COMMERCIAL MOTORS AT THE PARIS SHOW.
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Brief Technical Descriptions of the Principal Exhibits.
THE PERTINACITY of man and his ability and readiness to turn from a tussle in which he has beaten his enemy, and to endeavour again to pick up the threads of his interrupted life are instanced in the tickets and some of the other printed matter issued in connection with the Show. The dates borne by these are October 16th to Nth, 1914, the intended date for the fifteenth Salon organized by the French Chambre Syndicale.
With a vanquished enemy sprawling on the ground, the work of preparing the Show has been resumed, but with advanced ideals, with greater experience of methods and metals and. with the appreciation of developments in competition which must have disturbing yet not discouraging influences. The automobile industry, as a whole, is at the moment like a pack of hounds seeking the scent and no one has yet given tongue. Leads in new directions of design are many, but it is hard to say which will carry the motor world to its correct line of development. The American tendencies are not many. The central disposition of gear and brake levers has found much favour among constructors of pleasure cars, because it disposes of the effects of whipping of the frame between the bracket on the side member and the gearbox, but no one can say that position is ideal. It offers ad
vantages from the manufacturing point of view, but it has minor disadvantages. In the case of the pleasure car, where so much of the driving is done on top gear, it matters little whether the gear lever has to be operated by the left or right hand, and there is the advantage of freedom, for ingress and egress on the offside. In the ease of the commercial vehicle gear changes are more frequent and numerous, but few righthanded drivers find any difficulty in training the left arm to the work. The application of the brake is generally as easy *with left as with right arm. The steering of any slow-running vehicle (applying the term to vehicle which normally travel at less than 25 miles per hour) calls for the use of both arms, so here again the position of the levers is a, matter of indifference. Hence, as_ there are no real disadvantages in the central lever position, so far as commercial vehicles are concerned, we shall not be surprised to observe its almost general adoption.
There would seem to be a tendency to better finish and to greater perfection in detail. Lubrication and the means for facilitating it are receiving attention.
Frames are, as one outcome of the experience gained in the use of motor vehicles in the areas behind the front line, being made stronger, either the depth being increased or heavier material being employed. Brakes are, apparently, being increased in diameter, and the disc wheel has materially enlarged its popularity, particularly where the pneumatic tyre is being used.
Large pneumatics appear quite frequently on hotel omnibus chassis and other vehicles carrying tip to three tons. We are only on the fringe of tyre development, for there is much to be done to bring about the rise and employment of the air cushion to insulate the vehicle, its mechanism and its load. Chain drive finds•no new adherents and examples where the differential gear can be locked are few.
The use of wood wheels is much too general to please those who have observed the growing use in this country of the steel wheel. Steel wheels when used on French commercial vehicle chassis are often of the five-spoke variety, and again the effect, is not pleasing to the British eye. British commercial vehicles are not present in any impressive quantities. Fodens are old exhibitors of steam wagons at the Salon and the vehicle they are showing looks determinedly businesslike in its plain flat grey, making a curious and pleasing contrast with the more ornate vehicles in itsi immediate vicinity. The Leyland fire engine, which has suffered great delay between Leyland and Paris owing to the strike, will serve to impress the representatives of the municipalities with British ideas on fire fighting.
The Salon opened on Thursday last and will remain open until and including Sunday the 19th inst.
Henri Crochat.
Two interesting exhibits will be found on this stand, one is a petrol-electric rail locomotive designed to haul 85 tens, and the other is a petrol-electric lorry, specially fitted up with a travelling crane for dealing with barrels or similar loads.
The locomotive has a 20 hp. Aster engine, four-cylindered, with all the cylinders east en bloc and all the valves at one ride. This engine is direct coupled to a large dynamo which in turn drives two motors attached to the two six-wheeled bogies. All the wheels are driven, the connection being by chains.
No radiator is provided, two large water tanks taking its plane. One tank is in the centre of the locomotive under the frame and the other inside towards the rear. The engine and dynamo are mounted well forward.
The locomotive has a perfectly-straight rolled steel frame, which is in turn mounted on the bogies through the medium of spiral springs. A hand wheel in the cab operates block brakes.
