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HE BERLIN SHOW
THE main interest at this year's International Motor Show in Berlin, which was opened by Herr Hitler last Friday and which closes on March 5, lies not so much in the actual exhibits, although these are numerous, but in the policy governing the commercial side of the German industry and the manner in which this is beginning to be reflected in the chassis and vehicles displayed. This policy may, incidentally, ihave a very important bearing upon Germany's competitive powers in overseas sales.
Briefly, the scheme formulated, and now being put into operation, is to rationalize the production of goods vehicles by the adoption of three major load capacities, these being approximately 3 tons, 41 tons and 6 tons, which figures apply, of course, only to what we may term standard-type chassis, not to special designs for military purposes, or to tractors and special types for the carriage of exceptionally heavy loads.
Now, for example,. we find that the size of the Opel exhibit has shrunk considerably as compared with that of last year, because the company is restricted to the manufacture of a 3-tonner, whereas, previously, it had types going down to the 10-cwt. Bussing-N.A.G. will make only 5and 6tonners, and M.A.N. 6-tonners, the particular makers being allocated models for .the production of which they are especially equipped.
It is also required that, so far as possible; the same components for the motor, gearbox and axles shall be used for each size; thus for a series, of . any make the question of the, stocking of spare parts is simplified and the capital bound up in them can be reduced, whilst, of course, production costs should be lowered correspondingly.
Newcomers to the Show are the Tatra, the Austrian Saurer and the Austro Fiat. In the case of the first, although several models are shown,the company has just been informed that it will not be permitted to sell its products, as this well-known type with its single-tube chassis has been adopted to meet military requirements, whilst one Saurer engine was removed before the Show, was opened to the public. At first we thought that the well-known Hansa-Lloyd-Goliath was absent, but we then found that the name had been changed to Borgward.
As a move in the same direction, the Krupp concern has produced a new six-cylinder-in-line water-cooled oil engine, working on the four-stroke-cycle principle, of which we include an illustration. This is of the ante-chamber type with Bern heater plugs, Bosch pump and belt drive, Knorr air compressor for operating the brakes, and a centrifugal water pump driven froin the end of the dynamo spindle. A new 3i-ton chassis has been produced embodying this engine. This has, as formerly, a Z.F. four-speed gearbox and a two-piece cardan shaft taking the drive to a vertical banjo axle, Another model which is not very well known, although it was exhibited last year, is the Praga, which, as its name implies, comes from Prague. This is a 7-tonner weighing 10,200 lb. The 125 b.h.p. engine is of the ante-chamber type, with heater plugs for starting, the six cylinders being of 115 mm. bore and 142 mm. stroke, it is interesting to note, however, that another type of engine is being built which will incorporate the latest Ricardo system. A Bosch air pump supplies power for the brakes. A smaller Pra.ga model is also staged.
• Mercedes-Benz is exhibiting a new 41-tonner. with a
M.A.N. back axle. This has a sixlcylitielered_ engine, of 120 b.h.p.The clearance under the axle is improved by
. ,
incorporating a spur-gear reduction in the wheels, the axle being of the dual type with "a load carryingbeam to which the centre casing is bolted. A surprising increase in pcwer is obtained as compared with the previous model, merely
by enlarging the intake valves, ports and channels, thus reducing restriction of the air, which, combined with the raising of the r.p.m, from 2,000 to 2,250, has resulted in the b.h.p. being increased by 20 to the figure mentioned.
We were interested to learn that, despite the fact that the production of commercial models has been greatly increased during the past few years, most of the big concerns have orders in hand to cover their output for two years; this compares with the private-car delivery date of from five to seven months. Apparently many of the orders are for coaches and buses to meet the needs of passenger traffic throughout Germany. We inquired whether the advisability of increasing the factory space had been considered as a means for reducing the delay in delivery, or whether there was some question of shortage of material, but we were informed that there was little trouble in connection with the material, the main difficulty being in obtaining labour. Germany has no unemployed—in fact, it is borrowing workers from other countries, and a suggestion from us that, perhaps, it could take on some of our unemployed (which was intended in a humorous vein) was taken quite seriously. The
great puzzle is to know why Germany can find work for which it has insufficient labour, whilst we have to expend enormous sums in unemployment pay. Perhaps this is because public works, tube extension, -canals, the building of national centres, rehousing and other activities are being pushed forward with such speed and vigour.
As an American remarked to us during his first visit
An interesting Opel tractor-trailer combination in which there is a "concertina connection between vehicle and trailer.
to Germany, he was a greater admirer of "push," and, so far as outward appearances went, after travelling all over Europe, and, incidentally, in Britain, Germany seemed tohim to be the most prosperous country of all!
In connection with passenger vehicles, the Bussing-N.A.G. concern is concentrating on its special type known as the Trambus. This is a forward-control model to hold 40 to 50 passengers, according to requirements, the driver and conductor being partitioned off, the partition having g. sliding door at the near side, whilst further sliding doors at the front and rear are either hand or pneumatically operated. At the back is what might be described as a well with
B28 accommodation for some 15 standing passengers.
