The Two-ton NiiInes-Daimler.
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We Try a Model on the Road which we First Described in August, 1915.
It may be recalled that, some months ago, we included a description in our pages of an Americanbuilt edition of the well-known German Daimler-Mercedes lorry chassis. The form of construction adopted by that leading firm of German manufacturers is in all likeli hood familiar to a great many of those who will read the present notice. The design of the machines produced from the Marienfelde shops entitled them without doubt to rank amongst the principal commercial machines of the day.
We announced in August last that the British Mercedes Co., Ltd. of 132, Long Acre, W.C., had added another neutrally-built example to its sales list, but in this instance it is in no sense a copy of the German models. Three photographs reproduced on this page will remind our readers of the class of machine that is being acquired.
We were fortunate enough to be able to put this new model to a short driving test one afternoon recently, and although we only had a part load on board we were satisfied that the machine is remarkably easy to handle, very well sprung and with a lively, powerful engine. We drove at speed, only partially laaded, over execrable roads, with sat isfac tion.
We may recapitulate a few of the outstanding features of the design. The engine is of the usual fourcylinder type with cylinders cast in pairs. Constructionally this motor has a number of quite interesting features, and in particular we would again draw attention to the adequacy of the lubrication system. In
044 the smallest of our three illustrations it will be seen that there is a cast reservoir attached to the upper half of the front pair of cylinders. Oil is pumwd into this from the base through suitably placed filters and this travels to the main bearings by gravity. Troughs beneath the big-ends supply a level of oil into which the scoops dip in the manner which is now usual. An additional facility which is secured by means of this reservoir is the capacity for warming up the oil through the medium of a branch of the water-circulating system which is led through the tank. The pip' ing for the lubrication system as a whole is cast integral with the crankcase formation and the cylinders.
The crankcase itself has a steel casting attached to its front, and this in addition to acting as a cover for the gear compartment, serves to support the front of the engine on a cross cast-steel member which runs beneath the radiator position. The engine is provided with a governor which is mounted inside the camshaft driving gear. The governor is enclosed and sealed.
We may add a few words concerning the inlet manifold. This is a casting fitted up against the cylinders and serves in a dual capacity both for induction purposes and for water supply to the cylinder circulation system.
A neat. arrangement which assists to render the whole design the compact one that it is consists of the mounting of a metal instrument board on the back of the last cylinder. This is arranged so that it is within full view of the driver through a gap in the dashboard. It
carries the usual dials and means of adjustment. Transmission is by means of a dry plate clutch having six lined plates operating against six plain ones. The change-speed set is self-contained with the engine casting, the ciintrel being centrally disposed, as is usual with chassis of this type, its position being shown in one of our illustrations. The final drive is by long propeller shaft to a worm-driven back axle of a, well-known American type.
This machine is marketed at 2575 in this country, for the chassis with tires and including what is called " an open metal seat with sliding side doors."
Further particulars will, of course, be gladly furnished by the British Mercedes Motor Co., Ltd., at the address already quoted earlier in this article.
Article VII, with which I have dealt in part., is further accountable for the methods wh ch. are employed by the police for trapping heavy motorcars ; these are most objectionable, from the driver's point of view, and often prove to be ridiculously unfair. Policemen are specially deputed forlthe task; and are often engaged for a whole day on nothing else. They set out, armed with. stop-watches; and the ordinary human instincts for hunting. game assert themselves. Traps are laid for the drivers in those places. where, owing to the safety of the road, or the inclination downhill, it is naturally to be expected that he driver may exceed the speed limit ; frequently, the: distance travelled may be as short as 140 yds. The desire of the police is to get a good "bag," and they take every precaution to this end. The unfortunate driver who enters the trap is probably thinking of anything but policemen and speed limits, although conscious that he is driving the mechanism under his charge in a reasonable and careful manner. The rude awakening comes to him by a policeman's summons to stop, and a demand to see his licence, fglloWed by an intimation that he will be reported for ,exce-eding the speed limit allowed to his type of vehicle. There is no opportunity of testing the accuracy of the policeman's statement, and the police can name what speed they like as the degree of the offence.
Why Not Users' Nominees to Observe with the Police ?
It is not suggested that the police are deliberately or systematically unfair, but they have an opportunity of revising their statements of fact, which is not wholesome. It would be very rancii mere satisfactory if such eases were dealt with by the police working in conjunction with Commercial lifi...otor Users Associations ; these bodies. might supply men to work with the police. It.is to the interests of 'both parties that excessive speed should be properly punished, but it is equally desirable that the methods employed should be above suspicion. This is a matter which affects a rapidly-increasing number of workingmen, and, as the fines imposable are extremely heavy —ridiculously so for a working-man to pay, too great care cannot be taken to see that justice is meted out to him.
The Small Wheel.
Article VIII states that a heavy motorcar wheel must be at least 2 ft, in diameter, unless the satne be fitted with a soft or resilient tire. This diameter is too small it might with advantage be inc-neased to 3 ft. as a minimum diameter.
Overall Width.
. Article IX determines the extreme width of a heavy Motorcar', or its trailer, as 7i ft. This is reasonable for general purposes, but latitude should be given to local authorities to authorize a greater i width for vehicles running n their own areas, if it be considered desirable. A point, however, which requires determining, is how fan a wagon platform may pfroject over the wheels of the vehicles to the sides—and the loads beyond the
platform. Instructions will hereafter, it is to be hoped, be issued to local authorities that all pillars, lamp-posts, etc., must be a greater distance from the edge of the kerb than the figure so arranged. At present, there is no system in .vogue, with the result that, when driving at night., it is often impossible for a man to know how near he may approach to the kerb with safety. Presumably a vehicle has a right to approach close up to the kerb, and it is, therefore, a moot point whether obstacles placed in its way—such as lampposts, electric standards, etc.—do not stand there at their owners' risk. All private lamps, awnings, and like overhead obstructions certainly do.
Proper Springing a Legal Obligation.
Article X provides for heavy motorcars being suitably sprung ; it is a very important point, and one that hardfy receives the amount of attention which is due to the subject.
Points About Trailers.
Article XI (1) states that the owner shall have painted upon the trailer, or otherwise clearly marked, in a similar manner to that of the heavy motorcar, the following particulars : —
(a) The weight of the trailer unladen ; (b) The axle-weight of each axle of the trailer, if the weight of the trailer exceeds one ton.
Note.—It is incumbent upon the owner to keep such figures clearly legible.
Section (2) reads as follows : "The Regulations, so far as they relate to the width of tires and the size of the wheels of .a heavy motorcar, the wheels whereof are fitted with tires which are not pneumatic, or are not made of a soft or elastic material, shall, with the necessary modifications, apply and have effect with respect to a trailer exceeding one ton in weight unladen, with the substitution in the Regulations of 3 ins, for 5 ins as the minimum width of the tires, and of references to the axle-weights painted or marked upon the trailer in pursuance of this article for references to registered axle-weights." This section was evidently written for the benefit of tramps. The police ignore it as a rule, probably on aceount of the difficulty of understanding its meaning. Seriously, though, it is to be admitted that very narrow tires on trailers are of benefit to nobody.