Makers' Intentions for 1923.
Page 25
Page 26
Page 28
Page 29
If you've noticed an error in this article please click here to report it so we can fix it.
The Policy which Underlies the Great Variety o I Types. Tendencies Constantly in an Upward Direction, Where Developments are Occurring.
WHILsT IT is evident, by examination of manufacturers' programmes and from the consideration of new models either placed
. recently upon the market, or shortly to be offered to the public, that no very striking or original developments are to be expected as regards the design ol commercial motor vehicles in thenear future, it is, nevertheless, possible to discern certain general tendencies and from them to reduce the lines along which future progress will be made. In this, our "1923 Outlook" Number, however, we are concerned only with immediate prospects, those which lie between to-day and a year hence. It is in this respect thatthe following brief notes as to the probable development. of the commercial industry are made.
Variety of Types.
There does not appear to be any tendency whatever for any individual maker to specialize on one type or size. This is in flat contradiction to the line of thought which prevailed immediately after the war: Indeed, at that time, as we have good reason for knowing, a, plan was seriously considered whereby each of a group of manufacturers was to confine his attention to one or two special types and sizes, those for which -his equipment, patterns and sales force were most suitable, thus tending by concentration ,to reduce 'manufacturing costs throughout the trade. Apparently, this scheme proved to be impracticable. At any rate, it is clearly now abandoned, and there is actually a noticeable. increase, as regards the majority of British manufacturers, in the number of different models each one is making.
Some realization of the demand for smaller vehicles is apparent, but it has been brought about, we think, rather by congestion of the market for threeoi four, tonners than as the outcome of a proper study of the potential market. The regrettable scarcity of British chassis having a capacity of one ton, net load, is still noticeable and, so far as we can ascertain, is not likely to be remedied in the near future. Indeed, judging by certain recent innovations in the way of commercial motor chassis, the tendency is all the other way and our manufacturers have in mind more than ever the necessity of increasing the carrying capacity of the single unit. The past year, for example, has seen the introduction on-to the market of new seven-ton models, both of steam and petrol types, the largest size previously made, apart from those special eight-ton steamers designed for Liverpool dock work, having a capacity of six tons. This same tendency towards concentration of large loads on to single units is, no doubt, responsible for the excellent favour with which the six-wheeler is now regarded both by manufacturers and by the buying public.
There is one development which, one would have thought, judging by the, exhibits at the last commercial motor show, would by now have been stroegly
evident. Werefer to that type of chassis which quickly became known as the "K" type (on account of its resemblance to the newest London buses), in which the driver sits over the engine. For some reason or other, this seems to be hanging fire, and it is hard to understand why it should. This type has much to recommend it. There is, on the one hand, the increased body space which it affords, and, on the other, greater manreuvrability in narrow spaces. Its one-time disadvantage; inaccessibility of the engine, has not only less weight now than it used to have, but has also been largely eliminated. It seemed certain, therefore, that a considerable increase in the popularity of this type of machine would be inevitable: There is no such increase. Chassis of this type are almost unmentioned in the makers' programmes and are going well only in certain districts for special purposes, such as in the colliery and mill districts of Lancashire and Yorkshire, and for refuse collection in the same localities.
ChassisComponents.
There does not appear to be any general agreement amongst makers as to engine size in relation to the load. Some prefer a small, high-speed engine, and others a large, slow-running power unit, the final drive ratio being modified to suit the engine. There is no addition to the number of six-cylinder commercial or public-service vehicles. It may be that better times would have allowed, and wih eventually allow, of developments in this direction.
As regards -gearboxes, the dog-clutch type of box with constant-mesh gear is most in favour, particularly if one has in mind specifications of the newest models.. The question as to whether to employ three speeds Or four seems to be as. far from being answered as ever, and will probably be in the same position a year from now. If it could be said that there was.any discrimination at all, it would appear to be applied somewhere about the limit set by the three-ton chassis. Machines up to that capacity, for goods carrying, having three speeds, those of four tons and over a fona-speed box. All but the smallest passenger machines have four speeds.
