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MODELS 0 REMEMBER

Notable Goods and Passenger Vehicles of the Past 50 Years that Were Destined to Establish for Their Creators a Reputation that Still Lives Today By P. G. Tucker

DURING the past 50 years there have been many British makers of commercial vehicles whose names today are but a memory. In a number of cases their loss to the industry was to be regretted, because the design of their vehicles represented sound engineering practice and invariably incorporated features which were in advance of their time.

Possibly every vehicle maker during his existence has been responsible for a model which has marked an era in the company's progress and it is with them that I propose to deal. First mention should be made of the Ford Model T, a machine that was used, at one time or another, for practically every type of service embraced by road vehicles.

It is thought that the first model, a 10-cwt. van, was in service in this country in 1909. There was a number of reasons why operators were attracted to the Ford, among which may be mentioned its price, simplicity of control, the availability of spares and the service behind it.

In 1927, when production ceased, the light van was selling for £122 and the 1-ton truck for £137. As the R.A.C. rating of the engine was 28 h.p., the two ratios provided by the epicyclic gearing proved adequate for all normal purposes. The original two-stroke Trojan, with its solid tyres, chain drive and epicyclic gear, was heralded as the British Ford, but whilst it may not have fulfilled all the expectations of its makers—Leyland Motors, Ltd.— it says much for the design that some of the original solid-tyred models are still in service.

Mention of Leyland calls to mind the fine 3-ton goods chassis produced in about 1914. It was a subsidy model rated as a 3-tonner for Army purposes, but as a 4-tonner in its civilian capacity. It had a 36 h.p. four-cylindered petrol engine, fourspeed gearbox and a double-reduction bevel-driven rear axle.

On the passenger side, the Leyland Lion, produced in 1925, represented one of a range of vehicles specially designed for passenger work as against the adaptation of goods chassis to this purpose. The Lion was a fine vehicle and one, maybe, that established the makers in the passenger field, as did the goods chassis in its particular sphere. Thornycroft, who at one time produced steam vehicles, claim that their 1-tonner, built in 1896, was the first successful self-propelled commercial vehicle to run on British roads. It was not until 1913, however, that the company produced a petrol-engined vehicle that was destined to establish for them a reputation which has remained throughout their history. This was the famous W.D. J-type lorry in which, for civilian use, a worm-driven rear axle was introduced in place of chains.

This represented the most important difference between the J type for civilian use and the W.D. subsidy model, as in most other features it closely followed the Army vehicle. It had a 30 h.p. four-cylindered engine and a four-speed gearbox.

The Thornycroft J model remained in production for many years, its specification being improved as time passed. In 1923 a forward-control version was introduced and many with double-deck bus bodies were operated by independent companies in London.

Never to be Forgotten

A type which will surely never be forgotten was the Tilling-Stevens petrol-electric, in which an electric generator, driven by the engine, produced current to drive the traction motor. The first example was approved by Scotland Yard in 1911, and although subjected to modifications from time to time, the basic type continued in production for many years.

In the petrol-engined field there was the Tilling-Stevens Express, first produced in the 1920s. In a road test by The Commercial Motor, it was reported that the acceleration was particularly good, a road speed of 40 m.p.h. being attained from rest in 45 s cc. Although only rear-wheel brakes were fitted, it was possible to bring the vehicle to rest from 30 m.p.h. in 50 ft., a degree of efficiency of 55 per cent. Sixty per cent. is today considered to be about the maximum if passenger comfort is to be preserved.

At the Glasgow Show in 1932, an Express chassis was shown with the Salerni system of transmission, in which a fluid coupling is used between the engine and gearbox and another behind the gearbox. This proved to be an answer to the demand for easier gear changing, which was particularly insistent at that time. NER 5 Daimler, of course, had the fluid coupling and epicyclic gear, Crossley used an epicyclic gearbox without a clutch and Dennis employed a device involving the use of a vacuum-operated clutch, a dogcoupling behind the gearbox being simultaneously disengaged.

It was in 1930 that Daimler introduced a double-deck bus chassis embodying a fluid coupling and preselector gearbox, a combination which was destined to become extremely popular in passenger vehicles. So far as chassis layout is cone erne d, the double-decker remains much the same today, but it has, of course, been redesigned in some features. The original chassis also had the distinction of being powered by a sleeve-valve engine—a type which is notable for its extreme silence in operation. Final drive was by underslung worm, the transmission line being offset to the near side.

The Commercial Motor annual municipal bus analysis published on December 3, 1954, showed that there were 4,159 municipally owned Daimler buses in operation and that numerically that make was the second most popular.

It Began with " B "

A.E.C. have the distinction of having been closely connected with London's passenger road transport since the earliest days of the motorbus. It was in 1910 that the company produced their famous B-type vehicle which may be said to have set the pattern for what is now the finest public transport system in the world.

