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the Following Special Features, on the Stands at Manchester, which for Convrnience we have Ranged Alphabetically and Classified Under Suitable Subject Headings.
CHASSIS and VEHICLES.
On the Albion Stand (Na. 11).
The special patent hood on the torpedo char-à-banes ; the 32 h.p. Albion engine as fitted to this company's heavy models ; the Albion
single-disc clutch ; the patent carburetter; the Murray patent
governor ; and the new-type patent Albion mileage recorder driven by worm gear direct from the gearbox.
On the Allchin Stand (No. 3).
The lubrication system on the engines of the two standard fiveton steamers ; the method of attachment of the main channels to the sinokebox end of the boiler ; and the Allchin trigger drawbar gear for trailer use.
On the Alley and MacLellan Stand (No. 32).
The duplication of the principal well-tried components of the standard six-tonner on the new three-four-ton steam-wagon model ; the combination of superheater and feed-water heater, by which it is possible to heat the feed water almost up to boiling point before it enters the boiler ; and the records of consumption for this new type at the rates of 12-15 miles on 1 cwt. of coke, arid 30 miles on one tank of water, and of the total cost of running of 5,11d. per wagon-mile.
On the Argyll Stand (No. 10).
The details of the four-cylinder one ton lorry and of the two-ton chassis, including the multiple-disc clutches and the worm-driven I-Fick
On the Austin Stand (No. 25).
The many unique constructional features of the 24-3-ton lorry chassis', including the low loading line of this model, the latticed girder frame, the underslung axle, the duplex semi-elliptic springs, the bin-bevel final drive, and the central mounting of the changespeed lever ; the worm gearing arrangement of the stretcher accommodation in the 20 h.p. Austin ambulance.
On the Belsize Stand. (No. 16).
The standard taxicab which is such a favourite with ownerdrivers ; the five-cwt. delivery van, which is an excellent example of one of the smallest types of commercial vehicles on the market ; the worm-drive arrangement on the three-tonner ; and the general equipment of this maker's char-hbanes.
c20 On the Bernet S':and (No. 14, by Wm. Arnold).
The special arrangement of the Induction system ; the several special French subsidy details, such as the radiator guard and towing hooks; the carburetter and other engine details.
On the Burrell Stand (No. 35).
The double-chain drive ; the dead back axle ; and the differential locking gear operated through the footplate.
On the Clayton Stand (No. 30).
The constructional details of the new three-ton War-Office subsidy lorry that did so well in the last Government trials ; the housing of the front end of the propeller shaft on that model and its doublereduction back axle ; the fine finish of the torpedo ellar-h-bancs with its steel panelling and aluminium moulding ; the doors of this body on the near side only, and its special upholstery ; the example of the L. and S.W.R. Co.'s twotonner, of which they will shortly have 23 in commission.
On the Clayton and Shuttleworth Stand (No. 29).
The Belpaire boilers ; the engine lubrication ; the non-compounding arrangement for the cylinders ; the pin-drive wheels on the rear of the three,-tonner (which model will be shown for the first time) enabling the rear wheels to be interchangeable ; and other constructional features of the smaller rubber-tired model. On the Commercar Stand (No. 34).
The general finish of the Kerrytype streamline torpedo char-abanes ; its 40 h.p. engine, which is typical of Commercar construction; the Commercar gearbox ; the thain drive ; and the chain cases.
On the Daimler Stand (No. 17).
The whole of the many interesting details of the new three-ton. and five-ton chassis models, as described and illustrated fully in our issue for the 15th January ; the Daimler-Knight engines ; the Lanchester worm-drive back axles ; the three-speed chain gearbox on the char-rt-bancs model ; and the leather-disc universal couplings.
On the Dennis Stand (No. 15).
The Dennis worm drive and other chassis characteristics on the char-a-bancs ; the finish of the body on that exhibit ; and the turbinepump, priming arrangements, and other details of the 400-gallon fireengine.
On the F.I.A.T. Stand (No. 28, by J. W. Haworth).
The new 12-15 h.p. one-ton de-. livery van chassis ; the 15-20 h.p. taxicab complete ; the pneumatictired 16-seated char---bancs of a type for which a demand is now rapidly rising ; the twin-jet carburetter; the multiple-disc clutch ; and the chain cases.
(Also the example of the Girlieg light delivery van on Haworth's stand, its 6 h.p. water-cooled engine and its friction drive.) On the Foden Stand (No. 12).
The water-feed arrangement on the latest Fodens ; and the general arrangement of mechanism of this type which has set the fashion for si) many steam-wagon builders in this country.
