ENTIRELY NEW REO GOODS
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CHASSIS Full Road-test Report
An Exclusive Announcement of the 1932 Range of Reo 35-40-cwt. Models. Much Lower Prices. The Short Four-cylinder Model Submitted to Our Standard Test
WE are in a position this week to make an exclusive announcement on behalf of Reo Motors (Britain), Ltd., Beavor Lane, London, W.6, which is certain to interest those of our readers who are operating 2-tonners, or are considering employing this class of chassis. The company has introduced a series of four new 35-40cwt. chassis at prices much lower than those of any other Reo 2-ton or 20-passenger models that have been available in the past. It is not intended to discontinue the existing models, but to market the four new chassis to cater for a distinct market which is found to be developing.
The four chassis comprise short and long-wheelbase four-cylinder machines and short and long-wheelhase six-cylinder machines. The purchaser may choose a wheelbase of 11 ft. 4 ins. or 13 ft. 4 ins., and in either case a four-cylindered or sixcylindered engine can be installed.
The prices of chassis with front wings and full electrical equipment are as follow := .
Model 1A, short, four-cyL, £249; Model 1B, short, six-cyl., 1279; -Model 1C, long, four-cyl., f_267; .Model ID, long, six-cyl., £297. Both side-valve engines are of the same type and, in several respects, they resemble the well-known Gold Crown powerunit employed in many other Reo chassis. Chromenickel alloy is used for the cylinder blocks, this being found particularly wear resisting. The castings are drilled so that pressure lubrica
B24 tion is obtained without Pipes, and even the gudgeon pins, which are full-floating, are pressure fed through drilled connecting rods. The four-cylindered engine has a five-bearing, and the six-cylindered engine a seven-bearing crankshaft.
In each case a down-draught American Zenith carburetter is employed, in conjunction with a camshaft-driven A.C. fuel pump, and, in the ease of the four-cylinder type the inlet and exhaust manifolds are cast in one to ensure adequate pre-heating of the mixture, the exhaust lead being from the forward end.
The main bearings of the fourcylindered engine are of 3 ins, diameter, their aggregater.length being S-14* Ms., whilst the connecting rods are 2* ins, in diameter, their length totalling 61.EF ins.; in the ease of the six-cylindered model the main bearings are of 24 ins, diameter and 1017g ins, aggregate length. The camshaft is gear driven and water circulation is by centrifugal pump.
All the four chassis have fully floating rear axles with dual rear wheels, a one-piece propeller shaft being employed for the short models and a two-piece shaft for the long models. • All have hydraulic fourWheel brakes, Ross steering gear of ample dimensions, and detachable forged disc wheels of the pierced kind. A new type of. radiator, similar in shape to that on the latest Reo eight-cylinder motorcars, and particularly smart, has been adopted, ,the Aller cap being underneath the bonnet One of the short-wheelbase fourcylindered chassis, equipped with a body and a full load, amounting to 2 tons 1 cwt. 1 qr., has beea submitted to our standard form of road test. It should be pointed out that the machine had covered Tess than 200 miles when it was placed in our hands, so that the _engine, was still somewhat •stilt ,Apart from this, the load Witieql little excessive, for the chassis is definitely not intended to carry more than 2 tons and a body allowance of 12 cwt. is, there
fore, on the heavy side. Again, the carburetter setting employed was that used in America, and possibly after further experiment in this country a more economical setting may be found suitable.
Most of the technical details and measurements regarding the model tested appear in the accompanying panel, but it may be added that the frame has a maximum depth of 7 ins. and a flange width of 21 ins. and is made from metal -,-au in. thick. It is amply strong and well re inforced. The front track is 4 ft. 10 ins, and the rear track (between tyres) 5 ft. 31 ins.
The springing is designed on generous lines, as might be expected from experience of the other Rea models, the front springs being 3 ft. 4 ins, long and 2 ins, wide, whilst the rear springs are 4 ft. 2 ins, long and 21 ins. wide. We found the suspension quite satisfactory, even on really bad roads, and there was no lateral instability.