The situation as regards the selection of a final drive remains practically unaltered and seems almost to' have settled down for good, if one could ever consider that to be possible. The chain as a means of final drive, if it be dying, is taking an unconscionable time about it. Not one maker hitherto wedded to it has entirely discarded it. Some still retain it as the sole system throughout their entire range of models. Most, however, have introduced the live axle into the lighter machines, and it may be that, in the long run, this form of transmission will prevail. There appears to be a slight tendency to favour the worm as against the double reduction, bevel and spur, except as regards the heaviest machines, in which, when a chain is not employed, the double-reduction gear is generally favoured. The internal gear drive, with pinion and rack in the rear wheels, does not appear likely to be generally adopted, notwithstanding its advantages.
Tyres.
The use of pneumatic tyres is growing in all sizes up to 30 cwt., and as regards passenger machines up to 32-seaters. Even when all four tyres are not pneqmatic, the front wheels are generally so equipped. As regards goods vehicles, however, the selection of tyres is governed largely by the conditions of use. The popularity of the cushion tyre, such as the N.A.P:, for vehicles of similar capacity, is noticeable. It is clearly finding a permanent place in the general scheme of things—a kind of half-way house between the too hard solid and the too expensive pneumatic. The most important developments in commercial motor tyres are to be expected, we think, in connection with these. It is -notable that all makers are alive to the necessity for catering for users', requirements in this respect ; nearly every one of them offers
alternative types of wheel suitable for solid tyres, cushion tyres, or pneumatic. .
The semi-elliptic type of spring is universal, except: as regards the lightest chassis. In most cases it rides on top of the axle, but in a few the ,underslung: arrangement is adopted. Any development—and none: is clearly•foreshadowed—will probably be' in connec
tion with the suspension of motor. coach chassis. •
Electrical Equipment.
Electric lighting is now fairly general on passenger machines. Its merits are being recognized, too, on other types, particularly when a good deal of night driving is done. Electric starting sets, however, have hardly got beyond the drawing-office stage yet. At least, that is true in regard to the heavier types of machine. There are, as is well known, several difficult problems to be solved before this class of equipment becomes anything like general in its application. We may have a different story to tell next year.
Tipping Gears.
Tipping gears come between the chassis and the body, and may rightly be given that position in. these notes. The outstanding feature of 'them is their variety. Second to that is the frequency with which they are mentioned in manufacturers' programmes, thus indicating their importance and the extent of the demand for. them. There seems to be no indication as to the likelihood of any type becoining general Or being more favoured than the rest.Not merely the purpose for -Which the wagon is required, but the individual makers' preference, governed, no doubt, in a great many cases, by consideration of patent rights, affects the selection. All seem to be good and reliable, serving-their purpose in their several ways. Even the same' maker will generally offer is choice of several types of mechanism ; hamar, or power, screw and nut, hydraulic, toggle lever, or modifications and combinations of these are all available, in several instances, in connection with the one make of chassis.
Bodies.
So far as bodywork is concerned, there is no tendency of any kind or description to be noted, except the perfect willingness on the part of the body builder to meet the requirements, not only of every trade and sundry, but also the freak ideas of publicity managers, whose plans are sometimes put disconcertingly agley by the corrective interference of the authorities. The butcher, the baker, the candlestick maker ; the brewer, the farmer, the grocer and the contractor, all have their special needs, which are duly and properly met, but none of them so fully, and in such variety, as those of the merry-makers who tour the countryside in motor coaches. To this aspect of commercial motordom, however, suitable reference will be found in other pages. Here, it need only be pointed out that progress is steady, and will be hastened only by the willingness—and capacity—of the motor-coach-using public, to pay for more luxurious and complete provision for its comfort
• The Petrol-electric.