The petrol-electric tluree-toriner has a Ballot four-eylinclered, -weenobtoc engine with all the valves on one side; this engine is nominally of 21) h.p. and is situated under the driver's seat. The centrifugal water pump and the magneto are driven by a cross-shaft at the front of the engine. A cush drive is provided between the engine and the 130 ampere 125 volt dynamo. The two driving motors are each of 60 amperes ; they are attached at, the front to a cross-tuge which is suspended at its centre from a frame cross-member. At the rear they are attached to the brackets which hold the differential casing, Between the motors and the differential is a double reduction by spur gearing. The final drive is by roller chain to each rear wheel. Brake drums with internally expanding shoes are situated behind each driving sprocket, the other brake is provided, by the motors themselves and is, of course an electrical one. The frame is of perfectly straight girder steel well braced by strong crossmember's. Cast steel wheels are fitted.
The radiator is &eider and, looks rather like the Solex, but its flattened film tubes run vertically.
The front wheels are dished so that centre point steering is obtained without canting either wheels or axle. A similar method was employed by Austin.
The controller is situated on the dash, and permits the motors to be placed in series cr in parallel; a reverse and electric brake are also provided.
The platform body is equipped with strong steel hoops which carry the gin. . der far a travelling crane. This girder projects over the driver's head and along its length is a rack by which the motor en the crane CALIRER the latter to travel. The crane motor drives the winding drum and travelling gear through two sets of .rmell worm gears.
De Dion Houton.
Two fine models are shown, one a 25 h.p., 3i-ton chassis and the other a 25 h.p. 5-ton van. The chassis has a clean-looking, feur-cylincleeed engine with the cylinders east in pairs, all the valves being at one. side. It has very large water pipes and a Solex radiator. A pinion type oil pump is driven by the camshaft.
The fan, which is of course situated within the radiator, has a fan belt fitted with a sprung jockey pulley. The whole engine is inclined downwards towards the rear.
The clutch is of the dry Feroclo and steel type with two plates, and is operated by toggle levers.
The aluminium gearbox, which is very compact, gives three speeds forward and a reverse, the change-speed lever is mounted direct on an extension of the lid, any tendency to jam owing to frame distortion is thus obviated. No quadrant is employed.
A footbrake of the internal-expanding type operates on a large drum situated close behind the gearbox. A neat adjustment by one set-screw is provided for this brake.
The propeller shaft, whicb is totally enclosed, has two universal. joints. The usual type of Da Dien final drive by articulated shafts and spur pinions meshing with internally-toothed rings bolted to the rear wheels, is employed. The differential casing with its bevel gearing is suspended at the rear to a cross-member by two brackets., at the front it is supported by the propeller shaft tube. The driving 'shaft joints are of the usual square sliding block type. The rear axle is a single tube which is welded into the stub aide, carriers, which also carry the springs. Large externallycontracting band brakes act on the outsides of the final drive gear rings.
A sprag is provided and this is strongly built up with tubes and steel castings, its arms pivot on the stub axle carriers.
The frame is of 6 mm. gauge and has a depth of 178 mm. at its centre; it is inswept at the dash and tapers to each end. The rear springing is particularly good, the springs 'being of exceptional length and strength. Cast steel wheels are employed.
The front axle is a plain steel forging with wide jawed ends. Steering is by worm and complete wheel—a point worthy of notice as it allows for four positions of weer; the tie rod is behind the axle and is provided with pin joints. A remarkably 'short steering rod fitted with ball joints is employed The five-ton model differs chiefly in regard to its engine; this is a four-cylindesert. type with the cylinders oast separately, and in this vehicle also the engine inclines downwards towards the rear. The valves are all located at one side.
The magneto is at the front of the engine and is driven by a erase-shaft. Water circulation is by a large centrifugal pump, and the water piping in this model is somewhat ugly. This machine has much wider springs than the other model, but in other respects, apart from these mentioned, it, is of similar, though stronger, construction to the 4. tonner.
Both of these machines embody wellknown and well tried features, but their advantages and dieedeentages are still debatable points; ceresanly by their use the unsprung weight is much reduced.
Delaunay-Belleville.
This company stage a well-constructed five-ton trailer. The frame is of pressed steel, slightly inewept at the front and tapered down to the dumb-irons. . Towing hooks are provided for the latter, and there is a stout sprung towing hook at, the rear.
