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The " Life " of Adapted Chassis.

27th August 1914
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Page 3, 27th August 1914 — The " Life " of Adapted Chassis.
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Which of the following most accurately describes the problem?

, The industry is faced with a considerable number of immediate recruits to its ranks. We ask for assurances that

proper consideration shall be given to actual mechanical and economic requirements. We make reference, in particular, to the high cost of pneumatics under loads above 12 cwt, net, und to the effects of running upon solid-rubber tires in the absence of appropriate chassis design.

Now that we have satisfactorily passed through the period of initial upheaval to which this industry of ours, as well as countless others, has been subjected during the past three weeks, it behoves us to endeavour to make a calm survey of the relative states of demand and supply as they exist at the moment. We summarized in our last issue a number of the principal factors which it can now be seen are operating, and bidding fair to continue to do so, to maintam the present abnormal conditions. We wish to impart certain broad warnings, as a result of the condition in which the industry now finds itself ; we must. to this end once again summarize the situation as it appeals to us, and make mention of additional factors whose presence has since become apparent.

The Factors which Count at the Moment.

The circumstances which, together with their results, we have to consider now are as follow; The Government impressment of hundreds of suitable three-tonners and five-tonners ; the " cornering " by the War Department of from one to three months output of similar models in a number of the principal British factories ; the stoppage of supplies of all French, German and Belgian chassis and parts of all types ; the impressment of thousands of tradesmen's motors and of draught horses ; the uncertainty as to the railway's ability to guarantee timed deliveries while war conditions prevail ; the suspension of much coastwise shipping ; the consequent immediate and very considerable demand for (a) new three-tonners and four-tonners to replace those seized, (b) light types from 5 cwt. to 2 tons capacity, or even less, made in British factories, to meet the above conditions, (c) steam wagons to meet increased demands.

Recruits from the Touring-car Side.

Now, of course, all those who have had anything tt, do with the commercial-vehicle industry as a whole will be perfectly well aware that there exists in this country a range of factories equal, in class and capacity combined, to anything of its kind in any other country in the world which can effectually tackle any considerable proportion of the demands arising from the conditions which we have once again summarized. There is another factor, however, in the situation, and that is that it Must be admitted that work for the great factories which are engaged in the production of pleasure cars, and components and accessories adjunct thereto, is not at the moment, to say the least of it, as brisk as it might be. As was to be expected, 3t promptly transpired that the governing powers of such organizations are in increasing numbers desirous to turn their attention to some of the demands for commercial vehicles which have arisen so suddenly in these abnormal times. Can they make the voile fare! successfully? That is the main question, but many others hang upon it.

We are Bound to Offer Warning.

We do not fear that the additional attention which the industrial-vehicle business is thus calling down upon itself is likely to lead at once to embarrassment or to over-production, especially if those efforts which are now being made be well directed, and in these we are taking no small share. Home trade is but one branch ; we know there is a. secure market for the export to our friends and allies, and to neutral countries, of the industrial models which so many of their own factories now arc incapable of producing. We owe it, however, to ourselves, as the conductors ol a journal which is dedicated to the interests of the users of motor vehicles, and proximately only to those of manufacturers who have hitherto solely produced pleasure-car models, to put in print some words of warning as to the light-hearted employment of any and every type of converted pleasure-car chassis for commercial-vehicle work.

Low Cost qua High Depreciation, We feel we have a duty. to perform towards those who would rush boldly at this market, which is a new one to them, with models which are designed for very different work indeed, which are intended to sell at very different prices, and to be handled in entirely different manner, and by people who do not know haw much low cost is influenced by actual depreciation.

First of all, then, it has to be remembered that the average pleasure car is designed to run at speeds which would not only be illegal and dangerous in their contemplated commercial guise, but would be entirely unnecessary and certainly uneconomical. We feel that we ought to give second place to the all-important question of tiring. There is no doubt whatever that a 20-30 h.p. high-grade touringcar chassis can quite adequately carry, shall we say, a load of one ton, but we must emphatically record our opinion—and it is based on no small amount of experience—that if such a machine be run fully loaded on pneumatics at its possible normal speed, it will cost very much more than can be afforded for tires. On the other hand, if it be boldly mounted on solids, it is a great deal more than likely that its back axles, springs, spring pins, brakes, frame members, gearbox arms, and other details will suffer.

The Cost per Mile.

