MAKERS LEAD THE
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Says L. J. COTTON, M.1.R.T.E.
Who, having Visited the Commercial Motor Show and the Paris Salon, is Able to Compare British Design with that of Continental and American Manufacturers, and Finds that Home Vehicles are Supreme
ON Tuesday of last week I was at the Commercial Motor Show. Less than 24 hours later I was watching vehicles arrive at the Paris Salon, and for the next three days I was able, while the impressions of Earls Court Were still fresh in my mind, to compare British, Continental and American standards of design and production. On reflection, I have no hesitation in saying that the British commercial-vehicle industry has little to fear from foreign competition, provided that prices and delivery dates are reasonable and that aftersales service is efficient.
It would be foolish, as well as untrue, to claim that manufacturers in this country hold a monopoly of all that is best in motor engineering. Good ideas are to be found in foreign makes, and there are certain details of Continental design that should interest the British Manufacturer and user.
The main hall of the Salon was reserved for the exhibition of cars and commercial vehicles, and the high finish of the cars frequently overshadowed the more austere chassis of a bus or goods vehicle shown alongside. With the exception of some of the heavier commercial chassis, practically all the goods vehicles were exhibited with a production finish.
The American commercial vehicles were of stereotype pattern and compare unfavourably, in the intrinsic details of design, with their British counterparts'. Their prices might appear to be more favourable, but, when compared with the Austin, Maudslay and AvelingBarford vehicles which were displayed in Paris, it was apparent that British models were superior in workmanship and would stand up to continuous heavy service for much longer periods.
During my tour I made a mental comparison between 56 the design of British and Continental vehicles. There is a trend towards fitting overhead-valve petrol engines in the lighter range of vehicles, the latest Renault and Citroen models employing overhead-valve power units in vehicles under 1-ton payload capacity and affording a high power output per litre.
Formerly shown as a private car, the Renault 760 c.c. model has been adapted as a van and has a 4-cwt. payload capacity. The engine is integral with the rear axle and gearbox, and with a bore of 55 mm. and 80 mm. stroke it develops 19 b.h.p. at 4,000 r.p.m. The latest Citroen 15-cwt. and 1-ton models are fitted with a fourcylindered unit of 78 mm. bore and 100 mm. stroke, which develops 50 b.h.p. at 3,800 r.p.m. The capacity of this engine is 1.9 litres.
As the 2.4-litre side-valve engine fitted to the previous Citroen 1-ton van developed 46 b.h.p., it is to be assumed that the tendency to employ overhead-valve enginei will continue. The overhead-valve unit shows a marked decrease in fuel consumption, which is equal to 25 m.p.g., as compared with 20 m.p.g. for the side-valve engine.
Complete accessibility for maintenance is afforded by ' the engine position of the Renault 4 cwt. model. The power unit, secured to the rear-axle casing, drives through the axle to the gearbox. This small van has many interesting details, one of the foremost being the four-wheel independent-suspension system. Coil springs are employed on all four wheels, and are assisted by double-acting hydraulic shock absorbers and torsion bars. There is a double wishbone linkage for each front wheel. The steering track rod is built up of three sections, The main centre section, which is linked to the steering box, is connected to the two swivel actuating
rods through universal joints. All the joints are protected by flexible gaiters.
This model has an unladen weight of 10 cwt. and a payload space of 60 cubic ft. Its fuel consumption, when fully laden, is claimed to be at the rate of 45 m.p.g. on straight running. It employs an hydraulic braking system and, with a wheelbase of 6 ft. 10-ins., has a useful turning circle of 27 ft.
A marked degree of weight-saving is shown in the design of the Citroen 15-cwt and 20-cwt. models, which are based on a common chassis and incorporate frontwheel drive. The same size of body is used for both ‘ehicles and it is constructed integrally with the chassis. Light-gauge steel, corrugated for rigidity, is used in the three-way-loading body, the upper section of the sides being of canvas. These two • vehicles have independent suspension for all four wheels, together with hydraulic shock absorbers and torsion bars The unladen weight of both models is approximately 25 cwt. and their payload space is 260 cubic ft. The only difference between them is in the suspension.
They are of austerity pattern and employ straighttoothed gearboxes. Most of the other vehicles of under1-ton capacity have three-speed gearboxes, with synchromesh arrangement for the two upper ratios. A straight, hydraulic braking system is common to all vehicles of this class.
A four-cylindered side-valve petrol engine of approximately 2-litre capacity was fitted to most models of the 2-3-ton class. Judging by the vehicles exhibited at Earls Court, the Continental machines show to disadvantage in design. In most cases the hand brake is connected to a friction member in the transmission system, and the unladen weights are much higher than those of British vehicles. Four-speed gearboxes are used in this range, with synchromesh gears for the two upper ratios.