The rear axle is a solid drop forging, and on it are motatted twin-tyred wooden Ncheels. The front axle is also a forging with large swivel-axle jaws.
Steering is effected by the drawbar, the latter being connected to a centrally-disposed lever, which operates the swivel axle steering arnie through the medium of two ball-jointed tie-bars. The braking gear is carefully designed, a hand brake acting on internally-expanding shoes situatea in drums of large diameter mounted on the rear wheels.
The example shown is fitted • with a large lorry body and a neat cab with seating for three persons; it is constructed throughout on sound lines, and ispr.:critically a lorry without driving
meee 'sm.
Two massive four-wheel-drive tractors are shown on this stand, also an ordinary type lorry of 18 h.p. to carry three tons. One of the tractors is designed to carry a load of five tens and to haul 25 tons, while the other carries four tons and hauls eight. They are of 60 h.p. and 18 h.p. respectively, and as both are very similar in design a brief description of the larger model will suffice.
The frame is of deep channel-stefl quite straight; hut. tapered to each end. The engine is curionely mounted so that its cylinders protrude into the driver's cab and are mewed by a bounet which is hinged to the 'dash-hoard; it has four cylinders cast in pairs and on it is mounted a lighting dynamo. The petrol is supplied feom a large tank under the driver a seat by an Autovac outfit. A gearbox of massive proportions gives four speeds both forward and reverse. Two differential axles are eine played, each being bevel driven and provided with a double reduction by spur gears. All four wheels steer and consequently universal joints are necessary for the drive to each; very careful attention has been paid to the total enclosing of these joints. Two seta of -brakes are provided—a foot brake operating on a. large drum at the rear of the gearbox and a hand brake which acts simultaneously on all four wheels. The drums-for this latter brake are of very, large dimensions and are cast integral wiih the wheels which, incidentally, are of largeediametere
A windingdram is situated at. the rear and this is driven by a separate .carden shaft from the gearbox. For Steer ing two interconnected gears and drop arms are used. Heavy towing hooks are provided at each end of the machine.
J. H. Exshaw and Co.
This company are well known as the manufacturers of the only steam lorry now produced in France, and an admirable example of their speciality is shown. It is a six-tOnner fitted with an either side tipping body operated by a hydraulic ram.
The whole a the gear is mounted on a perfectly straight rolled steel frame, well proportioned and provided with strong ernes members.
The boiler is mounted immediately behind the driver. It is of almost rectangular shape, and is of the water tube type. Coke can be used as a fuel. The necessary water is carried in a large tank at the rear of the vehicle, slung beneath the frame, and an automatic water lift is provided. The water injection to the boiler is, of course, automatic, and there is therefore no risk of Jetting the boiler run dry. The engine is a twin-cylinder, doubleacting, suspended in the frame at an angle of 40 degrees. It and the differential gear are totally enclosed in one eaeing, which is kept full to a certain height with lubricating oil so that all the working parts are in an oil bath.
The crankehaft has spur pinions at each end, and theee mesh with large gears on continuations ef the differential eas.-ing, the movement of these gears throws oil into channels by which it is led to tho big-ends. The driving shafts from the differential protrude throughthe easing, and are provided with chain sprockets, the final drive being by chain to each rear wheel.
Large diameter, externally-contracting band brakes operated by a pedal act on drums forming part of the chain wheels. The road wheels are all of cast steel and five-spoked, but wooden wheels eaa be fitted if deeired.
The hydraulic lifting gear is of interesting construction; a large rain is situated in the centre line of the vehicle, and the easing is pivoted so that it can swing to either side according to which side it is required to tip the body. To allow for this the body hinge pins are removable. At the left of the cal) is carried a small hydraulic plunger pump, which is operated in a very simple manner by a small steam engine also of the plunger type; the controller for this outfit is conveniently situated on the . driver's platform.
Foden.
A fine 5-ton -chassis is shown, this is constructed in Franca by the al.A.P.A. and is built to exactly the same specificstion as the British model. The machine le of the Usual well-known typo with overhead compound engine. This model has carried; flee tons while drawing fifteen.
