Impressions of the Trials.
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By E. A. Rosenheim, B.Sc., B.Eng., A.I.E.E.,
The trials have now entered on the third week's progress and, taken as a whole, they have vindicated and proved what manufacturers have maintained for some two years, that the commercial motor is a proved success, and has undoubtedly come to stay. We have seen some 50 odd vehicles of all types, carrying various loads, completing daily runs of from 35 to 76 miles each, for v,eeks on end, in many instances without the slightest mechanical trouble of any sort, and making non-stop runs throughout. Certain machines have not been so successful, and others have had stoppages of a trivial nature, but, without detracting in any way from the very excellent and meritorious performances of those machines which have to their credit a nonstop record up to date, the public must bear in mind that a stoppage, and even one entailing a loss of marks for reliability, is not any disgrace to a vehicle, and may possibly serve the machine in good stead by applying the old adage "A stitch in time saves nine" : such losses will not necessarily disqualify a machine from obtaining a premier reward. Too much importance cannot be attached, from the user's point of view, to the condition of the various machines after the expiration of the trials; prospective buyers should study the judges' report, and their remarks under this heading, with the utmost care, for no doubt can exist that the judges' ultimate examination of the machines will constitute an important factor in their deliberations and final decisions as to awards.
Two points have come prominently under the writer's observation, in 'connection with these trials. They •are: (a) the lack of knowledge of what is being done, or of the object of the trials, displayed by the general public, and the consequent lack of interest on the roadside, and in various towns through which the writer has passed; and (b) the fact that, although the tests are of a very severe nature, and should furnish most valuable data to. those about to substitute horse traction for mechanical traction, in spite of their severity, the trials do not approach the conditions appertaining to every-day mechanical traction in a large city, say, like London, for the simple reason that there are not the continual stoppages, and re-starts, the continual clutching and de-clutching, gear changing, and braking effects, all of which are imposed in practical use amidst town traffic. This second point, to the writer's mind, causes
more wear and tear, both to machine and tires, than a straightforward run, from point to point, without a stop, such as is performed in these trials by the various competitors. [We should say that the traffic stops during the trials do correspond very fairly with many sets of conditions in regular service, though admittedly less exacting than continuous driving in a large city.—En.]
In order the more closely to observe the running of various competing machines, the writer has followed the vehicles, in a touring car, and he was particularly struck by the care which all drivers exercised in the handling of their machines, and the more so by the methods which some drivers employed to economise fuel. There is no doubt that a few drivers attempt to carry this economy to excess, and, in several instances, they oontinue to run their engines on a higher gear, for this purpose, than the ratio they would have 'employed under ordinary, service conditions. Several drivers allow their engines to knock very badly, and continue on their top speed much longer than they really ought to do while ascending long, gradual rises. This, no doubt, will economise fuel, but, in two instances at least which came under my observation, engines were allowed to suffer.
As cost of running is a most important factor in all commercial vehicles, it is to be hoped that the judges, in their report, will publish the cost of all replacements made, also the cost of renewing all badly worn parts which are so found, on examination, after the trials. This is a simple necessity, from a user's point of view, and too much insistence cannot be placed upon it, as it would be quite feasible to run a commercial vehicle throughout the whole trials without making a single adjustment or replacement, and thus to score the highest possible marks for reliability on the road, and also to obtain a non-stop certificate, whilst the general condition of the vehicle, after the road tests, might not be nearly so good as that of another which had not scored full marks for reliability, or non-stop performances, simply and solely because its makers preferred to make necessary adjustments in order to ,keep the machine running at concert pitch. It is quite conceivable that the second vehicle would be in far better condition, at the finish, than the first, and that it would, therefore, to a user, although not having the brilliant record of the first machine, be far more economical and efficient. Are the Trials Doing Good ?
Numerous complaints have reached me, that the anticipated increase in business and influx of orders as a result of the exhibitions and publicity attached to the trials, has not taken place. Of course not, and the view taken by some manufacturers and agents, that the trials had only to be held, and the vehicles exhibited at various commercial centres, to bring in orders, is entirely a fallacious one. The R.A.C. trials will serve the same good purpose, to the .business vehicle, as did the great I,croo-mile trial of two to the pleasure car. There is no doubt that, in t000, it was brought home to the .public that pleasure cars were capable of reliable running, and, as a result, we see where the pleasure-car movement is to-day. The commercialvehicle demonstration run, which is now taking place, will have an equally good effect, and it must not be forgotten that commercial motors are still in their infancy, and are viewed by many large users of horse traction with considerable distrust.
This great demonstration will bring home to the potential buyer the fact that commercial motors are now built which are reliable and capable of doing his work, and that with economy to himself. Manufacturers, however, must not for a moment imagine that they will be inundated with orders as a result. Likely users are examining the various types at each exhibition with care, and are making mental notes; in some few cases they are taking a definite decision, but orders are not being placed, and none will be placed until the buyer has had a further opportunity of trying the machine he is thinking of purchasing, in hisactual service, and on his every-day round and district. Therefore, provided that the enquiries received at these various exhibitions are followed up, and there is no doubt as to their being so treated, at the completion of the trials, by a practical demonstration, the orders, which are now lacking, will come in good time.
Steam or Internal Combustion?
One is continually asked, which of these two systems is the more economical to employ? Each, obviously, has its advantages and disadvantages, but inv opinion is that, when loads exceeding four tons are to be dealt with, unless very long trips and high speeds are essential, there is no ques
tion that steam is by far the cheaper system. The trials, therefore, possess added interest in respect of the comparative costs per ton-mile for each system, as these will be available later. It will surprise many people, if the views stated above prove to be incorrect, though costs must be calculated with strict regard for performance capacity.
Observers.
Observers are a class of beings quite apart from anyone else : they vary within very wide limits. There is the man whom it is a pleasure to have on the car, who understands his business, does not harass the driver, interprets his instructions in an intelligent manner, and from whom one is sorry to part after the day's run. There is, however, the reverse side of the picture—the man who is delighted at being invested with a little brief authority, who is continually looking for trouble instead of waiting until it comes, who harasses the driver, who protests at least once in every half hour that it is no good playing tricks on him, and who, in fact, treats the driver as a rogue. This man is delighted .when things go wrong, and he is enabled to deduct marks. He usually knows nothing about motors, or their mechanisms, or the difficulties with which. the driver has to contend. Then, there is the observer with a little knowledge who is. really a nuisance. He continually hazards advice, remarks that the motor is not doing its best, and offers irritating suggestions, instead of doing his allotted work only With full knowledge of the demands, so far as can be gathered, the Club is to be congratulated upon its observers, as regards these trials, and, with one or two exceptions, things have gone smoothly and efficiently.
Routes.
More than one or two growls have been uttered as regards routes, and mistakes that have been made in connection therewith, yet the maps and instructions issued by the Club are very good, if hardly full enough. Why did not the Club follow other and proved methods, such as that of the Scottish Club? Mistakes in routes in S.A.C. trials are unheard of ; moreover, by issuing full instructions in this way, the Scottish Club throws the onus of any mistake on the driver of the tar, and the observers are in no way responsible for pointing out the route.