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Light Varm,,3

30th July 1914, Page 13
30th July 1914
Page 13
Page 15
Page 13, 30th July 1914 — Light Varm,,3
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We are this week in a position to introduce to our readers another new-eomer in the field of light-van production. The vehicle itseif is a new one, but, the name of the maker —the Swift Motor Co., Ltd.-is familiar enough, and in itself a gams. ante e of value.

The appearance of this new model is contemporaneous with the removal of the Swift Co. from its old premises in Holborn Viaduct to 13a-134, Long Acre, .W.C., where it has opened one of the largest showrooms and fitting-out shops in London. At this new establishment it. is the intention to afford the best of service to users of Swift machines of all kinds.

In order to secure information first-hand respecting the company's latest departure, a " C.M." representative recently paid a visit to the depot, and, together with Mr. F. H. Bale, who is in charge there, made a thorough inspection of the new model, every facility being afforded for closely examining its constructional details.

A Well-tried arid Successful Design.

At the outset it. can be fairly stated that this well-known builder has: introduced what should prove to bo a most satisfactory parcelvan. Our readers, of course, are well aware that the Swift Co. has long marketed the lighter class of touring units ; it has built motor vehicles of one kind or another for nee ny la years, and a remarkable Est. of successive awards in open competitions can be placed to its eredit. Such records date hack to 1903, when the only medal offered by the JLA.C. after a 1000 miles reliability trial was won by a Swift.

A recent signal success was the remarkable performance (luring the 11.A.C. light car six days reliability trial, when three Swift machines were entered and three finished-the only team to get through. This meant that during the test the engines had to run for a period of about 10 hours each day, there being no mechanical stops whatever and not a single mark lost.

That the Swift light van is pract;cally built on identical lines with the machines which were entered for many of these trials should at any rate inspire the confidence in would-be users as to Its ability to withstand long spells of work at high pressure.

A Good example of Two-cylinder Engine.

With regard to the constructional features of the machine itself, the power-unit comprises two cylinders cast en bloc, the bore and stroke respectively being 75 mm. and 110 mm. ; the motor is rated at 7 h.p. A single camshaft actuates the valves, each of which is interchangeable, the valve-stems themselves being provided with means for adjustment. The tappets and other adjacentmechanism are encased by a light dustproof cover, so that these important parts are kept free from dirt which would interfere with correct operation.

The thermo-syphonic principle of cooling the cylinders is adopted, and we were favourably impressed hy the ample size of the waterjackets and of the cylinder inlet and outlet pipes. So efficient is this Swift system of cooling that it is foul Id quite unnecessary to fit a fan. A light vertical gilled-tube radiator gives an excellent finished appearance to the model.

The sturdy crankshaft revolves in two large-sized white-metal bearings ; the big-ends are lubricated by the " splash " method, the corveil level being maintained by suitable wells and overflow in the crankcase ; the oil tank itself is kept under pressure from the engine exhaust, The system is very simple ; there are no complicated parts in the service, consequently the minimum of attention is necessary.

The Longuemare type of carburetter supplies the engine with explosive mixture, the accessory being provided with both foot and hand-operated control ; the lever which operates the hand throttle, and which is merely supplied for setting the throttle when starting up, is fitted close to the driver's right hand on the body panelling.

The Swift light-car engines have proved very economical with regard to fuel consumption in all the tests in which they have been entered, the average usually being about 45 m.p.g. For effecting ignition an Ermmann high-tension magneto is installed, and is placed in a very convenient position near the front of the engine. It is driven through a universal joint and a cross-shaft operated by skew gears, the timing gear shaft and bearings being enclosed in a neat aluminium cover. A drip-feed branch from the main lubricating system is a feature hero for effecting the supply of lubricant to the cross-shaft bearings and skew gears.

Engine and Gearbox are Inclined for Alignment.

The engine is supported on a, pressed-steel sub-frame by means of four very short aluminium arms east integral with the crankcase. The unit is inclined downwards towards the, rear of the chassis, as is also the whole of the transmission right through to the gearbox, so ns to afford true alignment of the propeller shaft, etc., with the engine shaft. The power is transmitted toan intermediate shaft located between the gearbox and flywheel through a leather-to-metal cone clutch, the faced member itself being accommodated with three coil-springs placed in suitable receptacles underneath the leather in order to ensure the la,tter'a smooth take-up. We illustrate this provision in our composite picture.