After some nine hours at the wheel in the cold and practically continuous downpour of a typical summer day, we came to the conclusion that this new Rea machine is worthy of being added to the range with which English operators have for so long been familiar.
It has not, of course, the refinement of performance for which the six-cylinder types, particularly the passenger model, are noted, but the object of the designers, namely, to prodUce an inexpensive machine having a simple specification and
Causing no complications of maintenance, yet incorporating features of strength and durability with an adequate performance and a good braking system, has been fulfilled. Those who want six-cylinder refinement can have it for an extra £30.
Well-designed Brake System.
The brakes, it may he said, are excellent, robust drums of generous diameter and width being employed in conjunction with the hydraulic method of power transmission which, provided drums and shoe facings are true, gives a high degree of compensation and, conse • quently, high efficiency. The hand brake is intended for parking and emergency purposes and was not employed when the readings were taken from which the accompanying graph of stopping times and distances was prepared. It was found, however, that the hand brake was sufficiently powerful to pull the loaded machine to a standstill and to hold it satisfactorily when on a gradient of 1 in 6, facing either up or down the hill. On such a gradient the foot brake acted powerfully. The acceleration, as will be seen from the accompanying graph, is quite satisfactory for a foar-cylinder vehicle of this capacity. At a moderate engine speed of 2,500 r.p.rn. the power available amounts to 51 b.h.p, The wide range of ignition adjustment, partly automatic and partly manual, enables the driver to get good service out of the engine on top gear at slow road speed.
For all but express long-distance work, for which the six-cylinder type would he preferable, the power appears to be ample and the hillclimbing capabilities are adequate.
To test the latter point we made use of Brockley Hill on the ElstreeEdgware road. This hill was climbed in the southward direction (average gradient 1 in 171) in 68 seconds, the distance being 600 yds. and the average speed, therefore, 18 m.p.h. Third gear was used. Climbed from the opposite side, this hill is 440 yds. long, and has a gradient between 1 in 11 and 1 in 9. In this direction the ascent was made from rest in second gear in 72 seconds, average speed 12,6 m.p.h.
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Cocks Hill, on the EIstree-Barnet road, which is 200 yds. long and has a maximum gradient Of 1 in 6, was climbed in third and second gears in 40 seconds, the speed averaging 10.23 m.p.h., which is good.
How We Test Fuel Consumption.
Before proceeding to test fuel consumption, we checked the speed ometer over a measured mile, and the figures which we give include an allowance for a slight inaccuracy which was detected. rilling the fuel tank to the orifice neck, we set out on a 60-mile run on main roads and by-roads in the Hertfordshire area, afterwards returning to the exact starting place and refilling, with careful measurement. Our result of nearly 13i m.pA. would, in all probability, be improved upon with a chassis that had seen more service, and with a study of carburetter requirements for British conditions.
After the test we dismantled the down draught carburetter a n d found that the setting, which had, of course, remained undisturbed throughout the day, was :—Choke 24, main jet 21, compensating jet 24, idling jet 12, cap jet 23, acceleration jet 13.
It may be noted that the controls of this machine are easily handled and comfortably placed. The front axle is of the reserve Elliott type and the Ross cam-and-Iever steering gear affords conveniently small turning circles. A useful feature is a foot control for the headlamp dimmer, this being placed just to the left of the clutch pedal. The instrument board accommodates a speedometer, ammeter, oii-pressure gauge and water thermometer.
Speaking of the electrical equipment, this operates at six volts, the battery, which is used for ignition purposes as well as for starting and for the five lamps, having a capacity of 84 amps.
In conclusion, attention may be drawn to the generous body space provided on this chassis, it being possible to accommodate a van or lorry-type body measuring In length at least 10 ft. from behind the driver's cab. This length is obtained without an unduly big wheelbase and with small turning circles. .