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TESTING AN EPICYCLIC GEARED UTILITY CAR.

1st January 1924, Page 22
1st January 1924
Page 22
Page 23
Page 22, 1st January 1924 — TESTING AN EPICYCLIC GEARED UTILITY CAR.
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Impressions of the Controllability and Road Worthiness of the Solid-tyred Trojan.

1%/rANY VISITORS to the motor ..I.Y.Lshews were greatly impressed by the sturdy construction and unusual design of the Trojan chassis, whic,14 is at present marketed in two models—a van and a utility car which may be used either as an occasional four-seater or, by removing the rear seats, as a two-seater vehicle capable of carrying quite a useful quantity of luggage, samples. or, in fact, anything of not too great a bulk.

What most impressed the majority was the fact that this vehicle is equipped with solid tyres, although these are actually of the super-cushion type. Nowadays, with the huge number of commercial vehicles running on the road, users are quite familiar with the ordinary solid-tyred machine, but until the advent of the Trojan such vehicles were built to carry fairly heavy loads, and few believed it possible that a light vehicle could run satisfactorily on solids, and still fewer could, or c„an, believe that such a vehicle can be built to run so smoothly on solid tyres that it is extremely difficult to realize, without being aware of the fact, that the vehicle is running on any other form of tyre than a pneumatic. We had some doubts as toits easy-riding qualities ourselves until we were recently afforded an opportunity for testing one of the cars over all classes of roads.

Although we had knowledge of the mechanism of the vehicle, we could fairly be considered novices so far as driving and control were concerned, and our experience with the vehicle may prove of interest to those of our readers who are considering the adoption of a vehicle, whether it be of the van or utility type, in which the tyre costs are reduced to a minimum and in which the petrol consumption averages a gallon per 40 miles.

To explain the conerols of the Trojan B38

it is necessary to give a brief description of its main features, as it differs in a very marked degree from the design which has become almost standard.

The power unit, for instance, embodies a two-stroke-cycle system. It has four cylindees arranged in the form of a square and situated longitudinally in the chassis under the front seats.We have already described the engine in detail, and it is only necessary to point out that its characteristic feature is the development of its normal output of 10 h.p. at approximately 450 r.p.m., the power increasing hut very slightly at all speeds up to 1,200 r.p.m. This gives a steady pulling at moderate speeds, which permits the vehicle to climb almost all hills on top gear, even when' fully laden, and, at the same time, automatically keeps the speed of the vehicle to a maximum of approximately 30 m.p.h., which is a speed quite high enough for a utility vehicle of this description. The ignition is effected by a DelcoRemy coil system, the current being provided through au accumulator charged from a, six-volt dynamo driven from the crankshaft.

The Epicyclic Gearing.

The gearing is of the epicyclic type and provides two speeds forward and a reverse. There are two drums—one for the low gear and one for the reverse— top gear being obtained by a band brake. A spring cushion drive is provided between the flywheel and the gearing, and the whole arrangement has been designed to be of a foolproof nature; for instance, even if the top gear be engaged very rapidly by means of the lever, the drive is taken up slowly. There is a permanent spur reduction gear, which is in action even on top gear. The final drive is by a duplextype roller chain.

'the riding qualities of the vehicle are due to the simple and very effective method of springing and the even distribution of the weight between the two axles. The actual springs are long cantilevers for both axles. At the centre they are carried in special fulcrums, and the inner ends, which are free, are carried on roller slides. Each spring runs approximately half the length ot the chassis.

The controls are extremely simple, consisting of a clutch pedal at the left, a brake pedal in the centre and an e:,--,celerator at the right.

All gear changing is performed hv a single lever at the right of the drive-, and there is a pull-up brake control with a ratchet, which is freedby first lifting the control slightly, and then pushing itforward and down. The starting is performed from the driver's seat through the medium of a lever which, in its normal position, is almost horizontal and projects forward.

A patented pawl gear causes the crankshaft, to be rotated when the starting lever is pulled up ; the lerver is pushed down when the engine starts, or to. give the crankshaft a further impulse. When down it draws the pawl out of engagement and at the same time advances the ignition, which, incidentally, is otherwise fixed. If the lever is not right down, a clicking noise attracts the attention of the driver to this fact.

We found that starting, even from cold, was a matter of little difficulty and required no great strength. On the dash is a small key, which fulfils many important functions, for it acts as a switch, petrol tap, primer and control for the emergency supply of petrol. It can be detached instantly and then acts as a theft-preventer, for if it be turned to the correct position before removal it not only switches off the ignition and stops the petrol supply, but it also prevents the electric horn being blown, which is an advantage when unruly children have to be contended with.

Returning to the actual starting, each time the key, just referred to, is turned from its off position to the priming position a small quantity of petrol is rendered available for use in the engine. By turning the key back, waiting a few seconds, and then repeating the process,. a further small quantity of petrol is provided.

Starting from cold, we found that from four to six primings, pulling up the starting lever between each, were .sufficient to permit the engine to start directly the key was turned to the on" position and the lever again pulled up smartly. With the engine warm, no pr:ming was at all necessary, and, it started up invariably at the first pull.

Another useful control is that which re,tulates the strength of the mixture. When starting; the' lever should be vertical, and gradually brought down to the red spot, which indicates the best position, as the engine warms up. The red spot is placed on the indicator by the makers, but the driver is quite at liberty to finds better spot if he can do so.

The manipulation of the hand brake is at first slightly difficult, chiefly because the method employed is unusual, but after a few attempts it can easily be released, for that is where failures may occur at, first.

The actual driving is delightfully' simple, and there is no need whatever to employ the foot clutch while gear changing, as each speed is controlled through a separate clutch. Low gear is given by pushing the change-speed lever slowly' forward to the left, direct drive by bringing it hack and then pushing it slowly forward to the right, whilst reverse is obtained by pulling the lever straight back.

An unusual provision, and one which is somewhat surprising to the uninitiated, is that depressing the clutch pedal, With the low gear in operation. release's the Change-speed lever and brings it back to the neutral position. In high gear, however, the clutch can be used in the ordinary way without affecting the gear changing.

Hill-climbing Abilities.

Carrying four peOple, the vehicle surmounted practically all the hals over a 40-mile course on top gear. Tried up the well-known .test hill in Richmond Park, it almost reached the summit on high gear, and would probably have finished the climb on this gear if the car had not been baulked by other vehicles at the commencement of the climb.

Apart from the almost complete absence of vibration, it was noticeable that there was nothing on the car to cause objectionable rattling. The steering proved easy, and road shocks had very little effect upon it. It was only when running along tramlines that a certain amount of care had to be taken, and it. is always advisable not to get in the grooves, but, to cross these at an angle, as the treads of the solid tyres arc rather narrower than those of the ordinary pneumatic, and it requires a. wrench!, to free them when in the lines.

At first sight the rear seats may not look particularly comfortable, but, actually, there is a deep well, which gives ample leg-room.

The.engine performed without a miss, except • when it was running light. It has a soothing hum and is remarkably free from periodic vibrations. Its lubrication is the acme of simplicity, for when filling the petrol tank it. is merely necessary to insert with every two gallons of petrol a funnel full of oil; needless to say., the funnel used must be that Provided with the vehicle.

A point which should appeal to those who purchase a vehicle of this type solely for utility purposes is the extreme ease with which it can be cleaned. There are few polished parts and no—what might be ternied--excrescences, whilst. the disc wheels only require hosing and benshing.

The van has a capacity of 60 cubic feet, and has been designed Co carry a load of 5 cwt., although it -can carry 7 cwt. at o pinch. The pries of either model is £157 les,

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