A NEW RANGE OF FRENCH CHASSIS.
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Particulars of the Latest Products of the Renault Co. which are Now Available in this Country.
TIT5RING a visit which we paid to wards the end of last year to the famous Renault works, near Paris, we saw three Renault chassis of new types, which had been designed with particular classes of work in vew, as distinct from what may be termed the all-round chassis which, whilst it can deal with many classes of work, may not be ideal for each.
The first of these chassis was the 37-cwt. 14-45 h.p., designed for town delivery work, for which a moderate speed is sufficient.
The engine dimensions of this model are 75 ram. bare and 120 mm. stroke, and the rear suspension is by transverse springs arranged in halves at the rear.
Next was a model to carry practically the same load, but designed for longdistance transport at higher speeds, for which purpose it is equipped with a larger engine of 17.9 R.A.C. rating, having an 85 mm. boreand a 140 mm. stroke. This chassis replaced the 15 h.p. M.Y. model, although it does not differ much from that except • that it is not equipped with a servo brake, as this was considered unnecessary for a comparatively light vehicle. The rear springing is the same ai that employed on the slower-speed model, which is known as the P.R., whilst that we are now describing is the P33.
In the third chassis which we examined, and which is known as the P.D., the pay load is increased to 24 tons, but a smaller power unit of 14 h.p. by R.A.C. rating is employed, and to permit this to be done the ratio of the final-drive gearing is considerably reduced, giving 171 m.p.h. on top gear at 2,000 r.p.m., against the 27 m.p.h. at 1,680 .r.p.m. of the P.R. type.
Thesechassis are now being marketed in England by Renault, Ltd., Seagrave Road, West Brompton, London, S.W.6, but a fourth has been added, this being the type P.H. 24-ton low-level chassis, with an engine of 24.8 h.p.
Modifications have also been made in two of the light van chassis, the 5 cwt. and the 10 cwt., which now become the 7 cwt. and 12 cwt., being of practically the same design except for what is termed by the company "series improvements." The 1-tonner has also developed into a 24-cwt. type, which is equipped with 835 mm. by 135 mm. pneumatic tyres, in lieu of the 820 mm. by 120 ram. on the former model. As the chief modifications are in the P.R. and P.H. types we will confine our more detailed notes to these. ' • The P.R. type is of extreme simplicity and clean construction. To provide a long loading space the radiator is carried slightly forward, so that the engine is partially shielded by it. The unit is a inomobloc with a detachable head and side-by-side valves. There is a cross-drive at the front to the magneto, and a dynamotor is mounted at the frontJ end of the crankshaft.
The drive is taken through an inverted cone clutch faced with leather, a smooth take-up being ensured by the provision of a spring-tongued metal clutch ring in the flywheel. There is a rubbercushioned drive device behind the clutch, but only one universal joint in the whole chassis, this being contained within the gearbox torque ball, as the gearbox is mounted at the forward end of the torque tube, which is long and ends in a vertically split axle casing into which the axle tubes are driven and riveted.
Four forward speeds are provided and the final drive is by spiral gearing. A speedometer is driven from the rear end of the layshaft. No gate is provided for the central change-speed lever, which is of the rocking type with the lower portion extended to mesh with any one of three selector-rod forks. The ball handle is lifted to free the reverse catch.
Four-wheel brakes are provided and these are totally enclosed. They are operated by cable, and a ball-jointed wbipple-tree compensator acting on the individual front brakes and between these and the rear brakes is positioned neatly just below the pedal gear.
The wheelbase is 11 ft. 9 ins.; overall Length, 16 ft. 2 ins. ; chassis weight, approximately 30 cwt. The tyres are 33-in. by 5-in, singles at the front and 34-in. by 7-in, singles at the mar.
The P.H. type chassis is specially suitable for coaches and buses. It is far more elaborately equipped than the model just described, and has a 24.8 h.p. engine, a centrifugal oil purifier, totally enclosed governor gear and H.T. magneto with automatic advance. An unusual form of friction-type vibration damper is also fitted to each side of the front axle. The engine in this case, however, is not provided with a detachable head. The clutch is an inverted leather-faced cone, which exerts no thrust on the crankshaft, and the gearbox is mounted at the front of the torque tube, as in the other model.
For its bigger load capacity of 2i tons and its higher speeds it has been thought necessary to provide the well-known Renault servo brake gear, which acts just as well in reverse as when the vehicle is travelling in the forward direction.
To give the low frame level the semielliptic springs are underslung and the frame side-members arched over the rear axle. It should also be noted that the front axle is advanced on its springs, which provides an increased damping effect and may have some influence upon
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the resistance to the stresses due to front-wheel braking.
This model is equipped with 36-in. by 6-in. ,Dunlop straight-sided tyres throughout, twins being fitted at the rear.
At the works of Hall, Lewis and Co., Ltd., we recently inspected a Renault 3i-ton M.V. chassis which has just been equipped with a handsome coach body to seat 32 people, entrance being afforded by a separate door to each row of seats with the exception of the penul timate row, access to which is gained through the rearmost door, the row being cut short to leave a small gangway.
This type of coach has been specially built for the man with slender means who wishes to carry the largest number of persons possible. Consequently, the room between the rows of seats is a little restricted, but the seats themselves are quite comfortable and the vehicle is a first-class job. Although not, strictly speaking, of the all-weather type, in practice it is almost so, as it is equipped with non-inflammable detachable side curtains with metal frames, which are socketed into the body sides and stand up securely ; when not required they can be stowed away in a box. • The particular vehicle we illustrate was finished in cream and scarlet and is certainly most attractive. It has a 24.8 h.p. engine, and the complete vehicle is priced at £1,160.
The Renault Co. is having built at the Hall, Lewis works a very smart singledeck bus on the Renault six-wheeler, which is of the same type as that now employed for transport in the Saharan desert.
As an example of the progress which has been made in this country, it may be mentioned that the figures for the commercial-vehicle trade show an increase of 100 per cent. over those for last year, whilst on the private-car side the increase has been 300 per cent.