'THE NEW REO 31-TONNER
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TESTED
With the Maker's Permitted Overload
Road Test No. 207
A Powerfully Engined Machine in the 30-m.p.h. Class that is Roadworthy and Light to Handle. Low Petrol Consumption. Good Accelerative and Hill-climbing Powers
THE policy adopted by Reo Motors (Britain), Ltd., to combat the -overloading bogy is to of, advertise the fact that its products may carry 50 per cent, in excess of their nominal capacities without the conditions of the guarantee being contravened. A proviso is made, however, to the effect that, when thus laden, they must be driven carefully, at moderate speeds and on only fairly level and well-made roads.
On account of this clearly defined policy, we agreed to the company's request that we should subject to our standard road test a Reo 31-tonner carrying a total pay-load of 51 tons, although this is contrary to our usual practice and appears inconsistent with our opinions on the subject of overloading.
From the legal aspect, however, there is certainly no question of dangerous loading, and, insofar as performance is concerned, no marked inferiority was revealed. Nevertheless, on principle, and bearing in mind the above-mentioned conditions, we would not advise an operator, wishing to avoid heavy maintenance and depreciation costs, habitually to use this or any other machine when overladen to so great an extent.
The chassis weight of the machine placed at our disposal is 1 ton '17 cwt. ; thus, a body weighing 13 cwt. may be added without the 2i-ton limit being exceeded. Regarding the vehicle as a 31-tonner, there is nothing specially remarkable about that, but, if it were considered a 51-tonner, then it would, we believe, be unique among standard products.
The Problem of Classification.
The difficulty created by the Maker's policy is obvious, and the natural course to adopt in fairness to others would seem to be to treat the Reo as a 34-tonner? Having acquiesced to the proposition of testing it with the overload, however, we have —for the purposes of this road test —no alternative but to base our report upon the assumption that the vehicle be in the larger pay-load category, modifying our opinions, perhaps, in view of its rating.
In respect of constructional strength, road holding, steering, hillclimbing, acceleration and braking, the performance — as mentioned earlier—in no way suggested that the powers of the machine were being overtaxed. Indeed; in one respect an important improvement Was noted upon that of an earlier .model —a 21-tonner—carrying no appreciable overload, which we subjected to a similar test about 13 months ago of this more will be said later.
In our issue. dated December 21, 1.934, we. described the Reo 1935 range. The modifications incorporated, in brief, include a. big improvement to the appearance, the use of a sturdier gearbox and more efficient rear axle, and the stiffening up of the frame. With regard to the first point, a comparison of the latest model with that of a year ago—we have illustrations of both before us at the time of writing—reveals, at a glance, how the new pointed and sloping radiator, raked windscreen and rounded cab, have improved the looks of the machine and altereel its lines to conform with modern ideas.
In modifying the transmission, the designers have eliminated a fault that came to light on our previous test, namely, the inability Of the machine to start from rest up a gradient of 1 in G in reverse. We made a special point of observing the behaviour of the 1.935 model, with its 51 tons of pay-load, in this respect, and carried out the operation repeatedly without difficulty. At the same time, the efficiency of the hand brake wa4 shown to have been increased.
One of our illustrations depicts a frame cross-member. It is designed for lightness, yet its strength is obviously great. The main frame members are freely braced throughout their length, to afford lateral rigidity and to prevent chassis rack, whilst their depth appears ample to resist simple upward and downward forces.
An Effoltless Climb.
On the way out of London to roads suitable for our tests we tried the climbing power of the vehicle on Brockley Hill, near Elstree (maximum gradient about 1 in 8i). Here, we thought, the handicap of the extra load would reveal itself. The .gradually rising approach to the eminence soon necessitated a change into third gear. Travelling at 20 m.p.h., we reached the steep section, and second gear was almost at once engaged. lip this slope we pro ceeded at 10 m.p.h., but, instead of a further fall in velocity the pace steadily increased, the speedometer needle pointing to 14 m.p.h. at the summit.
Overheating was hardly to be expected in view of the effortlessness of this climb and the air temperature, which was not far removed from freezing point, but we hardly surmised that we should find the cooling-water temperature to be no more than 138 degrees F., as was the case.
