FURTHER BRIEF DESCRIPTIONS OF THE EXHIBITS AT THE SALON.
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Citroen.
Andre Citroen, who have introduced a light 10 h.p. four-cylinder chassis for all purposes, to be produced in mass quantities and to sell at a low price, show the chassis fitted up with a delivery van bedy for the Paris house of Potin, which gives a body space of 5 ft. 6 ins. by 3 ft. 6 ins., with double doors at the rear and a curtain covering an entrance beside the driver's seat. The driver ako has a celluloid window to allow him to look into the interior. On a similar chassis the house of -Louis Vuitton has
fitted up a trunk holding a number of cases for travellers' samples. The-idea is quite practical, for the trunk and sample eases are extrenaely light.
Aries.
The Aries commercial vehicles are_ shown with three types of body on 18-24 h.p. chassis, the type designation of the chassis being R663, and the capacity 4 tons. The tip-wagon, priced at 37,000 francs, has a body of steel, hinged 4 ft. from the rear and operated by a screwtipping gear.drivenby belt frOm.a blley which enshrouds the -universal joint on the forward end of the countershaft a.nd gearbox housing. The thrust of the screw is taken on a heavy and extremely short laminated spring. The chassis is mounted on cast-steel wheels, of mach better appearance than many other commercial wheels In the show. The band tyres' are 1,000 nun. by 130 mm. The open frame body is mounted
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On Michelin disc wheels with pneumatics, 955 nun. by 155 nun, single at the front and twin at the rear—another instance of advances:I thought noticeable on the part of the French makers. The lorry is similarly equipped, so far as tyres and wheels are concerned, to the tip wagon.
La Pompe a Incendie Leyland.
Sad to relate, one of the last arrivals at the Paris Salon was the Leyland fire engine, but that this was unavoidable owing to the troubles arising from the strike is shown by an account of some of the hindrances experienced by the company's representatives which we are happy to publish elsewhere. But altheugh not arriving until the morning of the third day of the exhibition it aroused great interest amongst the enormous crowds attending the Grand Palais We are informed that a. large number of in.' quiries has been received, and, the particular feature of th&n, was their international character. Amongst the most interesting and promising business thus favourably initiated were inquiries from Serbia, China, Roumania, Denmark, Sweden, Barcelona and other parts of Spain, and South America, in addition to various municipalities in Franco.
The machine which the company staged was one of their standard 500-galIon models, similar in most respects to those comprising the London Brigade's famous Leyland fleet. The machine has a 65 h.p. four-cylinder motor, with 140 mm. bore and 165 nun. stroke, a fourspeed box with the standard-extensions -to drive the rediprocating horizontal priming pump and, of course, the main turbine pump, which is of the standard Rees-Roturbo two-stage pattern.
French requirements are in some respects different from those of this country, and there is a curious lack of standardization with regard to the fittings as between, for instance, Paris and the other principal cities and again the smaller municipalities. The Leyland engine was shown with couplings suitable for Paris standards and also with a light Ajax extension Icl.der in place of the wheeled escape which is more common here.
As an exhibit the Leyland engine did great credit to EngliSh manufacture and made a very effective dieplay with its very fine scarlet paintwork and gold lining and its profusion of braes, whichcertainly caught the admiring eyes of the colour-loving visitors. With the exception of the French-built Foden, no other British-designed heavy vehicle was staged at the Salon.
Chenard-Walcker.
Chenard and Walcker show the F.A.R. train, for which they are responsible. The tractor has an 8 ft. wheelbase, is driven 'by a 15 h.p. engine, driving through a four-speed gearbox and a double-reduction back axle. The trailer bar is forked at its forward end, the fork embracing a vertical post on the tractor, and resting on a collar which can be raised* or lowered by a warm shaft rotatable by means of a handle. By winding the collar upwards more of the weight of the load is .thrown on to the tractor.
The useful lead is 4 tons anywhere, 5 'tons on .gradients of 8 per cent., and 7 tons on level ground.
F.ok.T.
The 4i-ton chassis shown is a beautiful piece of work typical of clean Italian construction. The 35-h.p. engine (100 trim. by 180imm. bore and stroke) has a Very large vaned flywheel' „musing a multiple disc clutch. The loqg cardan abaft is.split, and two ring type universal joints are iuterposed between clutch and gearbox. Chant cases are used and the method of lubricating the variousoarticulating parts is good. A bus destined for the P.L:M. railway. service in the French Alps, hay= ing 1st, and 2nd class compartments, makes an imposing exhibit. The Wheels are much smallerfion this type, although . the tthassis.is the same as the lorry'. The sizes of the wheels are: front, 750 by 120 mm. ; rear, 8804iy 140 mm. A oornplete lorry was also on show, as well as a F.I.A.T. tractor.
E. Fouchee.
This exhibitor shows a fine steel tip cart built by the Etablissements Rhone and Seine and fitted with the !special Fouchee mechanical tipping device. The vehicle has a pressed channel-steel frame the side members of which are of different; but parallel depths at the front and rear. The front portion is 150 halm. deep, whilst the rear re 300 ram., an unusually great depth even when censidered in connection with heavy lorry frames.
