Details of the New Daimler Three-tonner.
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The First Examples of Daimler's New Range of Models are to be Exhibited at the Royal Show. The Three-ton Bus Chassis was Passed as a Type by Scotland Yard last Saturday.
At the invitation of Mr. J. Grahame Brockbank, of the commercial-vehicle department of the Daimler Motor Co., we were able, last Friday, to make a detailed inspection of the first batch of the new three-ton model, which this company now has in hand as part of its industrial-vehicle programme, full details of which were first announced in our issue for the 18th of January.
At the end of last week, therefore, we journeyed to Coventry, and we were fortunate in finding the completed exhibits practically ready for dispatch to the Royal Show at Doncaster. Principal interest naturally centred in the three-ton model, which is of quite a new type, and which, we may say without hesitation, is a model which epitomizes much of the accumulated experience of the industry during the past few years. The Daimler Co. has obviously set itself the task of producing in this model, and presumably in the rest of the range which is to follow, a petrol-engined commercial chassis, in which, as far as possible, there shall be direct evidence that lessons of the unavoidable failures of many earlier makers have been thoroughly applied.
A Lot in Appearance.
In appearance, the Daimler three-tonner is a taking design, and. that counts for much with those who have not, perhaps, unlimited technical experience to guide them in their choice of a machine. Soundness of construction seems here to have run hand in hand with symmetry of design.
The machine may briefly be described as a three-ton. chassis fitted with a four-cylinder, sleeve-valve engine, a chain-drive gearbox, and a worm-drive back axle. We may usefully proceed to examine some of the more important details of construction, as it is perfectly obvious that there has been no slavish copying, in spite of the fact that there has been undoubted development from other existing designs.
The frame is of the ash and steel flitch-plate form of construction. The cross members, other than those carrying the engine and control mechanism, are of a similar combination of material, whilst the three front ones are of special shape and are of pressed steel.
A Compact Sleeve Engine.
The engine is of the sleeve-valve type, with which the Daimler Co. has so boldly and so successfully attacked the conservatism of other petrol-engine manufacturers during the past year or two. Most of our readers will be familiar with the class of design which is followed in this instance, the Daimler sleeve engine being now so well known. The cylinders are cast separately, and are mounted on a substantial aluminium crank chamber, which, in the industrial type, has cast with
it on its bottom portion a capacious oil tray. The cylinders have a bore of 110 mm., whilst the piston-stroke is 150 mm. Large mud doors are a useful feature of these castings. The induction pipe, which exhibits a commendable absence of eccentricity of design, supports beneath it a standard Daimler carburetter. Underneath the whole of this component is cast a small drip tray, which, in accordance with the requirements of licensing authorities,
prevents the possibility of the accidental overflow of petrol on to the road beneath. Small petrol cocks are fitted on top of the induction pipe in suitable positions.
Chain-driven La yshaf ts.
The means of driving the various auxiliary mechanisms on the engine are particularly compact. A small layshaft is chain driven inside the crank chamber, and this shaft drives through leather-disc universal joints forward and backward respectively to the water-circulation pump and the magneto. The former is of the twin-vane, balanced-centrifugal pattern, whilst the magneto, in accordance with latest industrial practice, is entirely encased with an aluminium cover, which can be padlocked into position, thus satisfactorily preventing tampering with this important and attractive component, on the part of unauthorized persons. The water joints are of a type invented by a Daimler workman. A coarse taper screw thread is formed in a copper sleeve, and this is forced on to the rubber hose. The radiator is plain tubed with top and bottom headers.
On the front end of the crankshaft, a pulley with two belt drives is located. One of these operates the lighting dynamo on the near side of the engine, and the other drives the fan, which is carried on a substantial bracket from the front engine bearer. This twin pulley contains an ingenious shock damper, consisting of two sets of thin clutch discs running in thick oil.
The engine lubrication calls for little more comment than that it is of approved trough type. Oil is pumped from a capacious sump at the bottom of the engine case by a six-plunger pump; four of these supply the troughs themselves, whilst the remaining two, through the medium of six pipe leads, insure that the three main bearings and the chain drive are well oiled.
Unusual Clutch Springs.
The flywheel is no less than 214 in. in diameter ; a Ferodo-lined cone clutch, with a pair of laminated springs controlling it, located between it and the flywheel, should yield the minimum of clutch trouble. The propeller shafts between the engine and gearbox, and between the gearbox and back axle, are of attractive design. Largediameter leather-disc universal joints are used at each end of each shaft. The shafts themselves, as is the ease throughout the chassis with any spindles upon which adjustment may be necessary, have fme castellations, upon which the flanges are mounted. Some of our The gearbox itself is a straightforward job, and, as might be expected, is of the chain-drive type, although the reverse is of the spur gear pattern, this forming the simplest way in which to combine the necessary gear ratios. Coventry silent chains are used, the necessary ing, and is underhung on wood and steel cross members. The whole of the top cover comes away when a few wing nuts are slacked off. This component, like the engine, also has a. capacious oil tray cast integral with its bottom portion. The gearbox itself is split.
Leather-disc Universals.
The second propeller shaft drives back to the substantial pattern of worm-drive back axle, which has a to I reduction. The worm housing is bolted direct on to the centre axle-casing, in such a way that it may be lifted, together with the differential gear complete, from the axle without taking the axle down. Drawn-steel conical-tube sleeves support, on their outer ends, through roller bearings, the rear road wheels, and these latter are driven from the differential shafts by means of large exterior discs carried on their castellated ends.