Two sliding pinions on the crankshaft give the two speeds, and the final drive is by a long roller chain from a sprocket on the secondary shaft to a large differential gear on the rear axle. This axle is live and one wheel ie keyed to it, the other rims freely on the axle, but is connected to the differential. When necessary the latter wheel can be locked to the axle by pins. Stout adjustable radius rods are provided, but the torque is taken through the springs, which slide on blocks at each end.
The frame is of girder steel 17 cm. deep throughout and inswept at the front, where it is bolted to brackets. riveted to the boiler.
The front axle is centrally pivoted and fitted with the well-known Foden, arrangement of crass-spring and sliding block. A large water tank is slung amidships, flush with the top of the frame. The wooden wheels are shod with rubber tyres. Two brakes are provided, one acting on the flywheel and the other—a large band—acting on a drum of large diameter situated at the left of the rear axle. .
G.M.C.
This American concern show a fine, substantially-built 4-toaner fitted with a Coetinental engine. The latter has lour cylinders cast in pairs with all the valves on one side and has three-point suspension. A eentrifugal water pump and the magneto are driven by the same shaft. A good, solid built-up radiator with cam-iron top and bottom tanks and side brackets and straight gilled tubes is employed.
The frame is of the usual pressed steel type, but a strengthening liner is riveted to the inside of each side member ; this liner extends fram near the fcont of the frame to about half-way along its length.
A compact, cast-iron gearbox gives four speeds forward and a reverse; it has a large inspection cover and embodies one strikingly unusual feature :At the right of the gearbox close to its base is a plate which, when removed, can • be replaced by smother cover :cOntaining, gearing for driving a belt pulley; this pulley may:be used for driving stationary machineay Sudi as a lathe, drilling machine or grindstone, ancl.'should' thus prove useful to the small repairer as a breakdown lorry.'
A very good point in the design is the complete and satisfactory enclosing of the cardan joints; Often these vital points are sadly neglected, but in this 'machine steel covers: are: provided: and ine,a,ne have been takento make these oil, and dust The back axle is a welded steel cons structiort 'into which .a lid, carrying the filial drive and ,differential",,'geriring, is dropped ;' the -driving MAAS: Can "eriiily be withdrawn from the wheels the gearing is ,therefore Very ac'cessible' The
sides o " theaaxle are squared and taper'
down to the spring seats. ' The rear springs are hefty and are fitted with double link shackles, radius rods being provided co that only the
torque is taken through the springs. Steering is of the ordinary worm and segment type with a strong tiebar behind, the axle. The change-speed lever is of the invisible-gate, rocking type.
The rear wheels are wooden and of the usual American pattern which does not appeal to British tastes. It is surprising how few American lorries are provided
with cast-steel wheels which, if properly designed and made of good material, are far niore satisfactO'ry than wood.
Lath!.
A machine which presents many points of interest is the 25h.p. Latil provided with front-wheel drive. The vehicle shown is fitted with an 18-seated char-abanes body.
The frame is of channel steel, inswept and upswept to give the necessary steering lock ; it also tapers to front add, rear. The engine is a four-cylindered monobloc with all the valves at oneeside and enclosed by plates. As isusual with Latil products, the radiator is behind thesengine, and a fan," the centre line of which is above the tops of. the cylinders, is driven by a flat belt from a pulley formed as part of the flywheel. Behind the flywheel is a three-speed and reverse gearbox of ample dimensions, forming a unit with the engine, and, behind this, again, is a foot brake drums of large diameter, fitted with internallyexpanding shoes. The whole unit has three-point suspension, and is inclined in the frame.
The drive from the gearbox is taken to the front wheels through the medium of short shafts provided with articulated joints, and thence through spar reduction gears contained in casings forming one with 'the swivel axles.
The front axle is a nice job, and the swivel axles themselves are jawed to take the axle. Steering is effected in the usual manner, the internal quadrilateral being adopted. The front springs are particularly strong, as is of course, necessary with front-wheel drive, the torque being taken through them. They are link-shackled at the front so that the rear halves of the springs are inaension instead of the front halves being in compression. No radius rods are fitted.