A 30 h.p. petrol engine powered the B-type chassis and although these vehicles ran as double-deckers, the seating capacity was for only 34 passengers. First brought into service by the then London General Omnibus Co., in 1910, there were more than 3,000 in use by 1914. With this fleet, breakdowns from mechanical causes were responsible for the loss of only three miles' running in every 10,000, a remarkable record.

Goods-vehicle operators will no doubt recollect the A.E.C. W.D.-type 3-4-tonner of about the same vintage as the passenger model. This vehicle, which was powered by a 45 b_h.p. petrol engine, laid the foundation for the fine range of heavy vehicles which was later to bear the A.E.C. insignia.

No fewer than 10,000 of these machines were produced for the Services and eventually civilian operators were able to take advantage of the inherent reliability which characterized this particular chassis.

One of the earliest and most successful double-deckers was the Milnes-Daimler, a German-built vehicle of which many hundreds were in use in this country. Thomas Tilling were running them as early as 1905, and in 1906 there were more of this make of vehicle in service in London than any other.

It had a 28 h.p. petrol engine with the cylinders cast in pairs. The gearbox provided four speeds—" 21, 5, 81 and 12 m.p.h., with a 21m.p.h. reverse." A form of final transmission which was adopted by the Milnes-Daimler concern in 1901 persisted for many years.

In this design, a shaft from the gearbox took the drive to a differential countershaft, similar externally to a modern back axle. The drive shafts, however, had pinions on their outer ends and these meshed with internally toothed rings mounted on the wheels. Three sets of brakes were fitted and the drums were water-cooled.

First Morris-Commercial The Morris-Commercial was introduced in 1924 and despite the succession of types which has been produced since that time, most people will agree that no model has created a better impression than the 1-tonner which represented the entry of Mr. W. R. Morris—now Lord Nuffield—into the light commercial vehicle market. So successful was the original design that the vehicle remained in production without material modifications up to 1939. The side-valve engine was rated at 14-28 h.p. and was in unit construction with a three-speed gearbox.

The use of an overhead-wormdrive rear axle represented one of a number of features which identified this chassis as being built to an ideal rather than one produced to start a price war. Some of these 1934 models are still giving good service.

It was 24 years ago that the first Bedford commercial vehicle was built, and from the outset the make achieved success. In June, 1939, the 0-type 5-tonner was introduced and this model was undoubtedly responsible for establishing the Bedford as a vehicle of merit.

There were four different versions of the 0-type chassis, of which one was designed for 26-28-seat passenger bodies. Its six-cylindered overheadvalve engine produced 72 b.h.p. at 3,000 r.p.m., which enabled the vehicle to put up a lively performance under full load. The 0-type chassis remained in production for 14 years.

Probably no vehicle ever attained greater popularity than the Austin Seven, which was first produced in 1924. It had a four-cylindered engine, three-speed gearbox and sus pension by two quarter-elliptics at the rear and a single transverse spring at the front. In the four-wheel-brake system, the pedal controlled the rear-wheel brakes and the hand lever the front brakes, all by cable.

It was outstandingly economical, 45 50 m.p.g. not being unusual on average service. It is probably unfair to use the past tense when referring to the Austin Seven, as many hundreds of all years of manufacture are still giving excellent service.

The first Austin lorry was produced in 1913. So unconventional was it that the sceptics said it would have a short life. Events proved that the then Mr. Herbert Austin was right and the critics wrong, because the model remained in production for many years.

Among its unusual features was a frame of open girder-work construc tion, but perhaps the most striking breakaway from convention was the double-drive transmission. At •the rear of the constant-mesh gearbox was a transverse box embracing a differential.

Twin Propeller Shafts From this ran two angular propeller shafts, one to each rear wheel. Each shaft terminated in a pinion which engaged a bevel wheel mounted on each road wheel. The rear semi-elliptic springs were in duplicate, one spring being mounted below the axle and the other above it. This parallelogram arrangement provided for the absorption of driving and braking torque without the need for independent torque members.

In September, 1910, The Commercial Motor described an Albion 3tonner which proved so popular that the works at Scotstoun had difficulty in meeting the demand. Three years later came a 4-tonner in which the main components of the 3-ton chassis were employed.

Like so many early models, this vehicle served to establish its makers in the industry and succeeding models have served to enhance the Albion reputation.

The 1910 chassis had a 32 h.p. fourcylindered engine with its cylinders forming a single casting, as opposed to the more common practice of casting them in pairs. A disc clutch was used, the gearbox had constant-mesh gears and the final drive was by chain from a countershaft. Production of this model continued until 1926.

A Dennis model that became deservedly popular was a 30-cwt. vehicle first built in 1925. It was notable for its extremely robust design, which accounts for the fact that some are still in service. Its four-cylindered engine developed 36 b.h.p. at 2,000 r.p.m. It had a four-speed gearbox and, following Dennis practice at the time, an overhead-worm-driven rear axle. Before production of this model ceased in 1934, more than 1,000 chassis had been supplied.

