Exclusive Test of the New Daimler Transmission
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IN our issue dated October 7th we described the new Daimler transmission system, consisting of the Fluid Flywheel and epicyclic gearbox, which is to be applied to Daimler vehicles for experimental service in the hands of the London General Omnibus Co., Ltd. We have now had an opportunity for trying a double-deck Daimler bus equipped svitk
this transmission system. The trial run took the form of a journey from Coventry to London, somewhat over 90 miles. The vehicle, in addition to the driver, carried four persons, three officials of the Daimler company and the representative of The Commercial Motor, being the only Pressman carried.
• These who know the present state of the Coventry-London road will appreciate the number of obstructions which has to be encountered, and it is no uncommon thing to have to change gear several times in each mile in the sections in which road repairs are being carried out. It will be realized, therefore, that the Daimler transmission
system was used in exactly the same way as it would be in a more heavily trafficked area.
Normally, the cruising speed on the open road was 32 m.p.h., although, of course, the vehicle is capable of considerably more.
As a result of this trial it is obvious that bus passengers, drivers and operators will, in the near future, experience something entirely new in road trans
port. Starting from rest is accomplished, after the engagement of the gear, merely by accelerating the engine, and as no power unit can jump from idling speed to, say, COO r.p.m., instantaneously, the get-away is bound to be smooth, however heavy-footed may be the driver.
During the run we occupied seats in various positions on both decks. In the lower saloon one could see the driver move the pre-selector lever and then engage gear by depression of the left-hand pedal. The only evidence that a gearchange had been maft, to one seated on the lower deck, were the driver's movements and the change in the exhaust note. On the upper deck, when the -windows were closed and the exhaust note subdued, it was extremely difficult to hear whether the engine was revving fast or slow, and the exact gear in use was an uncertainty, even to an expert. In other words the indirect gears are as quiet .as the direct drive. Gear-changing is simplicity itself, and no amount of harsh footwork can be transmitted to the passengers.
Acceleration is greatly facilitated by this gearbox coupled with the Fluid Flywheel. From rest to 30 m.p.h. occupied 20.2 secs., using all four gears. Although the vehicle was lightly laden it will be agreed that this rate of acceleration is extremely creditable. The gear changes were effected at 4 m.p.h.' 8 m.p.h. and 19 m.p.h., so that the enzine was never speeded up excessively.
his system is ideal for traffic work because it relieves the driver of practically all mental effort in connection with gear-changing, and it is bound to react favourably upon operating costs because the engine and rear axle are eased in their work owing to the absence of harshness. The Fluid Flywheel incorporates only two moving parts, neither of which is subject to wear, so that long life and efficiency are guaranteed.