All the wheels are of the pressed-steel. built-up tape, a single disc being riveted to each rim. Single pneumatics, 1,000 mm, by 150anm., are fitted throughout, The rear axle is a plain forging, dropped at each end as close to the wheels as possible' so that the springs and, one
the frame, can be carried very low. The actual ground clearance of the axle is about 10 ins. One advantage of this is that the centre of gravity is brought very low, thus tending to prevent side swaying of the body. A hand brake of the internally-expanding type acts on drums bolted to the rear wheels through the medium of wire cables.
One advantage of front wheel drive is that the unsprung weight is considerably reduced, and important 'parts like the differential are sprung: thus assisting hi the reduction of wear
Peugeot.
On the Peugeot stand, was to be seen a good range of commercial vehicles' including the well-known type 1525, Army-type 4-ton lorry, a magnificent station hotel bus, a Caterpillar tractor, and
a small 10 h.p. delivery van. The Armytype lorry has a four-cylinderfxl engine, 100 mm. bore and 150 mm. stroke, developing 38 h.p. at 1,000 r.p.m., with four-speed gearbox and overhead worm drive rear live axle.
The hotel omnibus is one of the type well-known to visitors on the Continent, forming an excellent advertisement for the hotel as well as being a meat useful atquisition for the travelling public. The model shown is a new type chassis, with worm-drive axle and pneumatic-tyred disc odetaehahle wheels, single front and twin rear, the tyres being 935 mm. by 135 mm. The body is by F. David, of Paris. The contra of gears and brakes is centrally located, and electric dynamo lighting furnishes light for driving and illumination of the body. Provision is made for luggage.,on the roof.
The Caterpillar tractor is for general agricultural purposes and industrial uses, and is of the type actually working last week in the Trials at Senlis.
S.O.M.U.A.
(Societe d'Outillage Itiecanique et d'Usinage d'Artillerie--Usines Bouhey, Earcot and Champigneul) show a Paris bus chassis and a four-ton end-tipping steel refuse cart, both built by the famous Schneider concern to which the S.O.M.U.A. are affiliated.
The omnibus chassis is very similar to 828 those to be seen daily in the Paris streets, and it embodies the striking Sole's circular radiator. The frame side members are of in. rolled channel steel inswept somewhat sharply close to the gearbox, whilst the crass members are huilt up of flat steel. The maximnin width of thedrame is about 5 ft.—wider than is customary in British construction. A channel-steel sub-frame supports the engine and gearbox, and is itself slung by four hangers at the rear and a trunnion bearing atttlie front forming part of the starting handle bracket.
The engine is four-cylindered, all the cylinders being,cast separately; it has a bore and stroke of 105 mm. and 150mm. respectively, giving 35 h.p. at 1,000 r.p.m. All the valves are at one side, and are operated by a single camshaft which, incidentally; is provided with a half-compression device. The magneto and centrifugal water pump are driven direct. from the timing gear and are quite accessible. A noteworthy feature in the construction is that. the base chamber is
held by swing bolts and thumbscrews, so that inspection of the big-ends is a simple matter. The base chamber is provided with two legs at the rear end corresponding in length to the lowest part of the sump, so that the engine remains in a vertical position if placed on a horizontal surface.
The drive is taken through a clutch of the Hele-Shaw type to a three-speed and reverse gearbox, in which the gears are constantly in mesh. Gear changing is effected through the medium Of dog clutches.
Carden joints of standard pattern are provided at each end of the propeller shaft—which is in actuality, a steel tube with solid ends riveted into position. Each joint has a steel casing rendered oil and dustproof by a leather end.
Particular care has been shown in the design of the rear axle. This consists of a drop forging Zf the vertical, banjo type which suppoits the bevel drive and differential easing. Exposed driving shafts at the rear of this axle carry spur pinions meshing with internally-toothed rings bolted to the rear wheels. The final drive is totally enclosed.
The rear wheels on the models Shown are wooden, but this is a temporary measure only, and cast-steel wheels will be fitted as standard.
Springs of surprisingly large dimensions are fitted, those at the rear are very long and 54 ins, wide, link-shackled at the rear end only as neither torque nor thrust rodsare provided for the axle. The front springs are 4,1 ins. wide.
