THE HANDINESS OF THE [AMES HANDY VAN A DELIVERY van
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with a 10 h.p.
engine, a unit-constructed gearbox, having three speeds forward and a reverse, and a transmission of conventional type, incorporating a propeller shaft and a differential, yet taxed at only DI, is unquestionably an attractive proposition, and the James Cycle Co., Ltd., deserves much credit for its enterprise in producing such a vehicle.
The new Samson Handyvan, with body and standard equipment, including an electric starter, weighs 71 cwt.—a figure which allows a safe margin within the limit of 8 cwt. Owing, however, to the fact that the chassis incorporates a number of components of considerable weight, it has been found necessary to build the body of the lightest design practicable, in order to keep within this limit. Composed of metal-covered plywood mounted on a welded steel frame, and having a roof of black waterproof material, the body has a
capacity of approximately 2 cubic yards. Whilst it is substantial enough for normal requirements, we doubt whether it would stand up to much rough handling, but we understand that later models have bodies of rather more solid construction, and that existing bodies will be strengthened if required. The chassis, however, appears to be well laid out and sturdily built In view of the general interest that the 'recent introduction of this model has aroused, and of its mechanical features and high power to weight rati o, we anticipated, when we set out to road test it, a good performance and a particularly interesting day's work, and we were not disappointed. Laden with ballast to the extent of fit cwt., and carrying two men, the machine possessed really exceptional accelerative powers, as a glance at the accompanying acceleration graph will reveal, and made light work of hills, The braking curves, as they appear on the other graph, are quite satisfactory, but it should be noted that they were plotted from figures obtained on a wet road surface. The retardation afforded under more favourable conditions would certainly be better, as some skidding of the rear wheels was experienced when the foot-brake, which works on these only, was applied vigorously.
The hand brake, acting on the single front wheel, produced no skidding, however sudden its application, and although its effect, when used alone, was considerably less than that of the foot brake, it greatly improved the retardation, when used in conjunction with the latter. A point that should he recorded is that no swaying nor deviation from a straight course was caused by its application, under any conditions, in spite of the wet state of the roads.
A hill-climbing test was carried out on Brockley Hill, between Edgware and Elstree. The slope to the foot of the 1-in-8i portion was traversed at about 30 m.p.h., the speed then fell to 17 m.p.h., when second gear was engaged, and the summit was reached at 20 m.p.h. The time taken, from the old gradient sign at the point where the steeper portion commences, to the water trough at the top was 50 secs. No symptoms of overheating or labouring were exhibited, and, paying due regard to the severity of the gradient and the tiring nature of this hill, the climb was indisputably first class.
Turning to the right in Elstree, Cocks Hill is reached. This acclivity has a gradient of 1 in 6. Approaching it at about 10 m.p.h., we dropped into first gear about half-way up, without our speed falling appreciably. The time occupied, from the sign at the foot to the summit was 45 secs.
After the non-stop climb, we descended, stopping half-way to test the hand-brake, and made a second climb, which included a stop and restart on the steepest portion. This was accomplished without difficulty, the .engine having ample power, but a fierce clutch or possibly a difficulty in allowing it to engage gently and smoothly, attributable, perhaps, to the disposition of the pedal relative to the driver's seat, was responsible for a somewhat sudden start, the vehicle moving off with a jerk which all but stalled the engine. This test is severe, and we have found, on numerous occasions, that only a practically perfect combination, of clutch, power unit, gear ratio and driver enables a perfect restart at this particular spot to be made.
With regard to the hand-brake, this just holds the laden van facing up or down. We confess that we expected the front wheel to have insufficient adhesion to prevent the machine from running 'backwards, when testing the brake going up the hill, hut this was not the case. As a precautionary measure, however, had we wished to leave the vehicle unattended on the hill, we should certainly have placed a scotch behind one of its wheels.
Incidentally, although the road at the foot of this hill is no more than 18 ft. wide, the Samson Handyvan turned round in it repeatedly in a single lock, with inches to spare on both sides.
