THE LATEST RELIAN1
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THREE-WHEELER Road Tested
LMOST a year ago, when we published a road test report of the Reliant 7-cwt. threewheeler, we were impressed with the sturdy construction of the machine and the manner in which the designers had kept firmly in view the need for simplicity and ease of control. In the latest 10-cwt. model these important points have again received close consideration and, judging from the results obtained during a recent road test, the larger vehicle should provide efficient and economical transport of loads up to 10 cwt., over long periods and with the minimum of attention.
The layout of the chassis is similar to the smaller machine, the main frame. being built up from two channels, downswept from the extreme front and braced by tubular crossmembers. At the rear, the frame passes below the back axle, from which it is suspended by long semielliptic springs.
Effective Front Suspension.
A malleable casting, incorporated in the foremost tubular cross-member, receives the steering head, and the front-wheel suspension comprises a coil spring, a parallel link motion being obtained by radius arms.
The power unit and the transmission are, however, quite different from the smaller model, which, it will
MO
be remembered, employed a singlecylindered engine with transmission by chain. In the new model the motive unit is a J.A.P. water-cooled V-twin engine, and it is mounted unitwise with a large-diameter Borg and Beck clutch and a three-speedand-reverse gearbox. The drive is then transmitted to a bevel-type rear axle by a tubular propeller shaft incorporating two Hardy fabric-type universal joints.
Having a bore and stroke of 70 mm. and 97 mm. respectively, the engine has a piston-swept volume of 747 c.c. It is rated at 6.75 h.p. and develops a maximum of 18 b.h.p. at 3,500 r.p.m. An inspection of the unit proved it to be of straightforward design, and, since it has detachable cylinder heads, side valves and roller bearings both for the bigends and main bearings, it should be simple to maintain. A starter and a dynamo are built in, the latter being driven by belt from the front end of the crankshaft.
The engine and gearbox unit is three-point mounted, the forward mountings being on rubber; the radiator is carried on the frame crossmembers at the front.
An important advantage of the new layout is that the driver is now accommodated on the off side of the engine casing instead of astride the casing, as on the smaller machine.
Entry and egress are, in consequence, much easier, whilst the driving positiOn and degree of comfort are greatly improved.
A Light But Strong Body.
Mounted on strong brackets attached to the frame, the bodyis built up of light-sectioned wood members with a flitch plate incorporated in each important joint. The exterior is panelled in a form of pressed-wood which, besides being non-resonant and light in weight, does not warp.
The lines of the finished vehicle are pleasing, and this, result has been largely achieved by the use of curved panels.
A good loading space is available,
the length of the floor being 5 ft. 8 ins, and the width 4 ft. 31 ins.; the height from floor to roof is 3 ft 9 ins. These dimensions give a capacity of 93 cubic ft.
The foregoing outline of the salient features of the Reliant will serve to show that the machine is a
thoroughly practical proposition. As the results obtained a year ago with the smaller outfit were of a high standard, it was with considerable interest that we set out to investigate the capabilities of the new and larger model.
Following our usual practice, we first carried out a hill-climb test, and for this purpose selected Boot Hill, in the village of Grendon, which is some five miles distant from the Reliant concern's headquarters at Tamworth. This acclivity is about i-mile long and one section has a gradient in the order of I in 8.
Plenty of .Power Available.
That there was ample power in hand was fully demonstrated, for, although it was impossible to use top gear on the climb, we found that for the major part of the distance it was undesirable to use full throttle in second. gear. This seems to point to the fact that a higher ratio for second gear might be desirable; this is not the case, however, for we were attempting to make the best possible time for the hill. In normal circumstances, a higher second gear would, we think, tempt a youthful driver to " hang on" instead of changing down.
Ott the steepest section of the hill the minimum speed recorded was 12 m.p.h., and, as the gradient eased, the machine pulled away rapidly. The time for the -mile was 1 min. 45 secs., and on the completion of the ascent the water temperature was 135 degrees F.