The front axle is a solid square drop forging with very wide pivot pin jaws. Steering is by worm and segment with the drop arm outside the frame and a. very short steering rod. The internal quadrilateral is used and a novel point is the provision of a stout bracket on each stub axle arm into which is screwed a set-screw stop by which the lock in either direction is limited, the stop coming into contact with the axle. An interesting point in the wheels is the fitting of rubber splash guards in the form of thin vertical binds, positioned close to the &lid tyres. They are held. by 4 in. hoops clipped to the rims by short, thick pieces of wire which pass throuz-h holes in the latter, the ends being turned over inside the rims.
' The tipping cart is fitted on the standard omnibus chassis, the only addition to the latter being a wormdriven winding drum by which the tipping is performed; this drum is fitted between the gearbox and the clutch, and is, of course, operated by the engine. The method of tipping is somewhat crude. Two wire ropes are fastened to brackets at the bottom of the body and pass over, pulleys fitted on a pair of channel steel arms which form the rear
supports of the cab; these arms are bent over towards the rear of the vehicle at the top. The ropes are then brought over another pair of pulleys to the winding drum.
Renault.
The Renault tractor with chain tracks is a workmanlike job, having a hauling capacity of 2k tons. The type is largely used for agricultural purposes, a. fourcylindered engine,s20-30 h.p. (95 ram. by 160 mm. bore and stroke) is fitted in front under the bonnet of the usual Renault typo and to carry the radiator, so that the flywheel 'fan can keep the water cool, the former is placed at an angle of about 30 degrees, partly over the engine. This is governed to 1,000 r.p.m.. which corresponds to 1 mile per hoar on first speed, 2 'miles per. hour on second speed, 3 miles per hour on third speed,
miles per hour on fourth speed.
The drive is made by large eprocket wheels on 'either side meshing with roller teeth attached to the flexible endless track's, the weight being borne on four large rollers attached to the frames.
One of the finest van bodies in the show is fitted to a three-ton Renault chassis, and designed for the Calories Lafayette. The lower panels of this body are strikingly striped vertically with alternate light and dark green lines. The Renault has an 18-22 h.p. engine, with the cylinders cast in pairs. The magneto is at the front, and is driven by a cross shaft from the timing gear. All the valves are at one side, and are enclosed by neat covers.
Following the usual. Renault practice, the radiator is behind the eng.ine, and the usual fan flywheel is provided. The gearbox is of substantial dimensions; it gives three speeds forward and a reverse, but has the disadvantage of being provided with a straight-through quadrant change. The propeller shaft has very large universal joints. The back axle is bevel-driven. It consists of a vertical banjo forging, to which the front and hack halves of the differential casing are bolted. The wheels are alt of the builtup, pressed-steel disc type, those at the rear carrying twin. pneumatics, 1,000 mm. by 150 nun., and those at the front single pneumatics of the same dimensions. At the hack the springs are undersfursgs incidentally they are of particularly generous proportions.Two sets of internally-expanding brakes are provided; one acts on a drum of large diameter behind the gearbox and the other—the hand brake —on drums bolted to the rear wheels.
Two models are shown. with coachbuilt delivery van bodies suitable for 30-cwt. and 1-ton loads respectively. In many respects both chassis are similar—as for example a 13-24 h.p. engine (80 mm. by 130 mm. bore and stroke) is used, in both models, and bath have the same type gearbox, giving four speeds and a reverse.
They vary in the details of. front axle and chassis and spring sizes. The total carrying capacities are as follow :—The larger one 2,200 kilos., total weight including body, or about 2 ton 3 cwt., or about 35 cwt. useful load. The smaller of the two is built for 1,400 kilos., total weight (about 28 owt.), with load.capacity of 1,000 kilos., or one ton. Disc detachable wheels are fitted to both chassis, 895 nun. by 135 mm. pneumatic tyres being employed on the larger and 820 mm. by 120 mm. on the smaller. . A double reduction rear axle is an innovation in this make, but this is only used in the 2-ton chassis. The chassis prices resPectively for the 2-ton chassis without tyres are : Larger, 20,000 francs, and 16,000 francs for the smaller.
Saurer.
Two exceedingly well finished chassis are shown by this company. Both are five-tanners, fitted with 35 h.p. engines, but one is chain-driven, and has a winding drum fitted at the rear, whilst the other is bevel-driven. We will take the bevel-driven model first. The frame is channel steel, with parallel side members,
260 nun. deep at the centre and tapering to. front and rear. Four 0,W members are fitted.