While on the subject of hills, we climbed, later in the day, Digswell Hill, near Welwyn, on the Great North Road, at a speed which increased, as we climbed, from 30 m.p.h. to 35 m.p.h.
Two separate petrol tanks are provided on this machine, one on each side of the dashboard, and either can be put into communication with the carburetter. To test our consumption, therefore, we allowed one to run dry. So soon as the engine stopped we put in three pints, and drove on for a distance estimated to be half that of which the vehicle would be capable on that amount, turned, and retraced our steps until the tank ran dry a second time.
Starting from a point near Hatfield, on the Barnet by-pass, we followed the Great North Road to the entrance to the Welwyn by-pass, branched left through the village, and on to Codicote, where we turned round. This route Is hilly and winding, and calls for oceasional use of the gear lever ; it includes two villages and numerous cross-roads, and may be taken as representative of any average English second-class main road. Three short stops were made during the return journey. The fuel was exhausted a short distance before we reached our starting point, having sufficed for exactly 14.4 miles, which is equivalent to a consumption of 38.4 m.p.g. The time occupied, including the short stops, was 381 mins., which gives an average speed of 22.4 m.p,h. The carburetter settings were as follow :— Main, 85a; pilot, 25; air jet, 5; idling jet, 80; choke, 0.78.
On a stretch of exceptionally potholey road, it was observed that the long semi-elliptic rear springs and the well-designed spring forks absorbed the shocks well; the machine swayed somewhat, but there appeared to be ample clearance between the body of the machine and the axle, which is slung above the frame members. Indeed, an even heavier load could probably be carrieclein safety.
The steering is excellent, and the wheel so placed that the arms are in a comfortable and natural position. A slight pull to the left, when travelling on the near side of a wellcambered road, was noticeable, but this can be diminished by screwing down the steering damper with which the machine is equiPped ; even without using the damper, the pull is neither disconcerting nor tiring.
Sitting with the feet rather wide apart, at first, seems uncomfortable, but as we became accustomed to the position, the expected feeling of fatigue failed to materialize. Operation of the clutch pedal, however, seemed a little awkward, but doubtless the driver's muscles would soon adapt themselves to its requirements. Changing gear from first to second was easy, but from second to top and from top to second some skill was demanded, and we observed that, in accelerating and in-changing down on a hill, even the demonstrator who accompanied us lost a little time, on almost every occasion between these gears.
The vibration of the big, low-compression V-twin engine, which, of course, is transversely set in the frame, is negligible, and it is fairly free front mechanical noise. It struck us, however, that a little 344 more might be done in silencing the exhaust, although, only when the throttle is well opened is it that the healthy bark of the explosion becomes obtrusively audible.
The electric starter is effective, and should prove of the utmost value as a labour-saver and in discouraging drivers from leaving their engines ticking over when the vehicle is stationary.
There seem to be few components on the chassis from which trouble might arise; the whole transmission system, for .example, is similar to that of a conventional four-wheeler. The engine is of a sound and thoroughly tested type, the reliability of the low-compression sidevalve twin is a byword amongst motorcyclists—the chief users of the type. The electrical equipment bears the name Lucas. The channel-steel frame is of straightforward design and well braced, and the spring forks and massive steering-head lug are of ample strength.
Good weather protection for the driver is provided, and the windscreen is . of safety glass; the ease with which he can step in and out of the cab is a good feature, too, and one of special importance when the machine is for use on a delivery round.
As regards equipment, we understand that a spare wheel, speedometer, jack and electric .horn are extras and not included in the price of the van. We rather doubt the wisdom of omitting the first named from the items included in the.cost.
Under nolmal working conditions the machine should be a sound proposition, for in the long run, it generally pays to employ a vehicle which can do its work without its full powers ever being tdemanded, rather than to run a lower-powered vehicle always at maximum output, but where steep hills have to be climbed daily, and where roads permit fair speeds to be'maintained, the Samson Handyvan will have good scope.