On the Garrett Stand (No. 9).
The patent parallel back axle ; the latest internal-expanding ring brakes ; the latest form of superheater and feed-water heater.
On the Halley Stand (No. 27).
The exceptionally-roomy and contfortable char-h-bancs body, which is arranged to be readily replaced by a goods-carrying platform body ; the very complete outfit. of the five-ton lorry for the Moorhey Carrying Co., of Oldham -described by its maker as a "in xurious " lorry.
On the Hallford Stand (No. 26, by Max Lawrence).
The chain cases on the fourteener ; the various improvements oa the 1914 four-ton model ; the
special-pattern eccentric-adjustmeet radius rods ; the governor gear on the engines ; the arrangement of brakes ; and the Butler axles.
On the Itala Stand (No. 75a, by British and Foreign Motors).
The company's paraffin carburetter, and the records of its ability to average 14 miles to the gallon with a chassis loaded up to :341 tons ; the accessibility of the principal components ; the Itala patent elastic wheel with its double series of rubber ball and socket joints placed in recesses between the inner and outer wheel rings.
On the Leyland Stand (No. 19).
The standard Leyland boiler on the steam wagon, with its composite tubes ; the two high-pressure cylinders of thelatest-pattern engine ; the fitting of solid tires to the six-ton steam wagon ; the 2-1ton subvention model with its improved design of rear axle giving a greater ground clearance, and with its driving shafts enclosed in an oil bath ; the fine example of Leyland torpedo char-a-bancs ; the complete fire-fighting outfit on the 500-gallon fire-engine for Wallasey.
On the Maudslay. Stand (No. 22, by Leach and Seed).
The extension of the wheelbase of the four-tonner to 15 ft. 6 in., in order to cope with special Lancashire traffic ; the overhead engine camshaft drive ; the accessible bigends ; the bridged back-axle construction with double-reduction gear ; the equipment of the -30se.ated char-k-bancs.de..luxe.
On the McCord Stand (No. 7).
The suspension of both engine and gearbox ; the torque rod link ; the application of the side brake ; the chassis oilers ; the arrangement for clutch dismantling ; the provision for cooling the engine lubricant ; the special gate-change device ; the sprags on the gearshaft brake drums ; and the eccentric adjustment of the steering segment.
On the Link Stand (No. 24, by Mann and Overtons).
Particuials of the standard 16 lip. taxicab as used to such a great extent in London and elsewhere by owner-drivers and by public companies ; the new type of 16-seated cliar-k-bancs ; and the light. Tillie delivery van.
On the Milnes-Daimler Stand (No. 13, by Crawfordsi.
The new-type :)5 h.p .0-seatecT ehar-h-bancs ; the Wiles-Daimler final drive ; the perch-bar arrangement; many interesting engine details ; the brake mechanism ; and the frame construction.
On the Napier Stand (No. 20, by Torn Garner).
Duplex water circulation ; castalum inium header and base on the radiator ; twin-jet carburetter with annular float chamber ; device for predetermining the travel of the foot accelerator fitted on the dashboard ; pressed-steel torque member ; the design of Y spokes on rear wheels ; the new sloping bonnet and scuttle dash on 20-seated char -a banes ; and the example of the familiar Napier taxicab.
On the Stoneleigh Stand (No. 5, by Siddeley-Deasy).
The embodiment of a sleeve-valve engine ; the twin-jet carburetter; the worm-drive. back axle ; and the brake design and arrangement. On the Star Stand (No. 23, by O'Brien and Co.).
The double-reduction-gear back axle of the 15-20 h.p. chassis, which machine is suitable for carrying :;0-40 cwt. loads ; the many interesting details of chassis construction thereon.
On the Stevens Stand (No, 36).
The interesting features of the special Tilling-Stevens petrol-electric chassis which are showing such satisfactory results in practice ; and the constructional details of the two-ton gear-driven chassis designed by Thos. Tilling, Ltd., as the result of its extensive experience in motorvan operation.
On the Stoewer Stand (No. 18, by Norman Crossland.) The engine and other chassis details of the Li-type Stoewer threetermer.
On the Straker-Squire Stand (No. 8).
The design of the worm-drive axles ; the Ware automatic-type carburetter with self-contained throttle ; the brake design ; the special features of the double-deck omnibus of the Allen type ; and the demonstration char-a-bancs which will be outside the Exhibition for trial purnoses.