It was noticeable that vehicles of 4-ton capacity and upwards were fitted with oil engines. Fabric universal couplings were still to be seen on many chassis, together with hand brakes operating on the transmission system. Auxiliary springing of the rear axle and compressed-air
braking systems were common to most vehicles above 4-ton payload capacity.
In the medium and heavy range of Continental vehicles there are certain details of design worthy of attention by home manufacturers. The Berliet normalcontrol 5-tonner set the standard for its class at the Paris Salon. Fitted with a 5.7-litre direct-injection oil engine, it weighs 3/ tons as a bare chassis. All the Berliet vehicles were notable for their heavy design, and the goods vehicles had recirculatory ball steering (manufactured under English licence), spiral-bevel ,doublereduction final-drive units and fabricated rear axles. The spur gears of the final-drive unit are approximately 3/ ins wide.
The Berliet 5-ton model has a four-speed gearbox, the top gear being direct drive. With the engine governed at 1,800 r.p.m., this affords a maximum road speed of 36 m.p.h. and when fully loaded the vehicle is claimed to cover 13 m.p.g. This consumption is heavy when compared with that of British models of similar payload and engine capacity. The steering-column shaft is connected to the steering box through a universal coupling. This absorbs, to a degree, shock loading at the steering wheel. To exclude water or dirt, the steering ball joints are covered with metal gaiters.
Front-wheel-drive 5-tonner
An exceptional vehicle in the 5-ton class is the Laborier front-wheel-drive model, which is powered by a four-cylindered 61-1itre oil engine with an output of 80 b.h.p at 1,900 r.p.m. With a simple load-carrying axle at the rear, the frame is constructed to afford a body-loading height of 2 ft. 1 in. The hydraulic-servo braking system is connected to two separate operating units, each actuating the brakes on one axle. A novelQ is the enclosed chain drive between the gearbox aria final-drive unit. The Laborier has a maximum speed of 40 m.p.h.
In the 6-6i-ton range, the Lath l 6i-tonner comparos closely with British vehicles for performance and weight. It is powered by a four-cylindered 51-1itre directinjection oil engine which, governed to 1,850 r.p.m., affords a maximum road speed of 38 m.p.h. A five-speed gearbox is used, top gear being direct drive. Bare weight of this chassis is slightly over 3 tons and the fuel-consumption rate, when fully laden, is claimed to be in the region of 16-18 m.p.g..
Separate Braking System for Each Axle
This model has independent braking arrangements for the front and rear axles, a straight compressed-air system being employed. The pedal is connected to two operating cylinders, one actuating the brakes on the front axle and the second taking effect on the rear wheels. An air reservoir of 11 cubic ft. capacity is employed.
With the exception of the Saurer, all other 7-ton vehicles were fitted with four-cylindered power units. Engine capacity in this range varied from 7.2 litres to 8.3 litres, the largest unit, a direct-injection engine, having a maximum power output of 85 b.h.p. at 1,600 r.p.m., its governed speed. Generally, the output per litre of the average Continental oil engine shows to distinct disadvantage when compared with its British counterpart. The Unladen weight of the Saurer, Renault and Berliet 7-ton chassis is between 31 and 47 tons.
This weight is somewhat greater than that of the mass-produced British vehicle, and most of the extra metal is to be found in the transmission and suspension systems. The Saurer, a forward-control model, has an X-bracing fitted into the frame immediately behind the gearbox. It incorporates a combined compressed-air and hydraulic braking system and has a five-speed gearbox. Although the maximum speed of the Saurer is 54 m.p.h., the other models of this class range in maximum speed between 33 and 35 m.p.h:, and the fuel-consumption rate is 9-10 m.p.g.
Among the heavy vehicles, the Somua forwardcontrol twoand three-axle machines were outstandint for their clean design. The frame side and crossmembers, all of channel section, are welded together as a unit, and the six-cylindered engine employed is an excellent example of clean appearance. This 8.6-litre engine, which incorporates the Lanova system of injection, has a high power output for its capacity, developing 1/10 b.h.p. at 2,000 r.p.m. The two models are designed for bus or lorry duty.
The two-axle model has a payload capacity of 10-11 tons, whilst the larger vehicle can carry up to 16 tons. The initial cost of the goods model must be high, because of the refinements in chassis design, including the use of a torsion bar and shock absorbers in the suspension system, a five-speed overdrive gearbox, double-reduction final-drive unit and an additional hand-brake lever, which is interconnected with the pneumatic-hydraulic braking system.
