OPINIONS FROM OTHERS.
Page 67
If you've noticed an error in this article please click here to report it so we can fix it.
The Editor invites correspondence on all subjects connected with the use of .mmunerciai motor's. Letters shossiel be on one side of the paper only and typewritten by preference. The right of abbieviation is reserved, and no responsibility for views
expressed is accepted.
Proprietary Units.
The -Editor, THE COMMERCIAL MOTOR.
12542] Sir,—I read with some interest the article which appeared in The CoMmereittl Motor for November Mk also the letter of Mr. Linley, which appeared in the issue for November 30th.
Considering the importance to the industry of the matter, I am surprised that more members of the commercial motor trade have not given us their opinion on this, to Me, very important subject. This may be due to "conservatism," a word that Mr. Linley objects to, or it may be due to apathy.
Mr. LinIey is evidently speaking from the point of view of an engineer and a designer, but perhaps he would took upon the matter differently if he hind to get a living as a salesman. The instances he quotes of firms who make the highest class of machinery doing the hest business may be illuminating, but against them I enn quote the phenomenal sales of the Ford, where buyers were prepared to sacrifice refinements for a low first cost.
It would be interesting to hear the views of others on this very important matter.—Yours faithfully, London. RETAILER.
The Editor, THE COMMERCIAL Motor
r254-31 Sir,---As a user of commercial motor vehicles in which both makers' own engines and proprietary units are employed, I must say thet I have very little cause for complaint against the last-mimed, and I believe that; in the case of a well-organized producer who would be able to ensure that spare parts for his engines were stocked at convenient points all over the country, the proprietary unit' would even prove more advantageous to the user than units supplied only by the chassis manufacturer. This need not necessarily apply only to engines, but to other major parts, such as gearboxes and back axles. Few makers of transport vehicles are able to maintain a sufficient number of service depots to meet all requirements, and when it comes to important replaceinents,in the majority of cases, the help of the parent factory has to be solicited, which causes delay if this be far away. In the case of a unit manufacturer supplying a number of chassis makers, the demand from users would be so much greater as to justify more attention being given to the provision of spares.
It may, however, be difficult to induce chassis builders to look at the matter from this point of view, as it is only natural that they would prefer to supply the parts themselves and thus be able to ensure a profit on them—Yours faithfully, COACH OWNER. Bradford.
Oiling Steam Wagon Chains.
The Editor, THE COMMERCIAL MOTOR.
[2544) am fully in agreement with you that
something better than casual greasing should be provided for lubricating the chains of steam wagons. As your contributor suggests in the issue of The Commercial Motor for December 7th, the provision of an oil-box lubricator set to drip oil at regular intervals is very essential.
The arrangement he suggests is open to criticism on one point. He shows the oil dripping on the outside of the chain near the small sprocket ; consequently, a considerable proportion of the oil will be flung off under the action of centrifugal force.
A better plan would be to arrange the oil pipe so that the oil falls on the inside of the chain on the tower side. If this be done, the effect of centrifugal action will tend to force the oil into the joints, with greatly increased benefit to the chain.—Yours faithfully, KEAY PRATT, M.I.Mech.E. Leamington Spa.