ANOTHER NEW GARNER CHASSIS.
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The 48-cwt. Model 20 Follows Lines Proved to be Sound in Earlier Models of the Same Make.
WE HAVE C_NSISTENTLY, from their inception been quite favourably disposed towards the Garner heavy vehicle chassis. It is not that they are perfect—at the moment we can scarcely recall any that is. Nor is there any unusual or unorthodox feature about their design which makes a special appeal. So far as is within our knowledge, each comprises the usual p.roportiona of engine, gearbox, rear and front axles, wlies, etc., etc., and we are unaware of any impending departure from the customary practice in that regard. They do impress one however, as being a little out of the ordinary run of American-built chassis inasmuch as they con: form. more nearly with British ideas of what is meet and right in the design and construction of a commercial vehicle' than is generally the ease with products'iron over the herring pond. In other words, they are well designed, mid.
equally well made, and there is little doubt in our minds that much of this characteristic is due. to the painstaking way in -which the brothers Garner (Mr. Henry and Mr. J. Parker) superintend their manufacture in every department of inc factory from the designing room to
the despatch department. Indeed, it as been a rare occurrence, of late, since these chassis began to make their way .here, and even before that time, that one could go to the works at Moseley, Birminghain, and rely with any degree of certainty on finding both of the brothers at home. As we write, it is apparently the turn of the elder to make one of the frequent visits to the factory, for the latest advice is to the effect that Mr. Henry is in the States.
A short time ago. (issue of The Commercial Motor dated January 6th) we discussed, at some length, model 15 of the same line of chassis. It was then
but newly introduced, and was—and still is-inarketed as having a gross load capacity, body plus useful Iliad, of 36 cwt. The present one, of which this description, as in the case of the earlier model, is the first to be published, is known as model 20. Its capacity, simi
larly measured, is 48 cwt. The load rating of these vehicles is sufficiently unusual to justify a little digression in explanation. It is customary to refer to commercial motors as 2 tonners, 3 tanners, and 90 on, the term representing the useful loud which the completed vehicle could be expected to carry. The fitting of a body of reasonable dimensions and not excessive weight is usually understood, and sometimes specified, by the manufacturer ; the user is rather inclined to interpret the word " reasonable" more liberally than the manufacturer, and in more than a few instances he ignores that portion of the agreement and fits a super-stiMeture which, on account of its weight, absorbs the. better portion of the capacity of the chassis before there is any useful load applied at all. The (result is almost continuous overloading of the chassis of such a vehicle, to the disgruntlement of both maker and user. These conditions are more quickly reached in the case of the smaller types of chassis for leads of up to tive tons, and one or two rather bitter experiences of the treatment to which we have referred have induced Messrs. Garner to revise the rating of their ebac.5sis, with the effect to be noted in the two new models which have been introduced this year, wherein the gross load, instead of the net, is given as the capacity. The user is thus left with no excuse for overloading, or for putting a body weighing 30 cwt. on to a chassis which has a caps-.
city of two tons. In both eases, the Garner rating includes the body, so that the total load which may, with reason, be placed upon the new model which we are discussing is 48 cwt' The scantlings, as that rather rare bird the house builder -would term the general dimensions of the frame, are good, and well up to the standard set by
the load. rating. In deference to the i-ncreasing favour with which the use of trailers is now viewed by the user at large, the rear end of the pressed steel frame is specially strengthened and fitted with a spring drawhar. The front end is carried forward and a cross member taken across the front of the radiator to act as a. bumper bar. The commendable practice, initiated in the former model, of providing a set of wooden sills, clipped to the frame, for the reception of the bod..ywark, with a view to avoiding any necessity for the bodybuilder to drill the flanges of the frame, is again adopted in this chassis.
We have hinted, earlier in this article, that there is nothing abnormal about the Garner model 20-: readers, -therefore, will he occasioned no surprise by the intimation that the engine is of four cylinders, working on the Otto cycle, add incorporating poppet valves arranged along one side of the unit, all driven by one camshaft. The dimensions of the cylinders are 46 ins. by 5* ins., these ditneriaions having the usual significance, and referring to the btire and stroke of the cylin
ders. A centrifugal' governor controls the speed to a maximum of 1,350 revolu. tions per minute, at which speed, we are credibly informed, 35 h.p. is developed. The engine is built by the Continental. Motor Co., of America, a coneern with an enormous output; so large, in fact, that, if spread ail over London, it would —well--cause a considerable diaturbaace of the traffic. As a power unit, at least, it is quite familiar to all users of Ameadcan chassis. It is built on well approved standardized lines, and, in the example under review, is specially designed With a view to the hard service customarily encountered in commercial service. Besides the features to which Teference has already been made, it is watercooled, the water being positively circulated the lubrication is oil conveyed in a system of troughs, and maintained at a constant level by means of an engine. driven pump. The which concludes our description of the engine I The clutch is of the multiple dry-disc type, with alternateidiscsof steel and Raybesto&. It is the same as, that .which wa.s used on the original Garnenchassis several years ago. Its continuous and consistent adoption is a pretty sure sign that it has well earned its Place in the team.
