Answers to Queries.
Page 21
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 Me 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.
Chassis Frames.
[2225] (Wagon Builder).—The only other name we know is Messrs. Meehan and Sons, Scotstoun Works, Glasgow, additional to Messrs. Rubery Owen (Darlaston) and John Thomson (Wolverhampton).
A Private-car Chassis for 12 or 14 People.
[2226] (West).—You do not state the age of the 30-40 h.p. — car, but in any event we should not regard it as a commercial proposition to fit such a chassis to carry 12 or 14 people. The cost for pneumatic tires would be very heavy. We should recommend you to pick up a good commercial model seeon d-band.
A Dog Killed.
[2227] (Preston),—The likelihood of success in a claim for the loss of your dog depends entirely upon circumstances. If it was entirely accidental, it is doubtful if you can recover anything : if it was in any way wilful or due to negligence, then you may be successful. It is the •duty of the owner of a dog to keep it under reasonable control, which you appear to have done, but, on the other band, any loss due to circumstances which are entirely accidental does not permit a successful claim to be prosecuted, as a general rule. If you were to obtain the name and address of the owner of the motor from the registering authority, and to write to him relating the circumstances, and to make a reasonable claim, you might be treated with consideration ex gratia.
Concerning a 3-cwt. Mail Contract.
I:2228j (County).—We consider that the 24 lap. — car with pneumatic tires, which you have, should do the work well. It will not pay you to take this job on at less than 5c1. per mile run, but we think that you-.ought to get more. The fact that you.are in a good position to tender is no reason why you should not earn a commercial profit.. You must remember that you have to take the risk of heavy tire wear in bad weather or over poor roads when repairs are in course of execution ; further, you must make allowances for insurances, and we expect you will find that the Post-office people will want you to undertake to keep a car in reserve. You must be the judge yourself of what the competition for the business is likely to be, but if we were in your position we should consider that it was not worth doing it at less than 5d., in any event, whilst we should ask 7d. per mile.
Trouble with a Second-hand Chassis.
[2229] (Ireland).----We are afraid it is impossible for us, without examination of the machine, to tell you exactly why you cannot start the engine. The vehicle is probably a Milnes-Daimler, and may be one of the old L.G.O.C. machines. There were three types in their service, and they can most readily be distinguished by the perch-bars. The earliest and smallest type have wooden perch-bars ; later ones were provided with steel perches. Are you quite satisfied that when you were -having your cylinder crack welded there was no derangement of the bore? It often happens that, where welding of two castings is executed, the whole structure is slightly deformed. It would have been a wise precaution to have lapped out the cylinder after its repair. Do you notice any particular stiffness in this cylinder? Is your difficulty that you cannot wind the engine round, or merely that it will not fire/ Yr$17 -reieht if you have not already done so, try pouring a little neat petrol
on to the top of each piston, if there are means so to do. You must remember that low-tension magneto
engines want turning round fast before they will fire, and perhaps you have not been able to get•enough swing on it to turn quickly enough. Are you quite sure your carburetter has not been dissembled and put together again wrongly? Are you getting the petrol vapour through to the engine all right? Perhaps you might get a start by towing it with another machine. On cold days this method frequently had to be adopted in the days when these vehicles rae in London bus service.
Wants to Quote a Firm of Brewers.
[2230] (Northern).—According to our information, brewers reckon on the average that delivery costs them 2d. per barrel per mile, the cost of bringing back empties being taken as covered by that figure. You would probably have to underquote the rate that is equivalent to the cost mentioned, which is roughly 10d. per ton-mile, or 3s. 4d. per loaded mile with a four-ton load, all the cost of bringing back the empties being included in the outward charge for the full stuff. In our own experience, we should say you ought to see your way to earn not less than is. 2d. per mile run with either a four-ton petrol lorry or a five-ton steamer. There is very little margin for a carrier at lower rates, and even these are insufficient unless the work is regular. Of course, there is some difference, always, according to the delays, on particular routes, but we gather thatin your part of the country there will be no excessive delays such as these which are experienced in London.
Pneumatic Suspension.
,[2231] (Inventor).—Our objection to giving publicity to suggestions for pneumatic suspension is based upon two fundamental considerations. In the first place, we are much averse to the circulation of disturbing ideas amongst owners or prospective owners ; in the second place, any suggestion which involves a reversion to steel tires is eminently undesirable on account of the noise. We do not savour the extended or unnecessary use of steel tires, and we consider that they should be avoided at all costs where possible. We quite agree that. pneumatic suspension is theoretically sound, and air, of course, costs nothing. We know the gentleman who financed one such suspension, and if there had been any chance of bringing that on to the market it would have been achieved, Our view is absolutely against anything but a simple wheel, fitted with rubber or other resilient treads, and a system of suspension which is inexpensive. Suitable leaf springs, either alone or in combination with one or,other of theedesigns of coil or bumping springs, fully meet the ease, and we do not intend to encourage other propositions until serious occasion arises. The Lynton wheel falls, in our judgment, within the category of simple construction, and we also class the "airless resilient wheels" (of Dulwich) the same way.
Please do not think that we are not cognizant of the claims of pneumatic suspension. If you can refer us to an American user who has adopted such a system as standard for commercial-vehicle purposes, and has a couple of years experience behind him, we are quite open to revise our present attitude. We shall not, of course, refrain from giving "the other side" a fair hearing.