The petrol-electric, after being for many years almost stationary in its development (using the word in the commercial sense only) appears at last to be making a move. The appearance, within a comparatively short period, of a couple of new makes of this type increases the available choice by hundreds per cent., and there can be no doubt that the keener competition which will result, having as one effect increasing recourse to publicity, will bring this nseful type of commercial motor vehicle more prominently before the public eye, resulting in better appreciation of its inherent advantages, which will inevitably have the desired effect of increasing the sales and therefore the development of .the type. It should be borne in mind that the petrol-electric not only offers advantages in respect of ease of control and safer " gear chang ing," but embodies as an inherent feature of its construction a brake of a special type, which is not only particularly effective, but is entirely independent of the strength of the driver, whilst it constitutes the finest possible form of sprag. These advantages are invaluable, no matter to what use the chassis may be put. They are, however, particularly important in connection with passenger chassis, and, as the merits of the petrol-electric become more widely realized in this respect, its increasing employment for that purpose by the ordinary motor coach owners, as distinct from the larger motorbus operating concerns, who have already shown their appreciation, is inevitable.
Four-wheel-drive Chassis.
The distribution of the drive over more than two wheels is not yet, seemingly, gaining in favour to any extent amongst manufacturers, the British F.W.D. Co. being still the only advocate of the type in this country. But we do know that the possibilities are being closely studied with a view to a reduction of the wear and tear of roads.
Foreign Petrol Vehicles. Size.
So far as the size of American machines is concerned, a tendency entirely opposed to that which we have noted in connection with British machines is to be observed. Our makers, it has been pointed out, have been devoting their attention to the heaviest types; Americans, on the other hand, are developing what is known to them as the " speed truck," by which term is meant a chassis having the capacity of not more than 30 cwt., pneumatic-tyred, built lightly
and high geared for speedy movement. It is intended to serve not only as a single handy machine for the small trader, but also to do duty as a tender in connection with bigger fleets of heavier vehicles. It lends itself admirably to use as a motor coach chassis having a capacity for not more than 14 people
Apart from the divergence of immediate intentions as regards the development along the lines of heavy and light machines, there is no striking differente in the policy of British and foreign makers as regards the sizes of the machines which any one maker offers. The concentration of the energy of a whole factory on to one model, although admittedly, from the point of view of the greatest good of the greatest number, admirable, as cheapening the cost of production, is so clearly opposed to the tenets of modern competitive business methods as to be as impracticable there as here.
Assembled Chassis.
The outstanding features of American machines, as opposed to both British and Continental chassis; is the partiality of the makers of the first-named for chassis assembled from component parts, .each of which is manufactured by a specialist. Looking forward, it may be said that there is every prospect of this practice continuing in favour, no diminution in its popularity being observable.
Electrical Equipment.
It is worthy of note that .even in America the original home, as might almost be said, of the electric starting outfit, there does not appear to be any tendency whatever to apply this equipment to the needs of the commercial vehicle. On the other hand, definite steps in this direction have already been taken on the 'Continent, and a well-known Italian machine, imported here, is so fitted.
Conversion Sets.
It is amongst foreign makers that the conversion sets designed to make Ford chassis do duty for heavier loads than those for which they were originally designed are to be found. Their astonishing early success was somewhat discounted when the Ford
tonner came upon' the market, and it is not likely that any important future developments of this type of fitting will occur.
Steam Vehicles.
Developments have occurred recently which, too briefly considered, might have led to the conclusion that they indicated a strong tendency in favour of the undertype steam wagon, several makers of overtypes having turned their attention in that direction. If anything, this may be read rather to indicate continuation of the popularity of both types. Manufacturers, after all, are ultimately controlled, as to their policy, by the buying public, and this division of effort in the case of so many steam wagon makers only goes to show that the demand for both types is so keen that be who can only offer one soon feels at a disadvantage. The plain truth of the matter is that each type has its place in the scheme of things, and will continue to hold it.
As regards size, there is not likely to be much change. Neither the 7-tonner nor the 21-tonner recently introduced affords any indication of a general move either ep or down the scale of capacity, although a year's experience of either or both imay considerably affect matters in that regard. The steamer's practicable range is from 3 tons to 6 tons, and its principal bid for favour is its ability to haul a trailer without difficulty.
As regards tipping gear, the steam wagon, being already provided with a flexible and easily available source of power inside its boiler, has, open to it, additional means of operating this gear, of which due advantage is taken, in addition to making use of all those types of tipping gear already applied in the case of petrol vehicles.