The gearbox is another Garner specific f.:10
against diseases of the motoi vehicle. To those who, like ouraelvea, are in the habit of " vetting " second-hand chassis and who, therefore, appreciate the gruelling that some gears get, the advantages of a " constant mesh" box are obvious. Of such is the Garner. All gears are constantly in. mesh, and Changes are effected by the engagement of claw or dog clutches, as they are variously termed, within the box. A further improvement on the usual type of dog clutch has been embodied in this chassis, in that the claws are not all of the same "length', alternate ones being in. shOrter than the others. The effect ois more facile engagement of the gears, for, while detracting in no way from the security of engagement of the claws, or increasing. the tendency to wear or develop backlash, it provides, for engagement, a gap between dogs of treble that afforded by the usual construction. There are four changes of speed, of such ratios that, with the engine revolving at 1,350 ap.m., at which speed the governor operates, the vehicle travels, on top at 15.2 miles per hour ; on third, at 9.15 m.p.h.; on second,' at 5.6' m.p.h.; and on first, at 3.2 m.p.h. 'The '.reverse ratio is approxithately the same as the first speed. The box is designed to be lubricated with oil, not grease, and :the oil filler is at the side oi the. box, at such a height that it serves conveniently to determine the correct level of the oil in the box. The. gearwheels themselves are of good width, and the shafts of a size which renders them very well able to take care of any tendency which may arise for them to be sprung out of the plain and direct path of duty. Boller bearings are fitted throughout, and the cover of the box extends over the whole area of the top.
The box is disposed in about the middle of the length of the chassis, between engine and back axle. For the joints of the short shaft which intervenes be-. tween box and clutch, and of the longer one between box and rear axle, flexible discs, the Thermoid-Hardy, are used. Hero, again, it may be remarked that the feature is one which has been used on Garner chassis for several years, notably on the 6 ton vehicle, and comment, as to their reliability or suitability for the work which they are called upon to perform is correspondingly superfluous. It is not until we come to the final drive that any important divergence between the details of this chassis and the one previously described is to be noticed, but there a real and substantial differ ence is observed. In model 15, the double reduction type of rear axle was
embodied, that system in which the second reduction was effected • by means of -gears actually mounted in the wheels of the chassis. The „present machine is driven by worm and wheel. No explanation is afforded of the change of policy, and,. one is inclined to the view that, in a way., the two designs just grew like that. There is no reflection on either of them intended here; indeed, it is • questionable if one were possible. Both types will give equally good service : they are equally economical and reliable. It is worthy of note that both the brakes take effect on drums in the rear road wheels.
The front axle la of the usual I-beam section, and, like the rear aide, is supported
in the wheel by roller bearings. The suspension is gdod, the springs themselves being of good length, and made of chrome vanadium steel. The shackle 'ins are of special design, and were described andillustrated in our description of the previous model. A particular feature of them; we may remind our readers, is the method of 'lubrication, and another paint of linter-eat is the method of securing them, by means of a locking nut, in the spring brackets.
The driver's control position is on the right, as is correct and proper in this country, the gear and brake control levers being centvally placed.
The equipment is electrical, so far' as the lighting is concerned, a substantial accumulator being carried and kept constantly charged by a generator driven, by the shaft which drives the water .pump. No starter is provided, -and the engine ignition current is derived from the same source as that for -lighting; it is converted to high:tenzion and delivered
through a special distributor. '
Solid band tyres are fitted as standard. For the front wheels single tyres 36 ins. diameter and 4 ins, wide are supplied. and on the rear, duals of 36 ins. by 36 ins. each. On the particular chassis which we had the pleasuae of examining, however, pneumatics of the giant order were fitted, and these can be supplied on re quest at'a.n increased cost. In that case, spare rims and tyres are also provideda and a gear-driven tyre pump foams part of the gearbox equipment. The price of the standard machine, complete with solid tyres, is £895, subject, as usual, to revision at short notice. The bodywork is extra, and it is worthy of note, that bodies of various types can be provided quickly, as they have been standardized.. There is room behind the clashbocard for . a body and cab of 14 ft. 2 ins., witiMut exceeding the length of the frame.