The New Torque Converter. What It Promises to Do.
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WE confess to having taken the new torque. converter of Mr. ConstantineSco at a safe and slow speed. At first, and before we had had an opportunity for examining the mechanism, we jumped to the conclusion that it might be an expositionof the old fallacy of the slipping clutch. But further consideration showed that the basic principle was the receding fulcrum., and then, with an appreciation of the fact that a pendulum cannot be made to oscillate at speeds beyond a certain limited range, we saw that there was something in the claim of the inventor, and that, instead of a waste of power, such as occurs when a. clutch is allowed to slip, the power can be transmitted through the medium of th-e pendulum.
Following upon this better grasp of the principles employed, we sought an interview with Mr. Constantinesco, and our promise of a few minutes extended to a most interesting talk of over an hour, during which -we were able to see and to experiment with a large number of models, each driven by a small electric motor, and also to see the full-sized unit mounted on a test bed coupled to an electric motor and a prony brake.
It seemed to us that there was, in this invention, the possibility of its playing an important part in chassis revolution, but there is-obviously a great deal to be done in arranging for a new power unit and a new chassis to be designed and built before the full benefits of the system can be demonstrated. In the torque converter there are parts that need to be balanced ; it is Mr. Constantinesco's contention that they can be balanced by the unbalanced parts of a single-eylindered engine, and that with present-day knowledge such an engine can be produced satisfactorily to give the power required to propel a vehicle carrying a substantial load.
If this contention can be supported, the chassis of the future would have the engine and torque converter as a unit, the power thence being transmitted through a shaft to the final drive on the rear axle, clutch and reduction gear being entirely dispensed with.
The cleverest feature of the torque converter, sq it appeared to us, was the smooth-acting " valve " the new wireless-popularized name for a device which is unidirectional) which will act as the clutch, transmitting, the drive to the propeller shaft. This valve provides the one essential missing from tbo design of the perfect chassis—an automatic, silent and .abrolutely reliable sprag—and, its action being readily reversible, it enables the motion of the vehicle to be reversed. The one sacrifice that has to be made is the engine brake but this is replaceable by more efficient mechanical brakes.
Over a Hundred Tcn-miles to the Gallon.
WE STAND abashed ! In July last (it must be ascribed to the demoralizing effect of the heatwave then prevailing !) we gave it as our opinion that claims to ton-mileage of 100 to the galloncould not be substantiated—or, rather, we expressed the view that harm would be likely to be done to the motor and transport industry if currency should be given to claims which could not be substantiated. Our reason for referring to the matter in that way was that the inexperienced haulier (the man who keeps no careful account of his outgoings, and who does not know of the need for a careful provision for interest on capital, depreciation, annual overhaul and maintenance) is only too anxious to deceive himself in the matter of low running costs.
We ventured into mathematics in the course of our criticism, but it was one of the sages who said that figures can be made to prove anything, although we do contend that, at least, we tried to use our figures fairly. We had before us the fact that, in the course of the RoyalAutomobile Club's test of the B.T.-type Thornycroft lorry in the summer of 1921, a record figure of 69.3 ton-miles was set up. But a new record has now been set up by the 5-51-ton Saurer, which, in a trial just concluded under R.A.C. _observation, has accomplished the really marvellous feat of 104.66 tonmiles per gallon of fuel. In comparing the two figures, allowance must, of course, be made for the difference in load, that of the Thornycroft being
5 tons 61 cwt., and that of the Saurer 10 tons 121 cwt., the respective pay loads being 2 tons 6 cwt. and
6 tons 41 cwt. It will be interesting to work out the mechanical efficiency •of the Saurer chassis in the light of the figures disclosed by the Club. . Incidentally, we wish that more commercial-vehicle manufacturers entered their productions for the Royal Automobile Club's trials. A successful participation means a splendid advertisement, because with a creditable certificate there is something more to offer the potential purchaser than the competitor can show.
The Breed of the Coach Improved.
T the moment when we wrote our recent article dealing with improvements which we suggested should be made in the coach chassis, a remarkable vehicle, embodying certain of our suggestions and other features of a startlingly novel description, sins. nearing completion, although we were not at that time at liberty to disclose any details, or even to hint that such a vehicle was under construction.
A fully illustrated description of the new chassis will be found elsewhere in this issue. We will, therefore, only refer to a few of its truly remarkable characteristics.
These include driving on all four wheels, the carrying and springing of each wheel independently of the rest, making the springs self-adjusting to speed and adjustable to load from the dash, and providing a trussed girder frame, and special steering which permits directional movement on all four wheels, or through those at the front only, or the movement of the vehicle in a crabwise direction whilst proceeding either backwards or forwards.
This is the first time that we have ever examined a chassis which contains so many innovations. It is, of course. at present purely experimental and must be regarded as a combination of various inventions which it is desired to try out. Later, any one of these inventions may be applied to a given vehicle, singly or in combination with others, according to the objects to be accomplished and the permissible price of the vehicle.
The chassis, as built, is comparatively light, but many of the features of design will probably prove of greater value in the case of the coach chassis, or even the ordinary commercial goods vehicle, than in the form adopted. For instance, crab steering should prove of great value in connection with the manoeuvring of large vehicles in congested areas such as narrow thoroughfares and docks, where, by making use of this principle, one vehicle can draw out of a line without any difficulty ; itwould also facilitate the parking of vehicles in their garages.
Four-wheel drive has proved almost an essential in undeveloped country where the roads are either extremely bad or non-existent, whilst the feature of -springing adjustable to load is one which we have for long advocated, and which would overcome many of the troubles at present experienced with the harsh running of lightly laden passenger vehicles.