After the ascent of Brockley Hill, we carried out the restarting tests on Cock's Hill on the Elstree-Barnet road, where, as mentioned earlier, the gradient is 1 in 6. There is a considerable difference between the first and reverse ratios, the figures being 39.17 and 47.04 to 1 respectively, but a start could be made forwards just as easily as it was ac
complished in reverse. The only operation that called for any special effort on the part of the driver was the manipulation of the hand brake, which demands muscular exertion of considerable, but not unreasonable, magnitude.
Both brakes were then tested on
the level. Nothing is gained by
using them together, but, separately, the pulling-up distances were found satisfactory ; they are indicated in an accompanying graph. On the road surface at the time there were patches of iemi-thawed ice, so that more wheel-sliding occurred than would normally be the case. This ,fact should be remembered in read
40 35 30 25
III 51OPP1NG 5To '
FOOT 13PAKt'
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straight course.
Although no power-operated servo system is incorporated in the brake gear, the effort required to bring the machine to rest in the minimum distance is by no means great. For this, some of the credit must be given to the.d,ockheed system and some to the design of the shoes, etc.
Ability to maintain a good average speed without relying upon a high maximum is manifested by the accompanying acceleration graph. This further shows that the top-gear performance is satisfactory, despite the weight on board, the powerful torque being sustained from quite low road speeds.
A point in this connection, detectable from the curve showing acceleration through the gears, is the skilful choosing of the third ratio (21.16 to 1). The slope of the curve changes but little with the final step up. This enables quick changes to be made ; furthermore, the actual operation requires the minimum of skill, and the lever is finger-light to actuate. In consequence the driver is never tempted to hang on to top gear where a change down would be beneficial.
Full advantage may thus be taken of the power available, and among 31-tonners this is high. The 75 b.h.p. developed by the Gold Crown engine gives a power-tozweight ratio equivalent to 0.474 b.h.p. per cwt. with 54 tons of pay-load. Deducting the 50 per cent, overload, a figure of 0.61 is obtained. This is considerably greater than the average for the 34-ton class.
A rate of fuel consumption equivalent to 543 pay-load ton-m.p.g. is worthy of special note. Of course, the overload was largely responsible, but the actual return obtained of 104 m.p.g. is highly satisfactory, particularly in view of the course, which included several hills that compelled the employment of third, and, in certain cases, second gear.
n30 The latter ratio was used, for example, on the steep ascent out of Welwyn Village, travelling southwards. Digswell Hill, between Welwyn and Hatfield, was climbed in third gear at an average speed of 20 m.p.h., despite a fitful misfiring caused by a slight restriction in the supply of petrol from the test tank.
We commenced this consumption trial at the "Middlesex Arms," on the Barnet By-pass, driving through Welwyn and Codicote to a point about three miles short of Hitchin. Here, we turned and retraced our tracks, the measured three gallons being exhausted a few miles before : we arrived back at the starting point. The distance recorded by the mileometer (checked and found correct during the run) was 31 miles exactly.
As we have commented on previous occasions, the Reo tends to create in the mind of a driver, corn-, ing fresh to the wheel, the impression that he is handling a private car. rather than a coMmercial vehicle. On the new models this fact seems even more the case than formerly. Contributory factors are the smoothrunning engine, which incorporates a seven-bearing balanced crankshaft.; the silent gearbox, which now has helical-toothed constant mesh wheels; the excellent suspension systern—recoil damper leaves are provided on the front springs, and helper springs "built in" at the rear----and, perhaps, most of all, the lightness of all the controls, particularly the steering.
The attractions of this Reo chassis are numerous. Its price is moderate ; its upkeep should be inexpensive ; it enjoys the privilege of 30-m.p.h. travel and its appearance is pleasing and up to date.
Furthermore, operators do, at least, know where they stand with regard to overloading, whilst, for having made a serious attempt to tackle this problem in a straightforward manner even if, in doing so, an Undesirable state of affairs be not only recognized but also accepted, the British Reo company merits congratulation.