A Recruit to the "Battery Brigade."
Page 5
Page 6
Page 7
If you've noticed an error in this article please click here to report it so we can fix it.
The Baker Electric Vehicle. A Welcome Addition to the Reserve Corps of Available Heavy Vehicles.
In view of the monopoly at present exercised by the War Department on the petrol-driven type of heavy vehicle, it is incumbent on us to miss no opportunity of examining and appraising any and every possible alternative. Amongst these, of course, are included steamers, petrol-electric, and bat-. tery-propelled lorries.
The last-mentioned have suffered somewhat from the unavoidable defection of manufacturers whose works are situated in other of the belligerent countries than our own, to include, of course, France and Belgium, as well as Austria and Germany. In relief, we are compelled, more than, ever, to turn to our friends across the "herring pond," whose experience of this type of carrying machine is certainly more extensive than that of anyone else.
In pursuance of this objective, then, we have recently availed ourselves of an opportunity of inspecting one of the latest recruits to the "Battery Brigade." We refer to the Baker electric vehicle, manufactured in the 'U.S.A., and now handled in this country by the Wolseley Co. Though new to this side, we believe this machine has a considerable vogue in the States, having been in use over there for a considerable number of years. It must not on any account be turned down as an experimental chassis.
The chassis is marketed in five sizes, comprising light delivery vans for loads of 10 cwt. and 1 ton, with heavier vehicles for two, four, and five tons.
The machines at present in stock, and which we examined, are for one and two-ton loads respectively, but we understand that the following description will apply, in general, to the other models.
The current is derived from a battery of Ironclad Exide cells, 45 in all, arranged in boxes containing Five each, for ease of manipulation.— The voltage employed varies from 75 to 90, according to the state of the batteries, the nominal h.p. of the motor being 4, although the actual power developed must be con6derably in excess of this ; we understand, in fact, that 300 per cent. over-load is permissible. The charging rate is 35 amps. at 110 volts direct current for a period of from six to seven hours, and the average mileage per charge 45; this a)
e be increased from 10 to 15
miles by an additional boost of an hour or so in the middle of the day, or' of course, at other times. The -charging plug is very accessibly placed, as will be seen from our illustrations ; this fitting is, we were informed, in conformity with the standard adopted throughout the various generating stations in this country.
The drive from the motor is by way of a silent chain to a spur-gear differential and cross-shaft, all of which is contained in a case of clean design. From the cross-shaft the power is transmitted by roller chain wheels bolted to large-size brake drams on the rear wheels.
The brakes are applied in an unusual manner, the foot brake acting through compensation gear on to the rear wheel drums ; the hand brakes, which are not equalized, operate on two drums on the crossshaft. On the larger models, both brakes are applied on drums placed side by side on the driving wheel.
The whole chassis strikes one immediatAy as being well-designed, and, as compared with many of the productions from across the "herring pond," of substantial construction. The steering gear in particular, as will be seen from our illustration, is very soundly made. We were interested to note that attention had been devoted to the suspension of the parts in the frame, with a view to obviating any stress that might be set up by. warp
ing under load ; reference to two of our illustrations will Perhaps better convey our meaning. It will be seen that the motor is hung from one cross-bar bolted to the frame, and from the cross-shaft ; the cross-shaft itself is held in bearings which swing from pivot pins in brackets on the frame ; a detail of this bearing and its pivot is shown in one of our illustrations.
The manipulation of the wagon, naturally, is simple, one lever below the steering wheel having five positions for forward movement ; three are provided for reverse ; a trigger serves the dual purpose of neutral notch and reverse safety catch. This, with the hand and foot brake levers, comprises the control. The brake pedal struck us as being very inaccessible ; we were informed that this defect was to be remedied. Another interesting point cropped up in this connection while we were out on the smaller machine, it being necessary to place the lever in the neutral notch before applying the brake ; this is to avoid excessive load on the batteries, with resultant damage.
In addition to the features described above, other points worthy of note are as follow : The supply of greasers is ample, these being of especial design. The spring ratchet provided to prevent loss of the cap, is rendered inoperative when removal is desired for replenishment. The provision of either spring washers or split pins to all important units is another asset. In particular we noticed that the shackle Din
nuts are secueed by locking plates, which positively prevent them from slacking back. The steering gear coupling rods are both adjustable for length, and ready means of adjustment are also provided for the main-drive chain.
Brake-drum Fastening.
As showing attention to small matters of design, the fastening of the brake drum to the rear wheel is interesting ; instead of, as is more usual, their being bolted through the spokes of the wheel, they are attached by means of substantial dips. The road wheels are mounted on Timken roller bearings, as also are the steering pivots ; ball bearings are provided for the motive and jack shaft.
. What seems a glaring omission on a chassis which bears evidence of such attention to detail is that no adjustment is provided for the brakes. The body bolts seem too plentiful, as well-ns, in some cases, being inaccessible.
Tested in Traffic.
During a short run through the City on a finished one-ton van, we observed that the maneeuvring capabilities were good, the braking exceptional, and, owing to the possibility of at times dispensing with the motive power, we should imagine that this last Characteristic would show up well alongside that of a petrol van of similar capacity. On the other hand, its acceleration, owing to the comparatively small power provided, is poor. On many occasions an opportunity for " nipping through" was lost on account of this failing. The average speed, we were informed, works out at about 104 m.p.h. loaded, or 124 m.p.h. light, for the particular model under test ; the heavier types are slower.
The Price List.
We understand that these chassis are being sold at the following prices : — One-ton, 2420; 24-ton, £510; 4-ton, £640; if batteries are supplied, the corresponding prices are : 2560, 2660, 2830. The equipment includes two electric side lamps, tail lamp, alarm belt, hub odometer, volt and ammeter.
Wolseley Motors, Ltd., is now in a position to give demonstrations with either the one-ton or two-ton models, and we understand that several of the larger size chassis are being landed on this side, and will also b, e available for trial purposes very shortly,