Assistance for Hand Brake
The two Westinghouse-Lockheed operating cylinders are connected independently to the front and rear axles. The normal hand lever is linked mechanically to a transmission brake, whilst the second lever is connected to the power-operating cylinders. The assisted handbrake system is not uncommon in the heavier range of Continental vehicles.
Although so well equipped, the Somua is constructed to• conserve weight. The two-axle chassis, with cab,
weighs only 41 tons. The 16-ton, three-axle model equipped with cab weighs 54 tons.
Of much heavier design, the Berliet 10-ton, fourwheeled goods vehicle weighs 6i, tons as a bare chassis, and it has a permissible operating weight of 19 tons. It is powered by a six-cylindered 10.9-litre engine, it has a main and auxiliary gearbox neatly combined, affording eight forward speeds. The practice of combining the two gearboxes is common on the Continent. but frequently the selector rods are long, open to extraneous dirt and are liable to damage.
Continental manufacturers, in many cases, could learn a lot from the frame design of the British E.R.F. vehicle. Some of the Paris models had very narrow frames, one vehicle in particular, an 8-ft.-wide model, having a frame width of 274 ins, between the gearbox position and rear cross-member.
Progressive Springing The Rochet-Schneider three-axle 15-ton.ner retains a fabric coupling in the transmission line, and the rear axle is a trailing unit. This vehicle is fitted with a 9.3-litre oil engine, but it is understood that a new power unit will be forthcoming immediately after the Show. A feature of this chassis is the progressive-action springing of the two rear axles, auxiliary springs being fitter) in addition to the normal load-carrying springs.
Willeme vehicles were notable for their superior finish and their size. On a six-wheeled 15-tonner the bogie movement was illustrated by raising the centre , axle on 1-ft.-high wood blocks. This vehicle was equipped with an eight-cylindered 18-litre oil engine, which develops 200-225 b.h.p. at 1,600 r.p.m. The engine has a remarkably clean appearance, which would meet with the approval of any engine designer.
Shown fitted to a Panhard and a Ford chassis, the Thornton drive unit made its first appearance on the Continent at the Paris Salon. It is rather heavy and is R9
unlikely to be fitted to vehicles operating in this country It compensates file tractive effort to both rear axles under all conditions of loading, and incorporates a double-reduction drive to both axles, each of which has an Eaton two-speed arrangement.
In addition to the advantages claimed for its traction, the Thornton drive is said to give marked economy in fuel consumption. A consumption equivalent to II m.p.g. is claimed for the Panhard-Thornton chassis, which has a payload capacity of 9-10 tons; the combined chassis and body weight is slightly over 6 tons.
With the exception of the Maudslay Regal In passenger chassis, there was no other example of the grouped-nipple or automatic lubrication system to be seen. The Maudslay chassis, with a Fluid Flywheel and preselective gearbox, was one of the major attractions of the Show. The chassis, powered by the A.E.C. 9.6-litre oil engine, is equipped with a compressed-air braking system and pneumatically operated bus bar in the gearbox.
A Worthy British Representative The Maudslay.Marathon III, with a Duple body, was shown in the body section of the Salon. A right-handdrive version of this vehicle was on view at Earls Court.
The Berliet tractor is a good representative of the 12-ton tractor-semi-trailer range, and has a 7.2-litre oil engine. This model has recirculatory ball steering, compressed-air braking, four-speed gearbox and doublereduction rear axle. A Latil I4-ton tractor equipped with the maker's new 80 b.h.p. oil engine was the largest of its kind exhibited.
The new Latil agricultural tractor should have made a debut at the Salon, but it had not arrived on the stand three days after the Show had opened. Its specification indicates that it will be fitted with the Latil four cylindered 65 b.h.p. oil engine and a four-speed and auxiliary gearbox, which will provide eight forward and two reverse speeds. The clutch arrangement is described as unique," but no further particulars are given of the transmission. Hydraulic shock absorbers are fitted to assist the springs and a compressed-air braking system operates on all four wheels. Like the Aveling-Barford, it has dual-control mechanism and can be driven in either direction without need for turning the tractor.
As the only industrial exhibit in the Grand Palais, the Aveling-Barford dumper attracted considerable attention. In the absence of the Latil tractor, the machine's twin steering wheels aroused much interest from the onlookers. , • The Austin A40 utility, which was shown with a 2-ton open-sided lorry, was a fine example of clean exterior design and overshadowed other vehicles of a similar capacity There were no examples of heavy goods or passenger vehicles fitted with central or rear-mounted engines among the chassis exhibits, but a De Dion Bouton rear engine unit, complete with gearbox and final drive, was shown fitted into a sub-frame. This unit was available for use in a normal chassis or in a vehicle of te10
monocoque design, and the axle-driving shafts were arranged for an independent rear-suspension system. A Hercules six-cylindered horizontal oil engine was also displayed as a separate unit.
