COMMENTS ON THE TWO-STROKE OILER FODEN
Page 52
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DETAILS of the Foden two-cycle, high-speed oil engine make extremely interesting reading, but I am going to be so bold as to make a number of criticisms of the design.
If a long life between overhauls be desired, I think that a power output as high as that claimed is excessive. .1 suggest that a four-cylindered unit of about six-litres capacity, running at a speed not exceeding 1,700 r.p.m., would give a much longer life for transport purposes.
Aluminium alloy is not, in my view, the best material for commercial-vehicle cylinder blocks, and I would sooner see this component made of cast iron for. production units. In the past the two-cycle engine has compared unfavourably with the four-cycle type as regards fuel consumption, but the claims made for this new design would seem to put it much ahead of the most efficient four-cycle models available to-day.
Would it be asking too much of the maker to submit this engine to the standard road, test given by you, preferably, with the same route and vehicle as test No. 346? If this new engine comes withiq 10 per cent. of the fuel-consumption result of that test, I think that Fodens, Ltd., is to be congratulated on•what should prove a remarkable step forward in academic design, but I am stilt doubtful whether it wilt go into real
production. J. L. G. BREWSTER. Newcastle-upon-Tyne, 4.
[This new power unit attracted great attention and admiring comment when it was displayed at Earls Court. It has not been developed to its present stage without extended experiment and tests, and the reputation of the maker is so high that we are sure that it will not be embodied in production vehicles until and unless it be confidently expected to give reliability and long life. Whether the use of aluminium alloy for the block cylinder will eventually prove satisfactory remains to be seen, but this is much a matter of design, and in this case the block is brought down well below the level of the crankshaft, making a very stiff construction. We note your wish concerning
road test and will keep this in view.—ED.]
IS "COACH" THE BEST TERM?
IN your issue dated July 9 you asked readers of this I journal to express their views on a point raised by Mr. D. J. Smith, of Bridgwater, concerning the use of the term "coach in describing almost every type of public-service vehicle.
The term was used first to define the horse-drawn type of mail coach with its upper deck but, in recent years, has been mainly employed in connection with single-decker buses.
The term "coachbuilt' has often been applied to children's prains, but nearly all forms of bodywork constructed for carrying passengers are thus described AM It would be difficult to change the name at this late date, but in the case of special vehicles, such as observation, long-distance, sleeping, express, etc., the prefix defines the type fairly well. Even "luxury coach" is often employed, but only in the case of those vehicles with mceptionally lavish trimming and furnishing.
A single-deck coach is really an enlarged saloon, or it may be considered as a Pullman if the interior be partitioned off from the driver's compartment. 1 do not think, however, that many people will complain if
the terms be left as they are. C. E. S. LANE. Birmingham, 5.
ANOTHER EXPLANATION OF S.O.S.
A MONGST the "Opinions and Queries ".published 1-1 in your issue dated September 3 was one concerning the derivation of the letters S.O.S. in connection with certain buses employed by the Midland "Red."
I was interested in the answer given to the inquirer, but, in my view, this is not quite correct. I believe the
letters stood for " Simplicity Over Science." Prior to the introduction of its own special chassis, the Birmingham and Midland Motor Omnibus Co., Ltd., was a large user of Tilling-Stevens vehicles, for which simplicity at that time could not be claimed.
London. S.W.1. A. E. WILLIAMS.
APPRECIATION FROM MADRID
WE have a report from our general manager, Mr. Manuel Fernandez, regarding his recent visit to your city, and on the many courtesies received there, especially when visiting your offices.
It is an agreeable obligation for us to thank you most heartily for the attention and kindnesses extended to him. Your excellent assistance and recommendations have proved extraordinarily helpful and, no doubt, will have a favourable influence on the development of our trade relations with many manufacturers in your
country. HISPANO TOLEDANA S.A. Madrid, Spain.
REPAIRING FOR THE PUBLIC AT A PRIVATE GARAGE
I AM in charge of stores and transport for a company which operates 17 vans and some light cars. The vans
and a light lorry are on C licences.
We are about to move to ,a new modern building which will give ample room for parking and repairs. The garage is modern with good equipment.
The real point is that we would like to cut our expenses by taking on repair work for cars, also carry out the sale of petrol and oil and undertake tyre repairs, light welding. etc. The area into which we are going is without a repair garage or petrol pumps.
We shall be glad to know what would be needed to allow us to do such work, as we expect that all sorts of permits will be required.
Carlisle. TRANSPORT MANAGER.
[As far as we are aware, there are no specific licences required to operate a garage and repair business, apart from the .authority you must already have received for the necessary building and alterations. You will, of course, have to apply to the local authority for permission to instal petrol pumps, and the plans for the installation will have to be passed by it. Your principal difficulty in operating as a garage and repairer would be in obtaining tyres, parts and other supplies at trade prices. This would be virtually impossible unless you be admitted to membership of the appropriate trade body, the British Motor Trade Association, 97, Park Lane, London, W.I. A similar difficulty would arise in connection with the obtaining of petrol and oil for resale.—S.T.R.}