Answers to Queries.
Page 30
If you've noticed an error in this article please click here to report it so we can fix it.
Our readers will be informed by the Editor on any points connected with the construction or use of commercial motors. Where a direct reply is desired, a stamped and addressed envelope should be enclosed ; if a request for privacy is not specially made, any query and answer may be published. Some replies, owing to pressure on our space, are held several weeks. Numerous requests reach us for lists of motorcab and commercial-vehicle owners ; these we never supply. Our advertisement columns are open to those who desire to make announcements to owners for the purposes of trade.
Use of Petrol Gas.
[2308] (Experiment).—The volume of one gallon of petrol gas at a phis pressure of 2 lb. per sq. in. above the atmosphere is approximately 25.2 cubic ft.
Illuminated Signs for Motorvat s.
[2309] (Margate).—Yoli cannot do better than obtain an acetylene sign from the AllenLiversidge Portable Acetylene Co., Ltd., 106, Victoria Street, S.W., or an electric sign from C. A. Vandervell and Co., Ltd., Warple Way, Acton Vale, W.
Where Shall He Work?
[2310] (Beginner).—,it is impossible for us to advise you in respect of the running of a char-it-bancs, and we never care to take the responsibility of choosing a district for the many inquirers who write to us on the same subject. We much regret being unable to suggest anything better than that you should publish a small advertisement in this journal, or elsewhere, asking for information in the sense indicated.
Costs for a Four-tonner [2311] (Removals).—In order to be. on the safe side, you can take the costs half way between thosc for three-ton and five-ton petrol vehicles, as by our free sheet, in respect of the type of work which you mention. If you cannot get the average mileage per week which is shown, you can rely upon the expenditure per mile for fuel, lubricants, tires and maintenance, as put. down, whilst correcting the other charges per mile, in respect of driver, rent, insurances, depreciation and interest, in the inverse ratio of the mileage that you can usefully arrange per week. As you will see, the total of driver's wages and certain other charges does not fall in relation to mileage, whilst the total cost of consumable stores, repairs and tires does so fall.
Co-operative Delivery from a Country Town.
[2312] (Drapers).---You ought more than to earn back the " all in " costs of a motorvan, seeing that you can usefully give it work to the extent of between 50 and 70 miles a day. You will very probably find, at crush periods, that it will pay you handsomely to send the van round inure than twice a day, and of course it will always be available to enable you to meet the urgent requirements of customers in respect of special delivery or delivery at short notice. Many owners of motorvans find these features of great importance, in that they invariably induce new trade, and they, of course, give the owner considerable advantage over competitors who are without a motorvan. In your case, however, we see you will work in conjunction with other tradesmen, butwe presume you will not take into the arrangement any two tradesmen who are in direct competition We have, had pleasure in sen-ding to you direct cur sheet of average working costs, and we may say that these are ascertained results from many years of experience in all parts of the country. You do not tell us the weight that you wish to carry, so we are rather at a disadvantage to give you any particular information of a supplementary character. We shall, ever, be happy to answer any specific questions later on, free of charge. We happen to know the riis triet pretty well, and to have driven over the various roads all round it for some years.
E14 The Wyles Plough.
[2313] (For Angola).--The Wyles plough is now made by John Fowler and Co., Ltd., Steam Plough Works, Leeds, and Mr. A. Wyles can be addressed at 12, Belmont Grove, Leeds.
Twin Pneumatics [2314] (Ireland).--Twin pneumatic tires will undoubtedly stand up under a 25-cwt. lorry, but they will cost considerably more than solid tires, per mile run. We should certainly not fit pneumatics to any of its wheels Hungarian Postal Vans.
[2315] (Shippers).—The chassis. about which you inquire, in use by the Hungarian postal authorities, are, we believe, constructed and supplied by Messrs. Laurin and Klement, Jungbunzlau, Austria. We have no information about this firm's intentions in England.
Shall He Buy Private-car Chassis?
[2316] (Dublin).—You will act very unwisely if you try to carry as much as "M" cwt. on asecond-hand private-car chassis. Such a practice can only lead to disaster. A private car is usually designed to carry an imposed load of not more than 15 cwt., and to do so on pneumatic tires.
We strongly eecommend you not to purchase vehiclesoof that, .ciass at all. You may be able to get some second-hand chassis out of London bus service that will suit you, but you will probably have to pay, inclusive of overhaul and tires, not less than 2200 per chassis. If the London bus chassis are too heavy for the class of work which you have in view, seeing that each of them can deal with a three-ton load, you had better try to pick up some second-hand commercial chassis of approved make. We presume that you do not wish to find the frequency of breakdowns, coupled with the cost of running, such that you will be unable to give satisfaction to customers.
Breakages with a Second-hand Car.
[2317J (Smashes).—It is very likely that you correctly account for the troubles when you refer to the inexperience of your driver. Possibly he was not given sufficient tuition? A man requires to be given correct hints, and allowed a, little time, to learn to avoid bad gear-changing, etc. So far as over-drivinr, on bad roads is concerned, this is a matter of personal discretion.
The private-car chassis which you bought secondhand is undoubtedly overloaded if it is given 'more than 10 cwt. to carry at any time, and such loads would, of course, make it harder to change speed correctly. Perhaps your driver has by now got a little more accustomed to the details connected with gear changing, such as timing the changes correctly. For example, does he know thatwhen changing from any speed to a lower speed he only requires to ease the clutch in a very slight degree, so as to let the engine speed up, in order that the tooth -speed ell the pinion which is newly put into engagement may be equal to the tooth speed on the driven gearwheel? Again, does he know that for any change from a low speed to a higher speed he requires to declutch entirely and to throttle a little, before engaging the next higher speed? It is, of course, possible that, the clutch or -other shafts may be out of line.