The engine is a beautiful piece of work ; its four cylinders are cast en bloc, and, as the control rods are all Jose together, it presents a very clean appearance. A centrifugal governor and the magneto are driven off the same shaft. A good point in the engine design it the provision of large inspection doors in the crankcase.
The flywheel casing and gearbox form one unit with the engine, as also does the forward cardan feint casing. A pressed-steel, leather-lined cane clutch, is provided, and the flywheel extension into which this beds has long tongues eat in it, which are bent inwards slightly, forming springs for easy engagement of the clutch.
At the chief points where adjustments are likely to be required, neat hand wheels are provided—a somewhat unusual -luxury for a• commercial vehicle. The propeller shaft is long and 3 ins, in diameter. The rear axle consists of a cen
• tral casting, to which are bolted two coned steel sleeves carrying the spring hangers and wheels; the whole is of particularly strong construction.. Pivoted to the rear of the axle easing is a sub
stantial sprag. The final drive is by bevels.
• Both sets of brakes act on the same rear wheel drams, and are of the internalexpanding type. Their diameter is very large. The apringing is exceptionally good, the rear springs in particular being long and wide. No torque or radius rods are fitted. The petrol tank is neatly fitted into the scuttle dash and is hardly noticeable.
Wood wheels are fitted throughout.. The front axle is a fine example of the smiths' work ; it is upswept at each end to receive the jawed stub axles, and the spring seats rise some 6 ins, above the straight pant of the axle. Steering B80 is by worm and segment, and the tiebar is behind the axle.
As instancing the refinement of detail on this chassis, the fan spindle bracket is provided for the purpose of belt adjustment, with a 41 in. hand wheel, with. an automatic spring-stud locking device. The cover to the crankcase oil filler is connected through a vertical shaft to the
'Dover to the oil overflow. One movement operates both covers, thus simplify ing the work of replenishment. The same device is employed for the gearbox.
The 35 h.p. chain,-driven five-tonner is also a beautifully designed and finished chassis. It is strikingly different from the live-axle model in many respects,
apart from the final drive. The engine has four cylinders cast in pairs, with valves at each side, the centrifugal water pump is at the left of the cylinders, and the magneto and carburetter at the right. It is a fine job, but has not quite the same clean appearance as the engine of the other model.
The frame is not so creep, being only 8 ins, at its maximum, but is made of heavier gauge material. It has the fault of a practically right-angled insweep, just in front of and also behind the rear springs, but at these points the frame has been heavily strengthened by liners. The frame is also ins wept an inch at the dashboard, and it tapers to the front and rear. The clutch is a leather-lined cone. The withdrawal gear is direct-acting, standard ball races being -employed. As is usual with vehicles equipped for chain drive, the gearbox is situated well back, and contains the countershaft and difrera eatial gear. It gives four forward speeds and a reverse, the selector mechanism being situated some distance away close to the clutch. The gearbox is a clean aluminium casting, the forward end of which rests at one point only on a dropped cross meraber, while the other end is slung at two points from a straight ' cross member.
A universal joint is provided at the rear end of the clutch shaft. At the right of the gearbox, on one of the eproc.a. ket shafts, is situated the powerful foot brake, which is of the external-contracting type. Sliding on splines on the right sprocket is a dog dutch, which meshes, when required, with internal dogs cut in a steel centre piece bolted to the brake drum. This dog clutch locks the . differential, and is operated by a lever. centrally situated close to the dash.
Bolted to the top of the gearbox is a housing supporting a shaft on which there slides a spur gear, which meshes, when required, with a small pinion on the prim-, ary shaft. The power thus obtained in by a shaft to a bevel-driven' winding drum centrally situated on the frame at the rear of the chassis ; there' also is situated a stout towing hook.
The rear axle is a solid forging 41 ins. • deep ; it is provided with very strong aadius rods. The rear brakes are totally enclosed, and operate on the inner faces of the chain wheels. A bevel pinion and segment compensator is employed.
Owing to the unpreparedness of some of the exhibitors at the Paris Salon, we have been compelled to omit from our report a description of certain of the exhibits istaged. We will deal with these in our next issue.