A TRANSA'T ANTIC MEDIUM-WEIGHT
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with attractive qualities
A Studebaker Pierce-Arrow Eight speed 4 5tonner, Weighing under Three Tons, Exhibits Excellent Speed and Hill-climbing Powers, Cornbined with Moderate Fuel Consumption
MO those who have been engaged in the road-transport industry for many years the names Studebaker and Pierce-Arrow are familiar and synonymous with good service. More recently, however, less has been heard and seen of the products of the old-established American and Canadian concerns from which these machines take their title.
Now they are once again coming prominently before the public eye, and in the latest form in which they are being offered by Henlys, Ltd., 385, Euston Road, London, N.W.1, and with the reputation of this company behind them, they certainly merit the attention of the British buyer.
We write this as a result of a trial of one of the 4-5-ton models, the chassis of which possesses a number of points of considerable interest. The Bendix combined vacuum-servo and self-energizing-shoe braking system, for example, is uncommon. The six-cylindered engine has castiron pistons that are electro-plated. The moderate price at which the vehicle is marketed in thic country includes an auxiliary gearbox, giving in all eight forward speeds.
A characteristic of .performance, that lingers in the mind after, taking 824
themachine over •a route that included some fast stretches of main road and some thick London traffic, is its ease of control—particularly of steering. A remarkably high average can be kept up with safety and absence of fatigue.
A smooth and powerful retardation is the quick response to little more than the weight of the foot on the pedal, and by skilful use of the two gear levers full advantage can be taken of the engine power available, in spite of the moderate power-toweight ratio of the laden vehicle. Indeed, it is possible almost always to obtain the exactly correct gear for the conditions of the moment The main gearbox is con: trolled by a lever, the, accessibility of which could hardly be improved. The auxiliary gear lever, however, is situated beside it, but is shorter. and, accordingly, less convenient to reach. We suggest that it would be easier to operate if slightly longer.
In our acceleration tests we decided' that the best results would be obtained by starting in second gear with the low ratio of the auxiliary gearbox in use, working up through " third" into "top," and, finally, bringing 'the direct drive into use.
the last change being only a small step up and no time being wasted in moving two levers together. A study of the graph on which the results of the various acceleration tests are shown is informative. The " high-third " and "low-top" curves are especially interesting,
Engine speed is limited by a B.W. Handy governor, a product of Benjamin Whittaker, Ltd., Victoria House, Vernon Place, London, W.C.l
(described in this 'paper dated July 28, 1933), which closes the
throttle when the gas flow exceeds a' predetermined velocity. Incident• ally, . another, .noteworthy item of engine equipment is the dash-controlled exhaust-heater surrounding the induction pipe.
Two hill-climbing tests were made, the first, of no mean severity, being the ascent of Highgate Hill by Swain's Lane, which rises steeply for nearly half a mile and has a maximum gradient of about 1 in 5. This naturally demanded "low first," in which gear the Studebaker progressed steadily at about 4 m.p.h. Atthe summit the water was boiling, an occurrence satisfactorily explained by the fact that the engine was brand new.
In the circumstances, it might he. thought unfair to have put the machine to so severe a trial, but, through a miscalculation, the full load, as it happened, was not carried on this part of the test. The vehicle
was rather more than a ton underladen: This error Was rectified for
the .'other tests: , Subsequently,' with "a eopl engine and a , full .five-ton load, BrockIey Hill, between Edgware and .Elstree, was ascended comfortably in "low second" at 5 m.p.h., the bare quarter mile • of I-in-8 gradient being traversed in.2. mine; 50 secs. • At the summit the water temperature Was 190 dergs: F. • " : For retardatioa 'under all conditions the driver relies upon the loot brake. The hand-bfake drum is on the transmission shaft, behind the auxiliary gearbox, and serves admirably for parking and starting from rest on up grades. It is neither -intended nor required for other 'use, adding nothing tO the efficacy of : the -foot _brake. -Were the latter to fail, however, it would serve as an adequate substibite, A minor • criticism concerning the position of the lever is that it is too far forward when, in the off position.
The accompanying braking curve shows the efficiency of the foot brake, but the smoothness of the action of the brake and its ease of application deserve special mention. With the B.X. vacuum cylinder there is little timelag, and its valve, which is of the diaphragm type, is so sensitive that some restraint, on the part of a driver unacquainted with the system, is called for in applying the brake when only slight retardation, is required.
Our tests were carried out on wet roads, and the entire avoidance of skidding was impossible. Therefore, the figures shown could almost certainly be improved upon. We were most favourably impressed by this braking system, and a point that should not be overlooked is the fact that efficient braking, without excessive muscular effort, would be still obtainable in the event of the engine stopping and the suction system ceasing.
The model we had on trial was equipped with a half-gallon test tank ; consequently, while investigating its petrol consumption, we were compelled to make a number of runs of between four and five miles each. In view of the accuracy of the results thus obtainable, however, we satisfied ourselves with a total of some 14 miles. The engine was run -until the supply of fuel was exhausted. before filling the tank with a measured half gallon, on each occasion.
Our route followed the Barnet bypass, from near the point where it crosses the Landon-St. Albans road, along the Great North Road towards Welwyn and back through the village of Lemsford. Several slight hills are included, and one, out of Lemsford towards the south, which brought our speed down to 8 m.p.h., required the use of "low third." This, however, increased the quantity consumed per mile less than an adverse wind, which was blowing hard from the south-west along the by-pass.
The distances covered on each of the three half-gallons-during the first part of the outward journey, the circuit including the hill and narrow sheltered roads, and the return along the by-pass-were respectively 6.1, 4.5 and 3.9 miles, On B26 the whole journey fuel was consumed at the rate of 9.2 m.p.g., that is to say, about 46 pay-load ton m.p.g.
Vibration is markedly slight, and the silence of the engine is such that when ticking over it is hard to say, from the driver's seat, whether it is running cr not. It is mounted at four points, on rubber at the front, and has a vibration damper.
A noteworthy feature of the lubrication system is the floating oil-intake to the pump. The screened mouth of the suction pipe always floats at a predetermined depth below the sur
Lace of the oil in the sump. Thus surface-scum is not drawn in.
Economy of fuel, of running time and of human energy, muscular and nervous, should be afforded by these popular-capacity vehicles. The first cost, in spite of the fact that they are imparted (they are, of course, assembled in this country) is competitive. They are sturdily builtan example of this feature is seen in the duplicated cross-members-and of imposing and pleasing appear.: a flee.
, MAX. LEGAL OVERHANG I