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It is nearly nine months ago since the R.G. light van made its debut, and in our issue dated the 7th August last we had the pleasure of publishing first descriptive details of this well-designed miniature van. On several occasions since then we have heard, from tradesmen users, good reports as to the eminentlypractical capabilities of this London-constructed model in light expreseadelivery service.
in consideration, therefore, of the good name, which the machine has earned for itself, and also that it is our particular intention to make this series of articles on the light van problem as representative as possible for the benefit of the prospective purchaser, we this week include full descriptive details ared other interesting matter concerning this efficient industrial unit..
The head offices and showrooms of the R.G. Motor Co., Ltd., are situated at 353, Upper Street, Islington, N., to which establishment one of our representatives paid a recent visit for the purpose of obtaining first-hand information and suitable photographs of various constructional features. It. was found that little or no alteration had been effected in the original design ; this is very creditable, and tradesmen who have already made the R.G. their choice are ensured of absolute interchangeability of parts should occasion demand. This also speaks well, of course, for the essential principles of its construction.
The Monobloc Engine has an Exhaust-heated Inlet and a Watercooled Exhaust.
The load-carrying capacity of the machine is 10 cwt., and the engine which is fitted is adequate to cope with this under the severest conditions of service. It is of the fourcylinder vertical type cast mornbloc and having a bore and stroke of 2i ins. and 21 ins. respectively; at 1000 r.p.m. it develops 12 h.p., and can be accelerated beyond this, the throttle control being effected by pedal. We took the opportunity of examining a section of a cylinder casting, and the extra large-sized water space was quite a noticeable feature ; curtly rmree, with a view to economical running, the inlet mainfold, which is PcIftit integral with the cylinders, is exhaustheated, whilst
c12 the exhaust chamber is watercooled, so that it will also be seen that risk of distortion of the casting, doe to local overheating, is nonexistent.
A gear pump is provided as a means of effecting the water circulation, arid this is directly coupled up to the camshaft. The component is placed in a very accessible position., and it is quite easy to repack or tighten up the pump gland when this attention is required. No fan is fitted, the large-sized vertical tube radiator affording most efficient cooling.
The inlet and exhaust valves, operated from a single camshaft, are interchangeable, and are provided with adjustable tappets. The crankshaft is quits a sturdy proposition, as will be seen from the photograph which we secured of this important part. It is cut out of a solid slab of 10-ton chrome steel, the journals and webs being of sufficient section to prevent possible ,s-bip in the shaft when the engine is running all out. Lubrication is by the splash system, and it is found that about half-a-pint of oil la ts the engine 100 miles.
R.G. Accessibility.
The power unit is mounted transversely in the frame on the threepoint suspension system, and it is possible to take out the whole of the engine, after unscrewing six bolts without in any way interfering with the body, an advantage sv Edell also applies to the gearbox, and both the axles. These are noteworthy features in light-van design, and on but few occasions have we noticed. this facility embodied in the many designs which we have conic across from time to time. An Eisemasin high-tension magneto affords the ignition, and it is driven through a` dog clutch directly coupled to the crankshaft, this form of drive being utilized with a view to enabling the magneto to be taken adrift for cleaning purposes without any possibility of interfering with the proper timing. The Zenith make of carburetter is usually fitted..
An Improved Type or Epicyclic Gearbox.
The engine power is transmitted to the gearbox through a Morse silent type of chain provided with a central guide-plate. The construction of the gearbox has been the result of a considerable amount of attention and forethought on the part of the designers to produce a component which shall be absolutely driver-proof, and, at the same time, afford long and efficient service. It ie of the epicyclic type, but modified in such directions as to employ only comparatively slowmoving satellite pinions. These components in the ordinary forms of epicyche gear sets, it is well known, usually revolve at anything from three to four times engine speed, consequently there is a certain amount of slack liable to be set up in time in the bore of the gear wheels and extra wear on the spindles on which they are mounted. In this case, however, the satellite pinions run no faster than the speed of the engine.
The Speed-change Mechanism is Driver-proof.
All three speeds, as well as reverse, are actuated through pedal levers, any two or all of which may be accidentally depressed at one time without the least damage being done to the transmission, the effect of such error only being to bring the machine to a standstill, so that it will be at once seen that the gearbox also incorporates a very satisfactory braking medmin.