Complete passenger and goods vehicles were accommodated in annexes apart from the Grand Palais. The striking appearance and luxurious fittings of some of the long-distance coaches suggested that British bodybuilders who wish to compete in overseas markets must forget home austerity standards—as, indeed, they did in building some of the bodies exhibited at Earls Court.
Nearly all the coaches were fitted with curved glass corner and roof panels, providing excellent visibility for the driver and passengers. Interior heating and ventilation systems were common and radio sets frequently fitted as standard equipment. Individual seats with adjustable backs were seen in the more expensive models, and de-frosters were installed on windscreens.
The town buses were austere in interior comfort and furnishing, and the British designer is, without doubt, far ahead of his Continental counterpart. In these vehicles it was not uncommon to find a substitute leather covering on the seats and unpainted composite boards for the interior panelling. One local-service vehicle, with a forward-entrance pay-as-you-enter body, had only an 11-in, gangway for the passenger, between the front wheel-arch and the engine cowling.
Jointless panels were fitted to nearly all the buses and coaches, but this may not always be desirable, because of the tendency for drumming to occur should there be insufficient support behind the 'panel I slammed the cab door on one of these vehicles and the vibration ran along the whole body side.
The Italian Viberti coach shown is a model of luxury, and is equipped with a refrigerator, at the rear of the chassis, to control the temperature of the saloon.
There was only one battery-electric vehicle at the Salon. This was a Sovel 21-ton model with the traction motor overhung from the rear axle. The British batteryelectric van is far ahead of the Continental types in design, construction and performance. Although the Sovel has a range of 35-50 miles and a speed of 15-17 m.p.h., its batteries are far larger than those of British modes With the motor attached direct to the axle, the transmission losses are reduced, but the overhung weight of the motor must put the suspension out of balance.
The motor employed is a 15 h.p. unit. A series-parallel electrical circuit is used, and the controller is hand operated whereas, of course, foot-operated controllers are now incorporated in British vehicles. Batteries of 48-cell pattern, 300 or 450-amp.hr, capacity at the 5-hr rating, are carried amidships in the chassis.
Complete goods and public-works vehicles were shown on a separate open park about half a mile away from the main section of the exhibition. Here the most impressive exhibits were the large Willeme models, the 10-ton tractor being shown attached to a Dole trailer with a 20-ton load of timber. The 20-ton six-wheeled model appeared with a 17-cubic-yd. end-tipping body, the tipping gear comprising. a twin-ram three-stage arrangement. A second 15-ton model was equipped with a fuel-tanker body of 4,400-gallon capacity.
A large number of tractor units was shown with semitrailers. These revealed a lack of appreciation of the need for making the most of loading space. Most of the articulated units had a gap of 6 to 10 ft. between the rear of the cab and the body. Another noticeable point was the crude provision made on some units to connect the braking system between the tractor and semi-trailer. In certain cases there were three coils of air hose, suspended by a jib from the body, which were joined to the tractor brake line by screw connection. Those units equipped with bayonetcap brake attachments NCre regarded as novelties.
A large-capacity cattle-truck body was shown fitted to a Somua 10-ton chassis. This exhibit was impressive for its size and finish. The cab, without being unsightly, had well-curved lines, and the two windscreen panels, almost 3 ft. deep, were carried down below radiator-top level. The woodslatted body and light-metal roof were painted to tone with the metalwork of the cab. A metal skirt to the body concealed the chassis frame and accessories.
Small town buses were displayed in this section, most of them being one-man-operated vehicles with power door gear.. The interior furnishing was usually austere and would compare unfavourably with that of 26to 30seater buses in this country.
There was only one municipal vehicle on view. This was an Oschner-pattern refuse collector, which was shown unpainted.
Unlike the Earls Court exhibition, no provision was made at the Salon for the demonstration of vehicles. The British. exhibitors at the Salon made their own arrangements and the Maudslay .concern had a Mogul III,
Mustang III and the Regal III bus stationed at the premises of its Paris agents.
Most of the Continental full-fronted passenger vehicles are constructed without bulkhead panels, and additional seats are arranged around the engine. With the more expensive models, the underside of the engine cowling is treated with an anti-drumming compound and a heavy textile muffle is fitted over the bonnet in the saloon.
made a short journey on one of these coaches and was surprised to find that the level of noise in the passenger compartment was about the same as that of a normal town bus of this country.