1,\T have seen this week a high-grade, touring-car chassis, equipped with a one-ton body, the combination capable of doing any speed up to 45 or 50 miles an hour we should think, mounted on big pneumatic tires, and with beautifully-tempered, light, threequarter elliptic rear springs. The unsuitability of a machine of this class for work carried out adequately and economically by a round dozen of models that we have in mind, all of which were specially designed for commercial work, and all of which can and do run satisfactorily at as high speeds as are necessary on solid tires, needs no further emphasis.

The Danger of Commercial Joy-riding.

It may be taken for granted that, if pneumatic tired chassis with ample engine power possess the capacity to travel at an average speed of between 25 and 30 miles an hour with its load, a large proportion of drivers in charge of such machines will systematically drive them at such speeds, with the higher "bursts" involved, especially now that so many pleasure-ear chauffeurs are seeking commercial employment. It must be remembered that what the public will put up with in the matter of speed from touring cars it is not likely to permit if the same chassis are tearing about the country with lorry bodies on them. This prospect, however much accustomed we civilians may be becoming to the present official ignoring of number-plates and speed limits by despatch riders, "emergency corps" members and dozens of other semi-official busybodies, who have with great self-sacrifice " placed their services unreservedly at the disposal of the Government," is uncommercial.

The question of speed is all-important, and its correlative consideration, viz., the right class of tiring for vehicles carrying loads in excess of 12 cwt. net, we have already mentioned. The latter we think is perhaps the most critical of the many questions which have to be solved by the pleasure-car maker who would, naturally with as little inconvenience to himself as possible, enter the commercial-vehicle field at a time like the present.

Maintenance Must be Comparable.

Such models as may now be properly offered must be strictly comparable in the matter of maintenance coat with machines which have been designed for business service ab initio. The reputation of the industry demands that this point of view shall be carefully considered. We cannot sanction its being treated lightly, or share the odium of bad repute hereafter if it be suppressed. We welcome new models of the right class, and we insist that others will cost too much per mile. It is important to remember that very many traders, especially those who have until now obstinately held out against the purchase of

motorvan, a.nd who now, with their horses commandeered and the prospect of their losing more, have thrown up the sponge, are out to give orders, that have long been holding fire. They cannot fairly be allowed to incur the same disappointment in respect of maintenance which overcame so many people a few years ago when they thought that they could do better than purchase recognized commercial models by putting a box-van body on any old secondhand and often obsolete pleasure chassis.

Must Last at Least Five Years.

And now a word as to the employment of some of the latest types of runabouts, disguised as motorvans. The loads which it is suggested they can carry should frequently be reduced by 50 per cent. Purchasers must remember, too, that above all accessibility must be a quality that is evident in any chassis they buy,

and we ask them in particular to give attention to the examination of control details, steering-gear details, and brake mechanism, and to see that these are not flimsy, ill-conceived, and liable to constantlyrecurring and irritating derangement. It must be remembered that nowadays all types of commercial vehicles, to be paying propositions, must stand up to their work for at least five years, and have some residual value at the end of that period.

The Crucial Test of "All-in" Cost.

We shall continue to give our attention to the more serious efforts to adapt the lighter types of construction to the hard work of commercial employment. We feel that there is room. for great extension in the whole industry, but there is every need for care, lest such extension be done thoughtlessly and much to the ultimate harm of all our reputations. It must be remembered, above all, that the ability to carry a. load at speed is not the criterion in our branch of the industry. The crucial test is " all-in" cost per vanmile, considered in relation to its real load capacity, and without disregard for likely depreciation. We would draw attention in this connection to our excellent series of illustrated articles on " The Light Vans of To-day," which appeared in our issues dated from 19th February to 30th July last inclusive—a complete guide to the available models.

There is No Panicky Buying.

In conclusion, we must content ourselves with the warning that it must not be imagined that there is necessarily any panic buying. The lighter types of motorvans are being purchased in much the same spirit that we English people are taking all the present wonderfully-changed conditions. Cool-headed precaution is dictating this widespread demand to insure transport facilities for tradesmen and others similarly situated. Such buyers are not likely lightly to put their heads in a sack, nor their trust in the unproved, and to purchase anything which is going to run up heavy bills for maintenance on account of the inability of high-grade and delicate chassis details to withstand the rough-and-ready service of ordinary and extraosclinary delivery work.

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Organisations: War Department

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