Above the frame proper is a frame and guide channels for the tipping rollers, which run in the channels. The latter are cut away at the top flanges for a length of approximately 18 ins, to allow the rearmost pulleys to lift when the cart is being tipped. A hand-operated winding gear is provided which, merely winds horizontal chains to which the body is attached. The side channels curve down at the rear and the body, as it runs along the channels, has perforce to run down these, causing it to tip. The front axle is held. in a centrally-pivoted, eub 'frame ; the 'steering is consequently of the plain or traction engine type. Both the front and back axles are of round bar steel.
• A. .powerful. hand brake is provided, the Internal expanding shoes of which operate on large diameter drums bolted to
t lie rear wheels.
The back of the kart is swurig at its top and is held into position at the bote tam by clips Which are controlled by a lever atethe side of the body.
Delahaye.
This comPany showed a complete fireengine, which differa in many respects from the accepted English type.
A chain deivevell finished chassis with 25-30 h.p. 100 by '160 engine was also shown. This. has ,a carrying capacity kV 4;000 kilo., and the following interesting features are worthy of notice. The engine unit. is a very clean job, and the method of attachment, in the frame renders removal a simple Matter. A four-speed gearbox, combined with diffe.rential housing, is placed well hack iri the frame, the drive being conveyed _through a leather clutch.
The method of chain adjustment is good, ordinary radius rods being dispensed with, small rods a-oting on the front shackles of the rear springs. brake adjuatment has been. wellcarried etre The chassis price is 29,850 fee Underslung sear springs are employed and Brampton chains..
Accessories at' the Salon.
Amongst the accessories shown in the gallery at the Grand Palate were several particularly useful for commercial vehicles.
An indication of how pressure feed is gradually dying can be ascertained from a general synopsis of the number of vehicles shown, in which, it. was found that 20 per cent, of the vehicles bad gravity feed for their petrol, 6 per cent, pressure feed, whilst 74 per cent, of the vehicles employed vacuum feed.
An interesting exhibit was shown on the stand of C. T. Weymann, 20, Roe 'Troyer!, •Paris, showing the action of a vacuum-feed tank by replacing the external metal casing by a glass chamber. It was also noticed that these vacuum feeds woe made in various sizes to suit different makes of cars. The principal advantages Of this typo of feed, of course, are the fact that there is always petrol ready to flow into the carburetter for starting, and that pressure leaks and other inconveniences wised by pressure generally are entirely eliminated. On this stand was also shown a petrol gauge which indicated the ameunt of petrol in the tank, operated by a small button; by withdrawing the button from its seating the gauge registers the amount of petrel in the tank.
While on the question of gauges, a neat and well-made oil gauge was shown on the stand of Societe Aera, Avenue de , le Grande Armee, Paris, in which the action of the oil pressure. does not entirely force against the'hollow tube, but first impinges upon a epring-contralled block, which, in turn, causes the needle to register the amount of petrol. such an action is advisable, because the pressure of the oil -when the engine is cold. is considerably greater than after the engine has 'become warm, and this fact has caused a considerable-amount of trouble with pressure gauges in the 'past This concern also showed a compact mileage recorder for attaching to the hub caps. This position is perhaps a vulnerable one, but the size of the recorder being only 2i ins, in diameter and slightly unacr ?; in. thick, it protrudes little more than the ordinary hub cap. This company can deliver the mileage recorders complete with suitable hub cap.
The Soles carburetter has undergone some slight modification from the models shown on the stand, the float chamber now being rounded at the edge, and the general outline of the carburetter is very pleasing. The weight of the carburetter has been particularly studied so as to permit of it being suvended, when a vertical type is employed, from the piping without fear of fracture of the latter.
The new carburetter is known as the " D " model, and is made both in the horizontal and vertical form. The disposition of the jets has been slightly modified, and the throttle consists of a rotary barrel in which a stop is provided for the slow-running setting. As in previous !models, the petrol pipe attachment to the carburetter is made on the top of the float chamber, which overcomes any difficulty of the needle resting upon particles of dirt that may find their way in with the petrel. On account of the poorness of the present-day petrol, flooding is almost a necessity in cold weather, and a pushdown float, tickler is provided on the SoIex so, that this object can be achieved. One could not help noticine the very considerable number of S.E.V. magnetos, lighting sets and self-starters that were fitted to various makes of cars. A considerable show of these was made on the etand reserved for this, make in the gallery. The Watford Ce., whose magnetos are well known, had a good exhibit, in which various farms of magnetos were shown a.s -well as speedometers. On botb-the Unic cars shown in the main 'body of the hall, mileage recorders were fitted. One of these was driven by the UsualspeeclArneter type large and small pinion, hut the larger of the two vehicles had the taxicab type of drive, in which a. spiral type of baud is attached to the inner side of the spokes engaging with a, smell pinion.