A NEW 5-cwt. BOX VAN.
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An 8.3 h.p. Renault Designed to Meet the Needs of Small Tradesmen and all Those who have to Transport Light, Compact Goods.
DESPITE the fair amount of progress which has been made in the provision of the liflater types of vehicles built to meet the requirements of small tradesmen and others, there is still a dearth of suitable vehicles in certain directions. Particularly is this so with regard to light vans built to transport loads of approximately 5 cwt.
Renault, Ltd., have realized this want, and have now placed on the British market a remarkably neat light van of this capacity, and one in which due regard has been paid to the comfort of the driver—an important feature in a vehicle which is probably employed on delivery work during many hours. So far as the chassis is concerned, 012
this closely resembles that used for the light touring ,car, and it actually has the same final drive gear ratio, this being somewhat low on the car chassis, in order to give good hill-climbing. Although we have not actually tested this vehicle on -the road, we are informed that speeds up to 35 m.p.h. can easily be attained, that in ordinary service on straight, runs it will do over 40 m.p.g., and that the consumption should not be materially under this figure even on work involving a fair number of stops.
Going more closely into detail, the engine is a neatly built fear-cylinde'• monobloc with detachable head and valves on the near side. The magneto is driven by a cross-shaft in front of the cylinders through the medium of a laminated spring. Circulation of the cooling water is thermo-siphonic, and, as is normal with this make of vehicle, the radiator is situated behind the en-j gine, the air being forced through it by the use of a vaned flywheel.
The bore and stroke of the power unit are 58 mm. and 90 mm. respectively. The crankshaft has three bearings, and. the lubricating oil is circulated by a. pump. Quietness is ensured by driving the timing gear by means of a silent chain.
Carburation is attended to by a Renault single-jet instrument with an adjustable choke operated by a lever on
the steering column bracket; this serves as an adjustable air device, which assists in starting and reduces the petrol consumption in hot weather.
Supported on a bracket immediately above the starting handle shaft is a combined dynamo and starter, which is very effective and quiet in operation. The engine itself is four-point supported on a sub-frame, also four-point supported on the main frame, the side-members of which are of channel section.
An inverted leather-faced cone is employed for the clutch. The clutch shaft has a square end fitting into the clutch centre, whilst, at the other end is a combined splined plunger and ring-type cardan joint.
Modern practice is to be found especially in the three-speed gearbox, which is remarkably compact, and is firmly secured to the forward end of the torque tube, the front of the gearbox being provided with a ball, which is carried in a stout casb.steel box-section cross-member, which also acts as the bottom half of the casing for the clutch-operating fork and eardan joint. Stout stay rods are carried from the end of the torque tube to the axle ends, and the brake-compensating levers are also pivoted on the torque tube. The brakes have side-by-side shoes of the internal-expanding type, and totally enclosed, the connections from the compensators being by piano steel wire.
The final drive is by helical bevel gearing, of which the pinion is adjustable for mesh, and the axle is of the fullfloating type.
The springing is rather unusual—at least, so far as the back spring is concerned—for this is of the cross-type, upswept in the centre and somewhat resembling the rear spring used on a Ford; semi-elliptic springs are, however, employed at the front, and these overcome the disadvantage of rolling which is sometimes experienced if cross-springs are employed at both front and rear.
The steering is of the worm and wheel type, with a well-raked column and large steering wheel, and, apart from the air control, there is also a throttle control on the column bracket.
Careful attention has been paid to lubrication, and spring ball lubricators are fitted throughout. The wheels are of the pressed-steel
disc type, easily detachable, and fitted with 700 min. by 80 mm, tyres, a spare wheel being carried On a bracket fitted to the middle of the off side, so that it does not interfere with entry into the driver's seat, as would happen if it were placed at the near side. Having mentioned the driver's seat, we may point out that this is most comfortable. There is plenty of leg roam, and he is not cramped in any way, for it gives ample width for a second person. Protection from inclement weather is given when necessary by the fitting of a cover which stretches from connections on the edge of the roof of the body to the top of the windscreen. This cover can be stowed away when not required.
The accumulators for starting and lighting are carried under the off-side Tinting board, whilst a capacious tool locker is provided at the other side.
The approximate weight of this little machine is 13 cwt., ita wheelbase is 8 ft., and the track 3 ft. 9 ins. ; thus it can easily be manmuvred in restricted spaces where a large van would be useless.
Complete with the• combined lighting set and starter the price_ is £250.
We have already mentioned that we did not make a test of this machine, but actually.. we had a short run on it on our way to the station, and although the,_distance w n as ot Sufficient to allow a fair judgment to be passed, we may mention that we were. ver,,,, agreeably impressed with the smooth running of the whole vehicle over a fairly rough road, and the really remarkable acceleration 'of the tiny -engine.