In order to protect the brake linings on the inner side of the wheels, a small circular oil trap is provided with a suitable drain pipe. All the road wheels are of the cast-steel, tubular pattern.
Centre-pivot Steering.
The front axle is of H section, and is extended to accommodate centrepivot steering for the front wheels, which, like those at the rear, are mounted on roller bearings.
The front springs are three quarter elliptic, whilst the back springs are of semi-elliptic pattern and are designed to take the whole of the torque and to act as radius rods. The spring pins are fitted with stauffers, and the springs are grease grooved.
Worm-and-wheel Steering Gear.
33 The steering-gear design is
characterized by simplicity and
and wheel are employed to give the necessary steering-gear reduction, the use of a wheel, as distinguished from the more-usual segment, conferring the possibility of ready alteration, another part of the wheel being brought into play if it be found that the teeth, which are.
The clutch cross shaft is mounted in ball ends. The inside laminated clutch springs can also be seen behind the clutch.
normally in engagement, have developed undesirable back-lash. The steering tubes themselves are of large diameter, and the joints are all of the spring-loaded ball pattern, the tubes being superimposed on the balls.
Simplicity of Control.
We may conclude this analysis of the many interesting details on the new Daimler three-tonner by commending to our readers' attention. the simplicity of control upon which the designers have insisted. The throttle gear is operated solely by pedal ; there is no control lever whatever on the steering gear ; the foot brake and clutch are, respectively, put into operation by wellproportioned pedals with foot-locating lips. The hand brake is of the pull-up kind, and the gear-change selecting mechanism is operated by the usual pattern of lever, the reverse having a separate plunger half way down the main lever.
For lorries, the Daimler Co. has standardized Bosch dual ignition, and an ingenious arrangement has been adopted whereby, when the battery is in circuit for starting purposes, the distributor is retarded. For normal running, the high-tension magneto has a fixed firing point, and the switch-control gear also insures this change over.
Considering the Driver.
It will therefore be seen that everything possible has been done to render the Daimler throughout a fool-proof machine. The driver is not confused by a multiplicity of levers and control details, whilst those components which might possibly suffer at the hands of a too meddlesome or unduly-inquisitive driver are satisfactorily put out of his reach.
A Satisfactory Addition to the List of British Models. Road service alone can prove this, as any other new model, but, with Daimler reputation for material and workmanship behind it, this new design, which bears the imprint of specialization all over it, should undoubtedly give a first class account of itself. A preliminary road test in the neighbourhood of Coventry has already satisfied the designers. It will not be long before several hundreds of these machines are on the road, and then the user will be able to tell his own tale, which, we have not the slightest doubt, will be quite a satisfactory one, of this new model. It is safe, however, in these early days, to say that the first of Daimler's new range is a satisfactory addition to the list of first-class British models, and one we can welcome.
New Registrations.
Allen, Knight and Co. (Linthwaits), Ltd., with an authorized capital of 21000 in Li shares, and with its office at Bargate, Linthwaite, near Huddersfield.
Irish Motor Lorry Co., Ltd., with an authorized capital of £10,000 in 21 shares, and with its office at 188, Gt. Brunswick Street, Dublin, to carry on the business of proprietors of and dealers in motor lorries, motorbuses, wagons, cabs, etc. First director : C. Thompson, The Motor for Furniture Removal.
" Some time ago," writes a correspondent, "an inquiry was published in THE COMMERCIAL MOTOR concerning a quotation of 210 for the removal of a load of furniture, over a hilly journey— the distance was about 44 Miles-the lorry returning empty. It would be useful for other furniture removers, especially those who contemplate the acquisition of a motor, to know if the above is an equitable charge to make. It is about the same as horse haulage would cost, but the motor is far more expeditious ; it is a little dearer than railway transit, but immeasurably safer, for the latter incurs a great risk of breakages (without recovery of damages), "But the firm that makes a :.(:.10 quotation for a journey of 80-90 miles (including the return) does not use its Foden steam lorry for real long-distance work, by which, I find, they mean a journey from
home of 90, 100, or 200 miles outward. In the last case, they try to utilize boats from the nearest port.
" Why should a steam motor lorry not be run over a 100-mile course as cheaply as by the use of the railway (which the removers in question resort to, reluctantly enough)? They say it is to save money. Data from other users would be useful.
"Messrs. James Bowman and Sons, Monk Bar, York, do not
restrict themselves in the above manner. They recently used their steam motor-van for trips, for two brothers and their sisters, in one week, to Chesterfield, Nottingham and Loughborough, with all-round satisfaction in all three cases. To Loughborough is a long run from the Minster City, and shows the long-distance usefulness of the commercial motor."
This communication may interest removal and warehousing readers. We should say 5s. a mile, inclusive, is not too much to ask in some classes of removal work. The great advantage of motors for this class of work is absence of handling.
High-speed Removal Work.
The accompanying illustration is from a photograph of a two-ton Commer-Car, owned by Messrs. Iloold. It was snapped while on the road between Devonport and Newquay. The owners write :—" We are extremely pleased in being able to state that our Commer-Car, which we bought about 18 months ago, has given us the utmost possible satisfaction. Not once have we been compelled to stop running her for any reason whatever, concerning the construction of the engine and chassis, and we may say that the man who drives the car drove one of our horse-vans previously. She will take any reasonable hill in our district fully loaded."