utilising the compression in the cylinder. After throttling the mixture to the lowest point by altering the position of the cams, a further movement of the same lever throws the camshaft through eo degrees, and allows the piston to draw in cold air, which is compressed on each up stroke and discharged into the exhaust pipe instead of being allowed tu expand again in the cylinder. The braking effect so produced is strikingly effective.

De Dion-Bouton, Ltd., has one of the most attractive -stands, and this company's 24h.p. omnibus chassis is the centre of much interest. The length of the longitudinal

shaft, which is a tube of 21in. in external diameter, is ro less than Sit. din, between the bearings, and the brake drum on the countershaft is only win. in diameter, with a 211in. face. The great length of the rods which control the change gear, between the lever by the driver's side and the gear box at the back of the chassis, will probably render it somewhat difficult to keep these in register, especially after wear. The chassis is much lighter than those ordinarily employed for double-deck omnibuses, weighing only 2 tons 2cwe, but the excellent workmanship for which the Puteaux works is so famous does not allow the significance to attach Lo this saving of weight that would apply where there was less experience to guide the designers. :I tube is taken across the back of the chassis and employed to house the rear shackles of the back springs, this serving also as a stay to the frame, whilst another detail not often seen is the emp!oyment of a metallic buffer-plate in front of the radiator. An announcement is prominently displayed on this chassis pointing out that the London General Omnibus Company hes no less than lo8 on order.

One vehie:e which departs from any standard practice is a four-cylinder chassis, designed to carry a useful load of five tons, fitted with a four-wheel bogie as a fore-carriage, the wheels having compensated steering. This is an unnecessary complication, seeing how small a proportion of the weight will fall upon this fore-carriage. The same vehicle has a Lernoine brake fitted to bear on a drum outside the hub of each back wheel (see page 291), an arrangement which is on the Purrev steam wagon and others in the exhibition. Whilst possessing the advantage of rendering the renewal of a brake drum very easy, it follows from this arrangement that the brake is applied at too great a distance from the point of support of the axle arm.

The Renard train exhibited at the Show, which is destined for service in Persia, presents the unusual feature of internal combustion abandoned in favour of steam. This, however, is only to meet the particular specification of the clients who placed the order. Apart from the great frictional losses which must attend a system of road transmission involving what is practically a line of shafting running under the several vehicles of the train, the Renard train, an example of which is illustrated on page 280 of this issue, has no practical interest for England owing to the fact that not more than a single trailer is allowed for voodshaulage, and that no trailer at all may be employed for passenger conveyance services.

Other makers whose exhibits deserve mention are the Dainiler-Motoren-Gesellschaft, of Marienfelde. Only one vehicle is staged by this company, this being a 28h.p. omnibus built to the order of the London Motor Omnibus Co. The body is a special one, with only 25 seats, and it looks as though it had been designed for hire purposes of a private

nature. Messrs. Delnlles'N-e et (layette esese, attractive i-ton.delivery van, with four cylinders, sold to the Epicene St. Aig,nan, the body being finished in pale blue with gilt lettering, and all the fittings being of brass. This machine has a four-cylinder 12-t6h.p. engine, and the price complete in Paris with Michelin pneumatic tyres, gismm. by

tosin.m., is ,4:46o. A lorry of the type which did so well in the August trials is also shown. The F.I.A.T. exhibit was one of the worst offenders, during the first few days of the Show, in respect of dirtiness and bad arrangement. One of the chassis, which had probably been oriven over very bad roads in wet weather, was red with rust throughout. No less than five separate vehicles vere staged on this stand, all being similar to the one which was exhibited at Olympia. The Herald Co. exhibits a four-cylinder omnibus chassis, of exceptional width between the trine members, and devoid of suitable cross-stays.

Renault Ftifres exhibit a two-seated coupe‘, intended for hackney carriage service, but this is fitted only with a single M.o. engine; a lorry (811.p.) and a 1211.1). delivery van are also shown. Mention of this firm posesses very deep inter( St for all British manufacturers at the present momeni,

cause a successful action has just been sustained in the French Courts which grants Messrs. Renault the sole patent rights to the combination of a differential gear with a live back axle. As a result, a writ has already been served on one of the leading British manufacturers, and the 4;nm/emu/a will be awaited with the greatest possible interest.

There is nothing new or striking in connection with the half dozen steam lorries that are on view. These are by makers whose names have been before the public for some years, such as Turgan, Purrey, Chaboche, and Serpollet. The only English name is that of Thornycroft, a seven-ten wagon, built according to this company's system, being shown. It has a 45h.p. engine, and is sold to a big firm of brewers, who have lent it from actual service.

The majority of the vehicles are fitted with long flat springs of more than adequate strength to carry the weight and shocks imposed. An interesting feature in the manufacture of the leaves, and one which is not limited to any particular vehicle, is their rolling with a longitudinal groove extending from one end to the other of each leaf. This takes the place of the ordinary slotting and nibbing, whilst it forms a neater job and is completed in one manufacturing operation. The pad tyres, known as the Le Francais, to which we alludod in our report on the last French commercial motor trials, are clearly gaining in favour, and the number of lorries and omnibuses to which they are fitted is by no means inconsiderable. It will be recollected that these tyres are manufactured by the North British Rubber Company, of Edinburgh, and that they were shown in the gallery at Olympia. The use of cast steel wheels is also on

the increase, but sonic of the patterns in use look more as though they were turned out by some country foundry for use in agricultural work than for the purposes in view.

It is satisfactory to note that one hears confident expressions from Continental makers as to the future which lies before the commercial motor. Not only do they expect a big future, but orders are being given at the present time by shopkeepers and manufacturers in all directions. A large number of the vans exhibited are aiready sold, and there appears to be a fair country demand for motor omnibuses. A spirit of scepticism exists in regard to the Paris General Omnibus Company, owing to the fact that its monopoly does not expire for another five years, and the various vehicles which are performing an experimental service between the Bourse and the Exhibition may or may not result in the placing of orders for the French capital. The makers and their agents admit that there are great differences in the requirements of buyers who come to enquire for commercial motors, as compared with those of the average motorist. Yet one finds, as in England, a brisk trade being done by houses which have confined their operations to the pleasure car until quite recently. All have their eyes directed, longingly, upon the London omnibus companies, and no estimate of the probable demand for these services appears to equal the belief which obtains in Paris to-day as to its magnitude and sustained value. Judging from what we heard a few daes ago, there will be double the number of Continental manufacturers knocking at our doors at the end of 1906 that there are at the present day. This is true, in a lesser degree, in respect of delivery vans; but steam lorry makers need have no fear of effective competition, whilst there are, apparently, no builders of tractors in France : there should be opportunities to sell a large number of 5-ton tractors. The nett result of a visit to Paris is consoling to this extent— Great Britain is still well ahead in the reninl (4 the commercial motor.


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