We must particularly point out to OM' readers the fitting of but a single shaft in tire gearbox ; this is constructed in one piece, and provided with exceptionally-large floating bushes ; mordover, it is possible, by removing the stiffly-cast side cover, to take out the whole of the gear set en masse for cleaning or other attention without disturbing the gearbox mounting in any WaY. The respective speeds which the box affords are 3, 10, and. 20 m.p.h. This is, oficeurse, when the engine is running normally ; higher speeds can be attained. Mounted on the end ol the one-piece shaft to which we have just referred is the sprocket pinion, which transmits the diive to the back axle, of the live type, the transmission to the latter being effected through a roller type of chain, which, in addi tion to having half-links fitted, is provided with means of adjustment. This is attained by sliding the gearbox bodily on its tubular supportiew members. Should it be desired to alter the ratio of the final drive, the sprocket pinion can be exchanged with remarkable facility.
A Feature of the Rear Axle is the One-piece Shaft.
The hack axle is quite an engineering job, the principal feature being the undivided shaft, which carries all the dead weight, the differential itself being mounted on suitable sleeves to transmit the driving torque to the road wheels. Each end of the casting which encloses the differential gears, also the sleeves which cover the one-piece shaft, are provided with glands for the purpose. of keep ii in lubricant and preventing the ingress of dirt.
In addition to the foot-operated braking medium for which the gearbox provides, two malleable castiron drums are mounted on the rear road-wheels, and the brakes in this instance are operated by a handlever situated in the usual position —to the driver's right hand and they ere of the internally-expanding tyne, opening by means of a cam.
In our composite illustration we include a photograph showing the easy means provided for adjusting C14 the hack axle to suit the tension of the silent and roller chains. It is merely necessary to regulate the two nuts shown to accomplish this, and even when the body is on, the effecting of this adjustment is quite an easy matter. The tubular frame strikes one as being a particularly sound job ; besides its five cross,members it is stiffened up with two lateral stays and queen-posts.
The Control Gear is Adjustable.
Reverting for a moment to the control, there is a feature embodied in the R.G. upon which we would lay particular stress, that is the provision of means for adjusting the rake of the column, and also the disposition of the various pedal levers, the latter being possible by sliding the levere on their tubular mountings. This is a constructional feature_ to which makers do not generally, we find, pay much attention, with the result that, when drivers of different build are called upon to operate any one type of machine, some are often cramped up in all sorts of awkward postures, to the detriment of the efficient and careful handling of the vehicle.
A striking feature of the main suspensioa is that the four inverted springs are so mounted on the frame as to be capable of swinging, affording the maximum of resilieney. There is no undue heavines about the construction of the R.G. chassis ; it weighs about 91 cwt. and we are convinced that it should he very light on tires. On making inquiries in this direction, a director of the company informed us that some of the vans now running on the streets have 9000 miles to their credit on one set of tires this is undoubtedly a very satisfactory performance.
Users also say that the fuel consumption of the vehicle is very low indeed, 25 to 30 m.p.g. being quite sin ordinary accomplishment. With regard to running costs, we understand that, based on a mileage of 15.000 per annum, exclusive of
thiver's wages, the B.G. averages 2.48(1, a mile. The petrol tank can be fitted in any convenient position, and is not, as in many eases with light-van construction, embodied in the coachwork ; in fact, the R.G. standard body itself is a self-contained construction, and can be exchanged for any type of touring or business body by merely slackening six clip,. The track of the standard model is 4 ft. 8 ins., and the wheelbase S ft. 3 ins,
Quite an exceptional amount of lock is provided for the front wheels and this is a desirable feature which will appeal to users who ruin machines in conges:ted areas. It is also an easy matter to keep the front road wheels in true alignment, suitable means of adjustment being fitted to the steering crossmembers. The body dimensions of the box-van are 4 ft. 8 ins, in length —that is, behind the driver to the rear of the chassia—it is 3 ft. 7 ins. wide, and 4 ft. 7 ins, in height ; the R.G. people claim that this is the laagest box body on the market fitted to any machine having a loadcarrying capacity of 10 cwt. The company can supply bodies of a sheet-van construction of even larger capacity than the one we have just specified. Tire sizes are 760 mm. by 90 mm. Wire wheels are Standard, but Sankey pressed-steel form can be supplied at slight additional cost
All-round Utility of R.G. Pro-, ductions.
In addition to the goods-carrying section of the industry, this company has supplied commercial travellers' broughams, ambulance firstaid equipment, and has also built steali fire-tender units for rural district councils, and these to date are giving entire satisfaction. The concern, of course, is in a position to specify for atiy class of body to suit any particular trade. Bodies, as far as possible, are so designed and mounted as to distribute the load evenly on all four road-wheels