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PARCELCARS
An undertaking which has for some considerable while directed its attention to the manufacture of pareelcars is A. W. Wall, Ltd., Roc Motor Works, Hay Mills, Birmingham. It was in January, 1912, that we introduced to our readers the first Wail tri-carrier ; since .then
there has been a steady demand for these handy little industrial units, and the reputation which the concern holds at the present time is in no small measure due to this particular aide of its productive efforts.
Upon our being notified recently that certain modifications to the original design had been effected, we dispatched a representative of this journal to the Hay Mills factory to inspect and test on the road the latest Wall parcelear model.
The V-shaped Tubular Frame is a Feature The new machine, in principle, still resembles its older prototype in that a tubular frame is mounted on three road wheels, the forward one of which effects the steering. The tubular frame converges at its front end to a point, where it is secured to the spring fork by means
of a good stout head-lug. Suspended immediately behind the front wheel is an 8 h.p. Precision air-cooled engine. This is, of course, of the V-type construction ; it is housed in position by a substantial form of malleable cast-iron cradle. The means adopted for mounting the unit are quite sound in principle. A Bosch high-tension magneto affords the ignition. The Improved Epicyclic Gearbox is Driver-proof.
Bolted direct to the rear of the crankcase is the well-known type of Wall two-speed epicyclic gearbox, a construction for which its maker has been noted for some years past. In the new. model, particular attention has been given to the strengthening up of the gears, increasing bearing surfaces and generally making the whole machine as driver-proof as possible. We closely inspected, alongside that of the older type, the gearbox now fitted, and noticed that the gears had been increased to more than double the original width, in order that the transmission shall afford a still more efficient service than hitherto.
The Propeller-shaft has Bevel Gears Fitted Both Ends.
A pair of bevel gears, which transntit the propeller-shaft drive to the rear axle, are mounted inside the same box which houses the epicyclic set. These gears have also been in creased in size. The rear portion of the gearbox is mounted on a good stiff transverse tube, which in turn is supported by substantial lugs brazed on each tube of the main frame. The top half of the box can be readily taken away to allow for inspection. Incidentally we might mention that accessibility has been one of the principal features to which the designer has directed attention, and if necessary the engine and gearbox, with its forward bevel drive, can be readily taken away as a unit from the main frame, without one's having to remove the body. To allow for adjusting the brake band of the low gear, a small easily-detachable side door is bolted to the bottom half of the gearease.
The Machine can be Turned Round Within its Own Length.
As before mentioned, means are provided for giving two speeds ; these are controlled by the use of two pedals. The top and bottom speed ratios of engine revolutions to road wheels are 6.12 and 15.3 to 1 respectively. It has been considered unnecessary to fit a reverse gear, it being quite an easy matter to turn the machine round, within its own length, by hand. There are
three foot levers in all ; that to the driver's left is for putting in the low gear, the central pedal is for operating top speed, whilst the third actuates the foot brake. Each pedalplate is plainly marked L, H, or B respectively in good bold cast letters ; any fresh driver should have no difficulty in making an instant selection of whichever pedal he requires to actuate.
The Live-,axle is Wholly Enclosed.
A propeller shaft, which is encased in a mild-steel tube, transmits the drive to the rear axle. The final drive is through bevels, which gearing, together with the differential, is encased in a neat malleable castiron casing. The differential shafts are of the floating type, thus taking the driving torque only, the weight being carried by good stout outer tubes which go to complete the back-axle unit.
The Main Suspension.
We noticed a modification respecting the body suspension ; the forward end of the paltform, which accommodates the body, is now mounted on two short grasshopper springs, which are shackled to the cradle carrying the engine unit. The rear portion of the body is supported on an inverted semi-elliptic transverse spring, positioned directly over the back axle, the ends of which are shackled to the same brackets which form an anchorage for the rear-wheel brake fulcrum.
Rear Axle May Be Easily Taken Out as a Unit.
As affording further evidence of the maker's consistent intentions to build for accessibility, the rear axle and wheels can be taken adrift by merely uncoupling the spring shackles and unfastening two nuts.
Two sets of brake shoes are fitted to each rear wheel ; they function on cast malleable drums, the dia meter of which is 9 ins., the width of each brake shoe being 11 in. For operating the hand brake a lever is placed conveniently to the driver's right band, and the brake shaft is mounted to revolve freely inside the transverse tube to which the gearbox is anchored, the foot brake being actuated from an independent shaft mounted forward of the rear
axle. Where possible Hoffmann bearings are fitted, a noticeable feature being the almost entire absence of plain bushings on the model.
The Machine Can Be Easily Manoeuvred.
The steering and engine control are exceedingly easy to effect, and we found that there is but little trouble in getting the maximum amount of power out of the motor and in manoeuvring the machine tinder any conditions of service. An exhaust-valve lifter is fitted, and two levers are connected with the carburetter ; all three are actuated by the Bowden wire principle. The wheelbase of the model we
found to be 7 ft. 6 ins., whilst the track is 3 ft. 8 ins. The dimensiona of the road wheels are 650 mm. by 65 nun., Dunlop tires being usually fitted as standard.
It is stated that the chassis can accommodate a body having an overall length of 6 ft. and a width of 4 ft., that is if constructed with "paddle-boxes."
We Test the Chassis With a Load of 9-cwt.
We took a trial run on the little model, and ourselves witnessed a test load of 9 cwt. being placed on board ; the loading-up was done expeditiously, as access to the vehicle is uninterrupted. We eventually covered about 30 miles on the machine, and we were quite convinced that its pulling powers and general efficiency are all that can be desired. The model should afford a very satisfactory medium towards solving the small unit delivery problem. It has "won its spurs," if a historic phrase may be employed, and it is to be regarded as an approved parcelcar.