The body of the Trambus, which is also a product of the chassis maker, is of steel or light metal to order, and the vehicle runs on 42 by 10 tyres. It is doubtful whether a vehicle of this type would meet with great approbation in Britain because, unlike passengers in Germany, France and elsewhere on the Continent, Britons appear to have a distinct aversion to standing for long periods. Possibly that is Why the doubledecker is our most favoured type for general service.
At the opening of the Show Dr. Goebbels said that it had become something very real to the German peoples themselves. Formerly it had been Merely an industrial exhibition of interest primarily to the exhibitor and his prospective client. Now it had become a classical indication of the country's development and modern technique. This year it consisted of 10 halls with over 50,000 sq. metres of floor space. Whereas in 1931 there were only 295,000 visitors, in 1938 this increased to 789,000.
The motor roads are an outcome of the regime and have astonished the world. Critics said that these roads were, first, of no real utility; secondly, too dear; and, lastly, would not pay for themselves. The work, however, was carried out in spite of this. They consumed 5,500,000 tons of cement on a length of 3,395 kiloms. From July 1, 1937, to June 30, 1938, a total of 660,146 motor vehicles from foreign countries had crossed the German frontiers. In 1932 Germany had 7,000 goods vehicles and buses; in 1938 there were 50,000. Our readers will note from the latter figure that the capacity of the country to absorb commercial vehicles should be large, because the corresponding figure in Britain is over 10 times as great. Yet our country has nothing like the area ol Germany. Herr Hitler referred mainly to the cheapening of production, the possibility of increasing exports by the reduction in models, and the importance of bringing down the weight of vehicles: He pointed out that every pound of steel needlessly used in a vehicle not only adds to its original cost but also to its upkeep, fuel consumption and the wear and tear on roads. He proceeded to castigate road hogs who, he said, killed nearly 7,000 people per year in Germany and injured about 40,000. There was no art in driving fast, but there is so in driving safely and carefully. Careless and rapid driving were the chief causes of accidents. The German roads were not built for people who wish to go at 75 to 90 m.p.h., but for the driver averaging 50 m.p.h. High-speed driving was uneconomical, wearing out vehicles and wasting fuel.
Continuing with our notes on the Show this year, although the exhibits are of considerable interest, especially in respect of the very large number of types and vehicles displayed and the particular rationalization to which we have referred, there are not many changes since the Show of last February.
The tendency towards the employment of homeproduced fuels by the aid of gas-producers, coMpressed gas, etc., is well to the fore. Of course, Germany is pro ducing a considerable amount of oil synthetically. We believe the total to be about 1,500,000 tons per year, which, in view of the comparatively small number of vehicles in operation, means that quite a large percentage of these is running on such fuel. If the number increases rapidly the situation will become more difficult and even greater efforts will have to be made in the direction of home production if large fuel imports are to be avoided.
One of the most interesting exhibits is a propaganda outfit in connection with the Four Years' Plan (Germany's scheme for becoming self-contained). This consists, as will be seen from our illustration, of vehicles and trailers so built that the sides lift up to make quite a large hall in which exhibits are staged. Last year a similar arrangement was shown in the form of a cinema hall.
Amongst new vehicles we inspected was an X-ray van using an Opel-Blitz chassis. This has a Robot camera with automatic film change and shutter, and it is a matter of seconds for a person to have his. chest, etc., photographed. His name and number are on a card and the number is reproduced in the picture. The X-ray equipment is by C. H. F. Muller A.G. The vehicle would obviously prove of value in rapidly checking the condition of recruits.
On another chassis of the same make is an elaborately equipped dentist's surgery built by Miesen. The use of light metals was well displayed in two exhibits by Waggon-Fabrik A.G. Uerdingen. One was a trailer passenger coach constructed in Elektron, for which a saving in weight of 30 per cent, is claimed at an increase in cost of only 400 R.M. (about £33 at the nominal rate). The other is a goods trailer with an Elektron frame, channel members of the same metal bracing the wooden sides.
One of the most completely equipped workshop wagons which we have ever seen was a Mercedes-Benz with body by Hahn and Kolb of Stuttgart. This has its own electricgenerating plant, welding equipment, machine tools (such as electric drills and lathe) and a press for sleeves and bushes. At each side two panels hinge down and are held by chains to form work benches equipped with vices.
Faun shows a new refuse vehicle with a large screw at the back, and at an angle of about 40 degrees, on to which the refuse is tipped. The screw then forces it into the body and the compression resulting is claimed to increase the capacity by 50 per cent. The back hinges to allow hydraulic tipping, and the screw is driven by worm gear from a shaft running from the engine and embodying a slipping clutch of the sprung angle-dog type.
Passenger vehicles are developing rapidly and some exceedingly fine examples are to be seen, but to our eyes they are sometimes spoilt by the unduly massive frontal appearance. A great many are now equipped with glass or transparent plastic curved windows above the sides, so that passengers obtain better views of high scenery in hilly country.
One interesting development in rubber suspension is a Continentalcushioning device between wheel and hub, which permits the wheels to cant slightly, thus equalizing the pressure on twin tyres. We also noted a rollerbearing crankshaft by Albert Hirth A.-G. Stuttgart-Zuffenhausen, which can be built up in a one-piece crankcase, Considerations of space preclude us from dealing with many other exhibits which really deserve more attention.