Two notable types of light delivery vehicle were the G.W.K. and the Auto-Carrier three wheeler. The G.W.K. had a system of friction drive through two discs placed at right angles to each other. The edge of one disc engaged the face of the other and by sliding the driven disc across the face of the driving disc, a change of ratio was obtained.

Light Deliveries

The Auto-Carrier was an ideal vehicle for the quick delivery of light loads. It had an air-cooled engine and a two-speed epicyclic gear, closecoupled to the single rear wheel, It was easy to maintain and control, the youngsters who were usually to be seen at the wheel attaining a high degree of manceuvring skill. Incidentally, it had tiller steering.

The history of Guy Motors, Ltd., goes back to 1915, in which year the company's first vehicle was produced. Throughout the years there has been a number of notable Guy chassis produced, of which the Arab can lay claim to a splendid record. First produced before the Hitler war, a new version was introduced in 1942, and whilst its specification was based on the prototype model, the layout was simplified and the use of light metals eliminated.

Chassis weight was thereby increased by 18.5 per cent., and as the Ministry of Supply stipulated the use of the Gardner 5LW 85 b.h.p. oil engine, the chassis suffered from an inferior power-to-weight ratio as compared with the pre-war Arab.

A two-plate clutch, four-speed gearbox and an underslung wormdriven rear axle figured in the specification. The fully equipped chassis weighed 4 tons 16 cwt. The Arab, of course, still appears prominently in the Guy range of passenger chassis.

Fodens, Ltd., have always associated themselves with heavy vehicles and it is not surprising, therefore, that the most outstanding model ever produced was the 15-ton eightwheeler which was first announced in October, 1940. Designated the DG6/15, it was powered by a Gardner 6LW oil engine. The model continues in production, and although a Gardner engine is still fitted, an alternative is offered in the Foden 126 b.h.p. two-stroke oil engine.

The Colt is Born Although the name Karrier is today associated with four-wheeled vehicles, the original company, who were located in Huddersfield, made a definite impact on the industry when, in 1930, they introduced the Karrier Colt three-wheeler. As originally designed it was a load carrier, but later in the year the Karrier Cob was introduced.

This was intended to be used in place of a horse; in fact, these vehicles at first towed ordinary carts. With their front wheels lifted, the carts could be superimposed on the tractor after the manner of a properly designed semi-trailer. It was not long before the horsed carts gave place to such semi-trailers.

Some time later, the Scammell three-wheeler was produced, the feature of this machine being in its improved type of coupling gear. The Scammell mechanical horse was destined to become one of the most popular vehicles of its type in the world and it still enjoys a big market.

Successful Bantam

Some years after its introduction, the Karrier mechanical horse was redesigned, and in 1932 the Karrier company produced the Bantam, a four-wheeler which was to have a long and successful career. From the outset it made a strong appeal to municipal authorities, principally on account of its high degree of manceuvrability, general nippiness and low loading line.

In the first Comer vehicle produced in 1905, a constant-mesh gearbox, known as the Linley, was used. [Its inventor was for many years responsible for the weekly review of new patents published by The Commercial Motor.] The first model to be produced on a big scale, however, was the 31-ton chassis designed to meet the requirements of the W.D. subsidy scheme. Over 3.,000 of this type were made. A range that was to become generally popular was the Superpoise introduced in 1939.

A feature of the Superpoise, which is still in production, is the Diaflex cab mounting, in which the cab, scuttle, bonnet, radiator and wings are built as a unit carried on a sub-frame. This sub-frame is mounted on the chassis frame in a way that relieves it of the complex movements to which the main frame is subjected.

E.R.F. vehicles have always been characterized by their obvious solidity. Production started in 1933 and in 1934 there were four models, the C14 and C15, each being available with a long or short wheelbase. Both were 7i-tonners, but the C15 was designed for use with a trailer, the total load capacity being 13 tons. Powered by a Gardner 5LW oil engine, then rated at 80 b.h.p., it proved very popular in its class.

The Ro-Railer Although road-rail vehicles are operated in America and Germany, only one machine of this type has ever been built in Britain. This was the Karrier Ro-Railer, a 26-seat coach developed by the L.M.S. railway in 1931. It was based on the Karrier Chaser, a passenger vehicle having a six-cylindered engine developing 110 b.h.p. The time taken to change from road to rail or vice versa was about five minutes.

From this necessarily brief review of vehicles of the past it is surprising to find that, in many cases, the most outstanding models of a particular make were those produced 30 or 40 years ago. There is no doubt that the W.D. subsidy scheme had a great influence on the design of heavy goods chassis before 1914, and in later years civilian operators were able to take advantage of the experience gained with these chassis under the most arduous conditions during the 1914-18 war.

Many features which have been acclaimed during the past few years as representing advances in chassis design were applied in a practical manner many years ago and long before operators were prepared to accept them.