Conclusion of the French Trials.
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Their Bearing on the British War Department.
The French trials of heavy motors. at the inception of which a three-page article was published by us (issue of the 21st ult.), ended last Monday.
These trials have been most-wonderfully conducted. The organization was as nearly perfect as possible. It is, however, to be regretted that information as to the progress of the trials was difficult to obtain. Access to the depot, where the vehicles were parked each night, was forbidden—a very wise precaution from the point of view of those in charge of the trials. A favoured few, however, were allowed into that portion of the depot where the weighing and replenishing were daily carried out.
In following the vehicles over several of the routes, the extreme severity of the trials was made evident to our represeirtative. That lorries carrying a useful load of three tons could travel day after day over " bumpy " roads, and over long stretches of " pave," at 20 m.p.h.. .was, as before, a revelation to all but those who know the peAchant French drivers for speed. The average speed for class IV (two to three tons of useful load) was actually 14 m.p.h., for a 71-mile journey on many days, over average French roads. To maintain this high average, speeds of from 20 to 25 m.p.h. must have been reached ; they, in fact, were witnessed.
In one way, it is unfortunate that a premium was placed on speed in the calculations on which the results are now based. On the other hand, even during trials of a month's duration, the weak points cannot be ascertaMed unless the trials he of a severe nature. That the vehicles did not fall to pieces on the road is a triumph for the manufacturers, and it supports the view that, under normal conditions, depreciation at the rates at present allowed is on the high side in the case of the modern lorry. Sustained Military Interest.
The interest taken by the French military authorities may be judged from the fact that one General Officer, one Colonel, one Commandant and nine Captains were appointed as judges. In addition, one officer admit as observer on each of the vehicles entered for the military trials. It is hoped that the English War Office may similarly participate in any future British trials. The R.A.C. is. no doubt, aware of the value of military observers, and it is our sincere wish that the War Office may see its way to facilitate the next important trials—provided no undue demands are made upon the trade. The information obtained would be of great value to the War Department, and it could not be otherwise procured by them at as reasonable an outlay. Why not vote £50,000 for the purpose Much has been said, in England, with regard to the type of vehicle nest suited for military requirements, and it is of interest to note that French manufacturers have responded almost universally in submitting lorries with a carrying capacity of from two to three tons. This fact is significant, in that they realize that, except under special conditions, this is the limit of useful load for the lorry. In this connection, it is pointed out that light-tractor manufacturers are practically non-existent in France, as these machines can be and are imported from England. The British tractor manufacturer, owing to his hold on the market, can apparently produce at a cast which is detrimental to the introduction and establishment of French firms for building these. Non-stop Runs.
One good point in the conduct of the trials was that the whole of each day's run was non-stop, i.e., no halt was allowed for meals. The lorries started in daylight, ran for from five to six hours, and finished in daylight. lb is thought that, the drivers, in the end, suffered less than if they had been delayed in their return by a halt en route; it certainly facilitated the work of the officials.
En considering the fuel consumptions, it will be necessary to remember that iron tires were fitted to : Schneider 1 and 2; Berliet 1 and 2 ',driving wheels); Cohendet 1 and 2; 31alieet and Blin 1 and 2 (driving wheels); Delaugere and Clayette 4; Berliet 3 and 4 (driving wheels); and Malicet and Blin 3. The absence of noise was most remarkable. The small .driving sprockets appeared to be able -to withstand the work.
Mishaps on the Road.
Generally speaking, very few mevhanical troubles were experienced. The majority of the vehicles which commenced the trials were seen running well on the last day, and quali fied under the time limit. Several vehicles which had unfortunately been " knocked out" of the trials, owing to minor troubles' having caused them to be behind the time limit, still continued to run unofficially. Official Results,
CLASS 1. 100-600 kilos. (one en tered) :
1st, Bayard-Clement I (14).
CLASS 11.-601-1,200 kilos. (two en
tered): 1st, Vinot-Deguingand III (58).
2nd, De Dion-Bonton I (18).
CLASS III.--1,201-2,000 kilos. (three
entered): 1st, Saurer I (23).
2nd, 13ayard-Clement II (45).
3rd, Delaugere-Clayette 1 (28).
CLASS IV.-2„001-3,000 kilos. (32 entered): 1st. Saurer III (25). 2nd, Delahaye II (6).
3rd, Saurer II (24).
4th, Vinot-Deguingand 1 (31).
5th, Delahaye 1 (5).
6th, Vinot-Deguingand II (32).
7th, De Dion-Bouton II (19).
8th, Aries 1 (9).
9th, Panhard-Levassor I (38).
10th, Peugeot 11 (3:3).
11th, Malicet-et-Blin II (56). 12th, Collendet at Cie I (52).
CLASS V.—Over 3,000 kilos (13 en tered): 1st, Delahaye IV (8).
2nd, Delahaye III (7).
3rd, De Dion-Bouton V (22).
4th, De Dion-Bouton IV (21).
5th, Aries III (11).
6th, Aries IV (12).
7th, Malicet-et-Blin nr (57).
CLASS VI.--Wagott and trailer (one entered): No official return.
Ciiss 1111.—Road trains for goods : No entries.
CLASS VIII.—Road trains for passengers:
No entries.
CLASS IX.—Small motorbus (four entered): No official returns.
CLASS X.-20-seated motorbus (one entered): 1st, Saurer V (27). The roman figures which immediately follow the name of the maker indicate the number of the machine in its own team ; the figures in brackets are the official contestants' numbers borne during the trials.
It will be remembered that the Kriegers were too late to start on the first day at Versailles; the two steamers in Class IV were withdrawn; two Dietrich machines did not start.
A Panhard had a seized motor, on 19th October, and two of the Berliets fell out, owing to a collision due to a brake failure, on the same day. The three-tan Malicet-et-Blin ran off the road, on the 21st October, and on the two following days two of the Schneiders met with mechanical mishaps. Other failures, later in the month, included three Delaugere,s, another Panhard, a De Dion, and a Cohenclet.