James & Browne, Ltd,
Page 25
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Exhibit:—Four 25h-p. 3-ton Vans.
This company, whose output is marketed by the Lacre Company as the " J. and B. Lacre," is showing an entirely new chassis with a two-cylinder vertical engine with cylinders 6 inches diameter in the bore and with a piston strokeof 5 inches. The engine develops 25h.p. at 900r.p.m. It has forced-feed lubrication, by a patent pump lubricator which is driven by gear from the engine, and the feed to the different points of lubrication can be adjusted very easily, although there are no valves, needle or otherwise, as in other systems, where adjustment is provided. The induction and exhaust valves are all mechanically operated, and can be removed by loosening a single nut. They are both at the same side of the engine. The valve-tappets are large and adjustable. The tops of the cylinders are fitted with saucer-like caps which, being made extremely thin, offer an excellent safety-valve in case of the water in the jackets becoming frozen ; they are the weakest part of the water service and, consequently, are the first parts to break when subjected to great pressure. We understand that the company has never had to supply a new cylinder to replace on-e which has been cracked by frost, although it has supplied a number of " saucers " to replace these parts broken by the same cause. The crankshaft is hollow, for the purpose of lubricating the big-ends of the connecting-rods. The crankshaft has very tong bearings between, and at each side of, the cylinders; all the halftime gears, together with the governor, is enclosed and runs in oil. The governor is so designed and inter-connected with the hand-control lever on the steering wheel, that the speed of the engine may be varied at will, but the engine cannot "hunt."
The starting handle is the subject of a patent, and the operation of pushing it into mesh with the crankshaft not only retards the ignition, but, at the same time, brings half-compression cams into operation, thus ensuring that there shall be no back-firing. The lowtension magneto can be removed from the engine by simply loosening a single wing-nut, and it is driven from the governor shaft through a dog clutch ; this clutch can only be assembled in one way, thus doing away with the possibilities of upsetting the timing. The make-and-break gear is operated from a vertical shaft between the cylinders; at the top end there is a cam which, in turn, trips either one or other of the two trip levers. Both these levers are returned to their normal position by the same spring. The whole arrangement of engine has the fewest possible number of parts, and presents a clean and uncomplicated appearance. The timing has only two positions ; one for starting, and one for normal running.
The radiator is of the gilled-tube type, and is protected by the metal tram-type dash, or screen, which in itself is a somewhat novel feature, as,
by the removal of a bolt, it can be hinged forward, giving clear access to the engine. The engine is covered by a small bonnet, and the foot-board being a wide one the driver sits at the side of the bonnet. Although the foot-board is very wide, ample steering lock is secured, and the vehicle is able to turn in a comparatively small circle. The whole object of the arrangement of engine and driver's seat (which also hinges) is to make as short a vehicle as possible. It is designed for a 3-ton load, and its wheel-base is only 9 feet 6 inches. The ratio of platform length to " bonnet " length being very large. The clutch 's of the James and Browne metal-tonetal cone type, and its position is ren
iered very accessible by reason of the driver's hinged seat. An improved form of spring drive is fitted to transmit the power from the clutch to the gear-box : this is, also, the subject of a patent, and the details of which we are unable to give at the present time. We can, however, state that it gives three speeds, of 9, and 12 miles an hour ; the gears are always In mesh, and direct drive on top speed with all gears idle. Hothnann baa bearings are fitted.
Two sets of powerful brakes are fitted in such a manner that all adjustments may be made by hand without the aid of spanners or tools of any kind, and another good point is that the varying conditions of load do not affect the grip or adjustment of the road-wheel brakes. Steering gear is by a diagonal shaft with worm and quadrant. The axles are of double-channel section, Butler's patent as made by The Kirkstall Forge Company (Stand No. 89). The frame is of channel steel, with flanges turned inwards, and the whole chassis is mounted over the axles on semi-elliptic springs of generous proportions: the leading springs are 3 feet 6 inches long, and the rear springs 4 feet long. Both leading and rear springs are 3 inches wide, The wheels are 34 inches in diameter, and fitted with De Nevers tires; these are single to the leaders, and twin tires for the drivers. This chassis is to be known as the "J. and B. Lacre 3-ton chassis," and the object of its designers has been to produce a substantially-built chassis of simple construction, being as short as possible, and to make the driver (on whom so much of its success depends) as comfortable as possible.
Unfortunately for the visitor to. the show, no chassis is exhibited, and, consequently, the many good points are not apparent at first sight. The exhibit comprises four vehicles, of which one is a covered van for Messrs. J. Shoolbred and Company, and a brewer's dray for Messrs. Seabrook and Company, Grays, Essex, who already possess a 2-ton vehicle by the same makers, but an earlier model.