On the Thornycroft Stand (No. 2) The construction of the subsidy model which performed so well in recent War Office trials ; the Aveling patent weather screen ; the mechanically-operated hoisting gear ; the new four-cylinder 20 ilip. worm-driven 1O-cwt. delivery van, which is part of an order for Carter Patersons ; the mileage recorder which is driven by positive gear direct from the gearbox ; and the evidence of the high percentage of repeat orders which this maker secures. On the Wallis and Steevens Stand (No. 31).
The patent enclosed-type compound engine of the steam tractor ; its splash oil bath ; the springs of front and hind axles ; the winding drum and steel-wire rope on the tractor ; the centrifugal oiling arrangement on the 3-4-ton steam wagon ; and the. three-speed gear on the steam wagon.
On the Pagefield (Walker) Stand (No. 21).
Them any interesting structural novelties on the latest 40 h.p. chassis, notably in respect of engine components • and the design of the double-reduction back axle on the same model.
On the Wolseley Stand (No. 35, by J. Blake and Co.).
The worm-drive back axle on the 30-cwt. lorry: the design of the double-reduction back axles ; the sweep of the main frame on the three-ton subsidy model ; the suspension and many other interesting features of the lighter models.
On the Yorkshire Stand (No. 4). The improved type of forecarriage ; the steering gear and enclosed differential on the latest Yorkshire five-six-tonner ; and the three-point suspension of the front of the chassis.
Accessories.
On the Aveling Stand (No. 51). The patent weather screen, in the construction of which no glass is ineluded.
Oa the Car Spring Stand (No. 41).
Demonstrations of various types of suspensions fitted with the Acme spring shock absorber ; and many types of semi-elliptic springing.
On the Cary Stand (N 1. 47).
Various types of semi-elliptic springs suitable for models grading frpm the parcelear up to the 6-ton steamer.
On the Coventry Chain Stand (No. 45).
Roller and silent chains of all types ; and examples of chaindriven gearboxes.
On the liirkstall Stand (No. 38). The Butler type of patent builtup axles ; stampings ; and various samples of steel.
On the National Steam Car Stand (No. 39a).
The " CM." patent wroughtsteel wheels with tubular spokes.
On the Hans Renold Stand (No. 48).
Samples of silent and roller chains ; methods of chain adjust
ment ; and examples of chaindriven gearboxes.
On the Leo Swain Stand (No. 52).
fileriot lighting dynamos commercial speedometers ; Polack solid tii es ; and the chain type of nonskids.
On the Watson Stand (No. 44.) Cylinder castings ; pistons ; brackets; and samples of Phosforum bearing metal.
And be sure, be you driver or owner, to call at—The C.M.U.A. Stand (No. 22a).
Tires.
On the Avon Stand (Na. 57).
The " A-type " standard halfround section solid tire, and the " B-type " solid, in which the sides of the section are made concave, arid the tread is moulded in circumferential ridges.
On the Columb Stand (No. 53). The l'rowodnik ail-red. solid band tires, and especially the "B " section.
On the Connolly Stand (No. 57).
The latest pattern " C-type " solid tire with concave sides ; the Connolly detachable band tire with its special felloe band, and various grades of aluminium sheeting.
On the Continental Stand (No. 54). The " T-pattern " band tire ; detachable rims for solid tires ; and twin wheels for pneumatic tires.
On the De Nevers Stand (No. 56). Band tires for all classes of commercial velikdes ; and examples of grooved clinched-on tires. On the Dunlop Stand (No. 55).
Solid band tires, especially one type intended for tropical use; single, and twin wire wheels.
On the Liga Stand (No. 40). Solid band tires in all sizes ; balls of crude Para rubber.
On the Macintosh Stand (No. 50).
Solid band tires in concave, domed and three-ribbed patterns ; Coleman's patent non-skid bard and soft rubber tires ; hard and soft specialities for fire-engines.
On the Midland Stand (No. 43).
Specimens of wheels, fellocs and flanges ; standard and detachable band tires.
On the North British Stand (No. 49).
Clincher solid band tires ; clinchon type endless solid tires.
On the Peter Union Stand (No. 42). Solid band tires in all sections from 65 min. to 160 aim.
Polacks, on the Swain Stand (No. 52).
These tires, with records, for all sizes and types.
On the St. Helen's Stand (No. 46). The Seymour super-resilient band tire ; Cairn's resilient tires.
On the Shrewsbury and Challiner Stand (No. 58).
The Giant and World solid band tires ; the Challiner cross-rib tire for fire-engine work ; and Challiner wood and steel wheels.
On the Simplex Stand (No. 39). " T-section " solid band tires, and especially suitable for "heavies."