THE BIG SWALLOW
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AT the request of the Editor that something seasonal should be written, the idea of conducting a thorough road test of the 2-6-ton 9-99 h.p. Swallow (appropriate name in view• of its galloping consumption figures) came to our mind. Thek,gmaker proved quite agreeable, excePt that the test suggested by us was to destruction, whilst he wanted it to instruction. This matter was amicably arranged, and it came to the same thing in the end, because what was left of the chassis would not have disgraced a junk heap.
Catching the Swallow.
Having ascertained that the Swallow would be at Piccadilly Circus, we caught it on the wing at that venue—fortunately, only the wing suffered. After rescuing the chassis from a group of admirers it was moved to a side road, the radiator filled with nitro-glycerine and the sump drained and refilled with anti-knock, as some of the
engine bolts were loose. As the driver said that the engine sometimes choked we tickled the carbutetter to make it cough, but all it did was to spit. However, a good start was made, after blowing out the silencer into the faces of some passers-by. .
The first test—impromptu—was a mileage per float chamber, and having ascertained this in dense traffic the petrol was turned on and
B30 the engine restarted. This was not before we heard some most interesting comments upon the vehicle. Curiously enough, certain people appeared to realize that it was something of a hybrid, the last remark in particular leading us to believe that they knew that its parentage was a trifle mixed.
At first the vehicle ran quite sweetly, but suddenly began to bump, and hastily scrambling out with the foot pump, the tyres were carefully examined in the belief that there was a puncture, as, owing to the fog, it had not previously been observed that they were solids. The rough travel proved to be due to the vehicle running into a road excavation and for a really good pulling test we could not have found a better hole, except that most of the pulling—and some pushing—had to be done by the labourers already in it.
This rich mixture and a certain amount of superheated air enabled the journey to be continued. The sudden stopping of a tram in front gave a good opportunity for testing the brakes, but, unfortunately, we were not rapid enough on that occasion; despite this, however, it provided some remarkable stoppingdistance figures, and we were able to carry on with what was left.
Coming to a steep hill, we took the temperature in the radiator, switched off the engine and coasted to the bottom, where we were agreeably surprised to find that the temperature had not risen in the slightest—in fact, if anything, there was even a slight drop of the thermometer; luckily, however, it fell into mud and did not fracture.
Realizing the fuel capabilities of the Swallow, the 10-gallon test tank was connected up for the short-consumption test. After a mile or two we began to wonder why the tank had not emptied, and than found that the wrong tap had been turned, thus nearly draining the main tank. By this time it was too late to carry out a further experiment in this connection; the gallonage per mile was therefore computed on the total fuel supply, less a certain amount which had been used for filling cigarette lighters and washing after the process of draining the sump.
Ensuring Extreme Accuracy. "
Doubts were expressed as to the accuracy of the speedometer readings, and these were most carefully tested over a distance of 100 yards, the necessary factor for correction being ascertained and all the figures obtained being multiplied and divided by this.
During a further test of stopping distances recourse had to be made to our rubber tape, which proved so handy when the distances did not make even figures. By a little stretch of the imagination, and of the tape, remarkably satisfactory results could be obtained. In some cases, the stopping distances were found to be improved by using the tape doubled.
The maker was anxious that we should try the effect of a moist atmosphere for running the engine, and, fortunately, a street-washing machine was discovered actually at work, and by a full depression of the accelerator it was found that this appliance could be followed fairly comfortably. The results, however, were not quite successful or conclusive, particularly when some of the water splashed on to the sparking plugs and we had to wait for these to dry, having left the blotting pad in the office.
We will not say anything about the silent running of this remarkable chassis, because any statement on this might prejudice the Bench at the hearing of the summons issued under the Regulations for the Prevention of Noise, but we are sure that the silencer was effective because we could not hear any sound from the exhaust. The driver tried to mention this fact while the vehicle was in motion, but failed to make us hear, and again drew our attention to it at the conclusion of the trial.
It is our practice to refer to a few of the best technical features in a chassis under test. and some are really worthy of special mention.
The central-lubrication system is most ingenious. To avoid any risk of choked pipes, the lubricant runs outside them so that its course can be followed. A filter is provided at each point to arrest dust and flies collected by it en route.
One of the neatest features is the telescopic overhang by which the vehicle can be extended immediately following its inspection for licensing. The starting handle is made detachable with the object of being able to employ it as a window winder when the chassis is used for bus work.
To facilitate reversing in narrow thoroughfares, provision is made for changing over the front and; back axles. Another commendable feature is the removable• gear-change lever, which overcomes the risk of theft, whilst it can also be employed as a handy dip stick, the knob preventing it from dropping too far.
The carburetter settings were carefully checked over. The superpower jet proved to be in., and the ordinary power nozzle -124in. It was found that the slow-running jet was solid, the maker having forgotten to drill this before the start. Probably this accounted for the choking of the carburetter, to which reference has already been made.
Novelty is shown in the design of the carburetter pump-acceleration device, which is interchangeable with the engine-oil pump, so that an adequate degree of upper-cylinder lubrication can be attained. The only hot spot appeared to be at the driver's feet. There is a combined carburetter-intake dust extractor and vacuum cleaner for the upholstery.
As regards the chassis frame, the main members taper to the centre; this, the maker alleges, gives an unusual degree of flexibility.
The engine was not taken down for inspection, but it is understood that the main and big-end bearings are of highly compressed sponge rubber, giving even loading and an excellent factor of oil absorption.
Now a further word as to the brakes. These t must be really effective, because the drums were nearly red hot, and most of our readers will know, through having their chests rubbed, that hearty friction develops heat. As a matter of fact; one drum was hotter than the other, but this was put down to the side wind which was blowing during most of the journey.
A. word of praise must be given as to the accessibility of the various units, and to the gearbox in particular. The driver showed us that a nut could be dropped into it without the slightest difficulty, it being necessary only to remove one cover. The clutch, too, could be reached without trouble, so that in the event of it slipping, a handful of grit or sand could easily be applied. The practical need for this provision showed itself once or twice during the course of the day, thus proving how carefully the designer had thought out every As the day wore on and the chassis wore out, the works driver became more and more troublesome. He said that it was a difficult climb into or out of his seat and positively refused when asked to help us to measure the turning circle, which he wanted to calculate by taking the distance shown on the speedometer and dividing by 3.1415946. We suggested that he was the pie.
He also persisted that weigbment of the axles separately—no weighbridge being anything like big enough to take the complete chassis —gave an inaccurate result, as there was a portion of the chassis, between the front and rear axles which was weighed twice.
The chassis had to he sent home clean, so we returned to London and passed over the new fountains in St. Giles's Circus. The thunder of pneumatic road drills at this corner was distinctly audible when the engine was ticking over. A collision with roadmaking materials abruptly stopped our progress, bringing the test load of concrete blocks and other free masonry very much to the fore.
It was now nearly 4 p.m. and we were near. home, so we telephoned to the Editor to say that we had broken down and would not be able to return to the office.
The results of our investigations have been most carefully checked over by the maker of the chassis, and as it is considered by him that some of the figures obtained are too good, they will be revised before publication. CThis will not be for a long time.—En,]