Chariots of War I Have Driven.
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No. 4.—THE PEERLESS.
Driving a Peerless Lorry on the Western Front.
By One of Our "Despatches" Contributors.
(Continued from page 33.)
When we took her over, she was fitted with detachable tires, and her spare kit 4min-4:led_ two spare rear tires. These we fitted when required at an advanced billet, finding no great difficulty in the operations of removing the old tires and fitting the new ones. Certainly the trouble and cost were not comparable to those involved in driving to a distant tire press, removing and refitting the wheel. I was sorry when the detachable tires wore out that a further supply was not available. We therefore used the bandtype tires pressed on, which an enterprising British tire firm had made in the special sizes required. These proved extraordinarily dur
able having regard to the conditions in which they were used.
When refitting the wheels after tire-changing, I was impressed with the excellence of the Timken tapered roller bearings used in all the hubs. There was no sign of wear. All wheels spun freely and could , be tightened up quite free from end play or shake.
Gear Change and Starting Away.
. Beyond occasional replenishment of the lubricant, the gearbox and differential required no attention. Gear change from high to lower gears was easy, and could always be made without noise or jar, but when changing up I sometimes wished a clutch brake or stop had been provided, as without this feature the change up when starting away on an incline or heavily loaded was rather difficult, for the reasonthat sufficient time could not be allowed for the clutch and primary gearshaft to slow down. Four forward speeds were available, but we never used the lowest, except when starting with a heavy load or on vesy soft, bad roads. At all times starting away in second speed placed no undue strains on any part. In fact, I regarded the first speed as an emergency gear for extreme conditions.
The clutch was light and very soft in taking up the load. Occasionally we dressed the leather with oil, but never had occasion to renew any parts.
Brakes were adequate for every emergency, and were very sweetacting, except for occasional fierceness of the pedal brake, which at once disappeared on applying a, few spots of oil on the drums. Care had to be taken that the two footbrako drums, which are each in two halves? keyed and bolted to the differential shafts, did not work loose. A peculiarity of the hand brake was the necessity for releasing the safety catch, both when applying and releasing the brake. I could never, fathom why the safety catch
was so arranged. • "Ten-to-Eleven" had seen a good deal of service when she came into my hands, and she probably ran some 13,000 miles before being " based." We fitted one new pair of chains and sprockets, which were still perfect when we said "goodbye to her. 'The Peerless lorry is one in the manufacture of which no expense seems to be spared. The undershields were elaborate and wellmade, but they suffered the fate of all undershields on war service, having ultimately to be replaced by sacking, which is the most generally used by M.T. drivers for protection of the -lower parts of engine and clutch. Among many small matters that showed extreme care and thought on the part of the producers of this excellent lorry were the efficienti front mudguards. Each was made from one sheet of heavy-gauge steel shaped so that there was no unshielded space between wheel and frame. I commend this design to all lorry makers.
Model Toolboxes.
The toolboxes were a -model of what toolboxes should be. Made of steel and with water and dust-proof lids, fitted with staples ready for a lock, and suitably divided into compartments, they were placed accessibly on the mounting steps. The tools fitted into special sliding trays and the whole outfit was a pleasure to see and handle.
Another Peerless feature that I liked wa,s the accelerator pedal. This is a small brass affair placed to the right of *the brake pedal, the only correct position for any accelerator. It was most comfortable in use, imposing no strain on the foot. • A Fuel Shortage Puzzle.
We decarbonized the engine and ground the valves once only, and then it was not absolutely necessary. Sparking plugs rarely. needed
cleaning ; fact, the engine was one of those that only requires regular lubrication. After several mouths we were puzzled as to tto cause of a fuel shortage at high en
gine speeds. After investigating everything carefully, this trouble was cured by shortening the float needle. The alteration was entirely effectual, but I have never formed a satisfactory opinion on the question why it should have become necessary.
The fuel tank is fitted with an uncommon device for warning the driver when he is running short of motor spirit, an arrangement for which I have nothing but praise.
The tank cannot be emptied when the petrol tap is turned to the regular supply position, but sufficient fuel remains in the tank to run a few miles. This reserve supply is rendesed available when the lever of the petrol tap is turned to the " emergency " position, after which the driver takes the earliest opportunity of replenishing supplies. Such an arrangement would surely be a valuable addition to other lorries and cars, giving a feeling of security against being stranded for petrol while out on a run.
A Foggy Adventure.
I have said that " Ten-toEleven " had a very rough time. For months she was used daily on hard setts badly damaged by shell fire, and on macadam roads which were too regularly under enemy fire to justify careful repairs. When we started working on strange and fearful roads at night, this Peerless passed some hours nightly in getting in and out of ditches and helping other lorries which were in similar plight. One foggy night, in the small hours. I was at the wheel with a big load of men returning from the trenches to billets. The road was long and straight, with a kerb and footpath most of its length, and being unable to see ahead for the fog I used the kerb as a guide. HoweN...er, a bend in the road coincided with the interruption of the kerb, although I was unaware of the fact, so kept straight on until I found the lorry heeling over at a terrifying angle. I pulled up to find my offside wheels in a trench and the front axle resting on earth, tke near front wheel being in the air. Fortunately, I had not stopped the engine and the trench was dry Everybody dismounted and set to work to dig away the bank at the end of the trench at which I had entered it. I put on the non-skid chains, and, with assistance from my live load, reversed out on to hard road, the Peerless groaning and squeaking at the extraordinary and frightful twists and contortions she was undergoing. I did not believe there was another lorry in France that would have climbed out of that hole, and thereby saved me several hours wait in the fog and frost, not to mention possible enemy projectiles and the pleasing remarks of a crowd of tired miners, compelled to walk some miles to billets.
Non-skid Chains Most Useful.
The non-skid chains were attached to hooks clipped to the wheel spokes. They lay transversely across the tires, and were readily available and most useful in such emergencies as the foregoing.
So far as I remember, there were seven transverse chains to each back '‘,,heel.
Steering First Unit to Show Effect.
The steering was the first unit to show the effects of early neglect and the terrible buffeting incidental to mining company's work. It had to be overhauled after about 7000 miles of war service, but only the levers, links and joints needed attention. The box showed no wear. I thought the transverse link rather weak in two respects. Firstly, it was in two parts connected by a threaded sleeve, a device which I believe was tried and discarded by English car makers years ago. In any ease, while the ability to correct the parallelism of the front wheels without setting the levers is a slight advantage, the division of the link or drag rod is a 'source of weakness, especially on a lorry Subject to the hard usage and excessive vibration incidental to war service. Secondly, this member had two double sets in it, which we found troublesome when some specially hard blow had been received, as when "Sam" broke the fence irons of a canal bridge whicl-. he essayed to cross on a dark night, and narrowly averted a catastrophe—to wit, plunging the lorry and 30 men into the deep canal. Luckily, he pulled up hi time, but the incident had its effect on the steering. That was in days when our work was spread over the 24 hours, and night driving without lights was an alltoo-regular thing.
Whether carrying live men, dead men, wounded or gassed men, explosives, timber, rations, be any of the hundred and one things she was called upon to carry, "Ten-to Eleven" gave excellent service. Only once did she have to be towed in, due to the breakage of a rubber water connection.