The past year has been notable, in steam-wagon circles, for the introduction of a new type of chassis having a final drive by enclosed live axle instead of the almost universal single or double chain. Notwithstanding all that has been said to the contrary, this may to all intents and purposes be described as a new departure. Its importance, and its probable effect on future design of this class of vehicle, may not yet be estimated with any degree of certainty, but we are of the opinion that there is not likely to be.any immediate conversion of steam-wagon makers' ideas in this direction.
The Clarkson.
We have, of deliberate intent, omitted, in the above notes on steam wagons, any reference to the Clark spn steam chassis, for the simple reason that it so obviously stands in a class by itself, with its special coke-fired thimble-tube boiler, its condenser, its highspeed V-type engine and petrol-vehicle-type transmission. As regards the details of its design, no important alteration has taken place for the past year or so. Considerable developments in use, we understand, are taking place in Australia and similar localities -wherein supplies of petrol are difficult to obtain or expensive, and progress in that direction is more than likely.
Tractors and Steam Locomotives.
Beyond a growing tendency to fit rubber tyres to the first, no alteration has occurred or is very likely in connection with -steam tractors or road locomotives. The only possible circumstance which is-likely to bring about such an alteration would be such a revision of the law in the direction of altering permissible axle weights as to make it worth while for makers to redesign. Such a circumstance is not at all likely to occur.
Electric Vehicles.
The electric battery vehicle industry is at the moment showing more signs of active development than any other, possibly on account of the fact that there is more room for expansion. It is growing both as regards the volume of sales effected and as re
gards the application of the vehicle, proving, as we have always held, that there is ample scope for the electric even if it be properly confined to its own sphere of action. Once its limitation of mileage is properly understood, there is no limit, other than reason, to its application to an endless variety of loads and purposes. Indeed, there are special fea tures about this' type of chassis which enable it to be applied more efficiently to a greater variety of uses than is possible with any other single type. These expansions of the industry have now got beyond the sporadic stage, and, although there is a vast number of types, it cannot be said that any is likely soon to become obsolete. It does seem, however, that in the near future we may expect to see this multitude of types coalescing somewhat, as experience of use indicates some crudities here, some redundancies there, some failings in yet another direction, and so on.
Electrics have a wider scope in general than petrol or steam vehicles, as they are more suitable for fac
tory and railway platform use, and it is perhaps in the latter direction that the most interesting developinents may be -expected.
What has been said about the types of -electric vehicle as regards variety applies also to their con
structional details and general design. There appears to be no part of the chassis which is not suitable for the disposition of the motor ; certainly there is no part within reason where it has not been employed.
Equal freedom as Pegards location of the batteries is observed, and the type, lead or alkaline, appears
to be as far from a decision as ever. Thus, although it cannot be said that the electric vehicle is, as regards its development, in a state of flux, it is still true that the variety of types and designs is such that it is impassible to detect any decided trend.
Fire-engines.
Fire-engines, as regards the more general municipal type employed in most large towns, are standardized as regards type, the principal differences as between one maker and another, apart from the development of electrical transmission, being as regards the choice of pump, which may be turbine or centrifugal. Developments in this class of fire-fighting equipment are to be expected along the line of the more widespread use of electricity, increasing the mobility of some of the accessory apparatus.
Apart from these main types, two recent and striking developments are to be noted. On the one hand we have the small trailer, light enough to be hand propelled or adapted to be hitched to any motorcar. On it is mounted a petrol engine with pump and other equipment, combining to make a complete, selfcontained fire-engine on two wheels. On the other hand, in almost violent contrast with the popular conception of what a fire-engine should be, is the equipment mounted on a light car chassis such as a Ford. Either of these two types is suitable for employment in nisei districts or in a works, and much is likely to be heard of both in the near future in both these spheres of activity.
Prices appear now to have reached a level which must, from the very circumstances of the industry, be stationary for a time. There has been no important reduction now for some months, and none seems likely or possible unless some radical and entirely unforeseen change occurs. In general, the list price of the British petrol vehicle is hardly higher than it was in _pre-war days, a statement which could hardly be made in reference to any other manufactured commodity. Prices are more likely to rise than fall.