On the descent of the hill we tested the holding power of the brakes and found the foot brake to be hilly capable of holding the machine on the steepest part. The hand brake would not hold the vehicle without creeping, but, after adjustment, this deficiency was remedied.
On a second ascent of the same gradient we made stop-and-restart tests. Several restarts were made, and in each case the machine pulled away with ease in first gear on the steepest section of the hill. The clutch took up the drive quite smoothly and careful manipulation was unnecessary to obtain a good get away.
Good Acceleration on Top Gear.
Acceleration tests were then carried out on the Tamworth-Lichfield road, and we found that, despite the increased load, the larger engine gave rather better results than were obtained with the smaller machine. Rapid gear changes could be made' and, from rest, a speed of 40 m.p.h. was obtained in half a minute. The maximum speed available is almost 50 m.p.h., and on third gear nearly 30 m..p.h. was reached.
We found the brakes to be adequate, but no exceptional results were obtained. There was a sponginess about the application that led us to believe that minor alterations in the layout of the leverages, together with a stronger cross-shaft, might well effect an improvement. We
understand that certain modifications are under consideration by the designers with a view to improving the system.
It is only fair to add that the machine under test had come straight off the assembly line and had but a few miles to its credit. It may be, therefore, that better results would be obtained when the brakes are bedded in and final adjustments made.
The results of our tests are shown in an accompanying diagram, and it will be noted that from 20 m.p.h. a stop was made in about 37 ft. This denotes an efficiency of approximately 40 per cent.
In view of the fact that the machine was brand new, we did not expect to obtain especially good figures from our consumption test. On our first run the results were not satisfactory, and, since we were unable to obtain a test tank, we were rather doubtful as to the accuracy of the figures obtained.
In consequence, we decided to carry out a further test at a later date when the machine was properly run in and when we could obtain a test tank. We, therefore, had the vehicle sent up to London, where it was equipped with a Solex test apparatus_ Starting from Bignell's corner on the Barnet By-pass, we proceeded to Welwyn, returning to the starting point by the same route. To simulate delivery conditions, we made two stops per mile.
The test tank had a capacity of
1 pint, and, over the total distance of 20.1 miles, I gallon of petrol was consumed. This gives the good return of 40.2 m.p.g. The effect of a strong wind on fuel consumption was brought home to us on this test for, on the outward journey, we returned a consumption figure of 44 m.p.g. On the return run, however, whith was made against a strong headwind, the consumption fell to the equivalent of 36.4 m.p.g.
The out-and-return course included several hills, such as Digswell Hill and the sharp rise out of Welwyn coming south, and on the outward run the long gradient near Welwyn Garden City. The final re turn of 40.2 m.p.g. is above the average for this class indicated by our recent analysis and, although the carburetter had been tamed, the jets were standard.
During the spells that we were at the wheel we were impressed with the case of control and the general manceuvrability of the machine. The steering was light, the gear change easy and the location of all the controls gave a comfortable driving . position. The wide door on the driver's side, together with the low floor, makes entry or egress a simple matter.
The power unit runs smoothly and quietly at all normal speeds. A large silencer is provided and the exhaust is carried well to -the rear of the vehicle. This feature, combined with water cooling and rubber mounting of the engine, contributes largely to the unobtrusive running of the engine.
Good equipment is provided and includes a four-lamp lighting set with a dipping headlamp, electric windscreen wiper, bulb horn, .and side curtains which clip an to the inside of the body when not required. The
spare wheel is accommodated at the rear under the body. The petrol tank is mounted beneath the body on the off side, and a fgallon reserve is provided, this being brought. into use by a neat two-way tap. Fuel is fed to the engine by means of an S.U.
electric pump.
An inspection of the machine showed that it is strongly constructed and well finished, and we formed the opinion that, at £106 10s., with either a van body or as an open truck, the machine re
presents excellent value. That our opinion is shared by many operators is borne out by the fact that the Reliant concern is working to capacity, and the output has already been greatly increased to meet the demand
for this model,