While examining the clutch and adjacent. mechanism we noticed that much care and attention had been expended in ensuring that all parts, where necessary, can he properly lubricated. There is a generous supply of grease cups,

three noticeable instances being on the clutch sspigot, the release ring, end the universal joints. We emphasize this fact for the reason that when inspecting other light vans we have frequently found that lubrication to these and other important parts of the transmission is effected through small holes drilled in the bearing housings. This., el course, is an unsatisfactory provision; a driver has seldom the time to search about for oil holes put in all sorts of inaccessible places ; they are, as a result, frequently overlooked. A three-speed-and-reverse gearbox is is placed some distance behind the clutch ; consequently, a contparatively long shaft-is utilized to connect it up. Both ends of the shaft are provided with castellatid joints, in which there is provision for a, lateral sliding movement. The gearbox is of the sliding spurgear type, the direct drive, of course, being on top, when the machine can maintain a speed of tn.p.h. o-n level roads. The gearwheels are not integral with their respective shafts, but are ma(shined out of suitable gear-steel met splined on to the shafts where necessary. There is the minimum ef overhang between the lwarings, and whip is thus eliminated.

The large-sized inspection cover is a point worth noting ; upon its semoval a thorough inspection of the gears and other mechanism esti he effected. A small gate-type of quadrant is located in the usual position on the chassis ; this, together with a hand lever of eonenient length, completes the provision for changing speed. Located in behind the gearbox, with practically no overhang, is the foot-operated brake, the friction surface of which is ample ; the contracting-members of the brake amo feed with Autobestos.

The Rear Universal-joint is built up of Leather.

The propeller-shaft form of drive transmits the driving torque from the gearbox to the back axle. At its forward end it is provided with a sliding universal-joint, which is cased in a grease-tight leather cover. The rear universal-joint on the shaft is of the leather-ring type of construction, a noteworthy feature being its large diameter. n :s built up of two rings, each 1in. in thickness, which are clamped together by suitable screws. The generous proportions of the joint should ensure a high degree of flexibility, coupled with long service. Four high tensile steel bolts transmit the drive to the bevel gearset in the rear axle. We ascertained that the main-drive bevel pinion is provided with a gunmetalbushed rear spigot as well as the main hall-bearing and thrust ring, th is refinement of construction resulting in very silent, steady running of the bevel gears. A threepinion spur-type differential is /counted on the crown wheel, all the mechanism being encased in a very compact malleable casting. The differential shafts themselves are of the floating type ; they are enclosed in solid-drawn steel tubes, bolted to the main casing. The shafts both at their inner and outer ends revolve on ball bearings. Altogether the axle is quite in keeping with the sound principles on which the whole of the machine has been produced.

A second braking set is provided by the fitting of internally-expanding brake-shoes, which face up to pressed steel drums built in the rear ro.ad-wheels, and these are actuated by the usual form of hand

lever. An even brake pull-on is ensured by the fitting of suitable balancing gear.

A Pressed-steel Frame is Adopted.

The company has adopted the pressed-steel type of frame. It is well webbed at. the junction of the cross-members with the main channels, plenty of metal being left to eusure the making of good joints. The frame is in-swept at its front end to allow of the maximum of wheel loci:. The vehicle is suspended on four long plate-springs, the half-elliptic construction being embodied fore and aft. Upon measurement we found the centres of the spring eyes of the rear springs to be :19, ins. ; this is satisfactory, and we feel sure that the prospective user, whose business calls for the speedy transport of articles of comparativelydelicate fabric, need have no fear o any detrimental effect to his goods on account of the chassis suspension.

The front axle is a very sturdy

job ; it is a one-piece stamping of 1-section, There arc sonic very good points about the steering, which is of the Ackermann type ; its connections are of ample proportions, and its joints carefully casehardened ; where necessary there is provision for adjustment, and in the case of the connecting rod which runs parallel with the frame side coil springs are interposed in each of the joints. Tile vehicle 1-ails on. tangentspoked rear, wheels, the tire size being 700 mm. by se mm. Dunlops are fitted as standard. The wheelbase of this model is 7 ft. 3 ins., while the track is 3 ft 7 ins. The Swift Company builds its own bodies, and on the model we saw at, the London depot there was fitted a very roomy box-van. The concern, however, is in a aosition to supplyany particular construction of coachwork to suit individual requirements. The machine, complete with glass screen, lamps; generator, horn and kit of tools, sells for £140.

Facile Manceuveing in Traffic.

After thoroughly inspecting the machine, we took it for a trial run. The maximum. speed obtainable :did not interest us s() /Midi tbe oossibility of the vehicle's being manceuvred by the driver with the minimum amount of anxiety or trouble. To observe this quality, we directed the van into all kinds of busy traffic with which we could get in touch, and were indeed favourably impressed with its easy running. It was possible to thin the machine in and out of eonge-sted traffic areas with remarkable ace-1racy and promptitude, and ill very narrow streets, where many horsed carts were encountered, the remarkable acceleration of the engine brought. us neatly out or several tight corners.

Tags

People: F. H. Bale
Locations: London

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