The Renard-Latil Front Drivers.
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These Interesting Models are now to be Strongly Introduced into this Country.
Not every new model which it falls to our lot to describe in this journal has so much that is unique about it as have the two new types of Renard-Latil front-driven chassis, which are being introduced into this country by the Renard Commercial Motor Co., Ltd., of 82, Victoria Street, Westminster, S.W. In the French Army.
This class of machine has been achieving a very considerable measure of success in France and elsewhere on the Continent. We have ourselves particularly noted their performances during recent Army tests of vehicles in France. So well did they behave in the trials last July, that it was obvious more would be heard of them. in the near future.
It is of interest, therefore, briefly to consider the special structural characteristics of these types, and this we may do with but little additional textual reference to the explanations provided in the special illustrations that we have had prepared, and which arc included herewith.
Two Types and Five Models.
There are two types of RenardLatil chassis. The smaller, which includes the one, two and threeton models, have their cylinders cast monobloc, and the engine placed fore and aft of the chassis. The gearbox and clutch are included in the main casting, which also houses the engine, and the drive is taken, on the de Dion principle, by a short cardan shaft from each side of the gearbox to an external spur-gear final drive mounted on each front wheel. The casing for this last drive acts as a radius rod for the gears, resisting any tendency on the part of the pinion to run round the spur wheel, as it is built into the structure of the stub axle pivot.
Engines of Latest Design.
The engine is of the most modern type, with high-tension magneto and a chain-driven camshaft, all the valves' being on one side. A Solex carburetter is employed. The whole of the engine and gearbox unit on the smaller models is slung from three spherical projections to the main frame. The power from the engine is transmitted by a large leather cone clutch to a ball-bearing gearbox. The change speed is effected through sliding gears and a snail cam, the differential being in the top of the box, thus accommodating the inner ends of the short cardan shafts in a very accessible position. The outer ends of these shafts are fitted with special spherical universal joints, through which the drive is transmitted, the shaft itself being supported in an outer spherical housing., which locates the position endwise. The inner end of each shaft is provided ' with a spring-supported plunger to prevent "slogger." " Beefy " Front Axles.
Our readers will notice, in our illustrations, the exceptionallysubstantial nature of the front-axle design. This is necessitated by the larger proportion of weight which the Reria.rd-Latil scheme throws on the front of the chassis. Four-wheel braking is secured on these models, the front brakes acting through the differential.
The 4-ton and S-ton Design.
Each of the larger types of machine, which are designed fpr loads of four and five tons respectively, has the engine in a transverse position, whilst the gearbox is built compactly behind it, the drive being through the cross-shaft mounted on the front axle in such a way that at its ends final spurpinion drives are accommodated as in the smaller model. This method, of course, avoids the use of bevelgear reduction.
Adaptability of the Framework to all Kinds of Bodies.
We may briefly record some of the many advantages which are claimed for this unique form of chassis by its makers and those who are responsible for its ex
ploitation in this country. Primarily, it is obvious that there is more latitude for the designer in regard to the part of the frame which is behind the driver's seat. It can be arranged to accommodate awkward loads' such as pianos and afe8, whilst for the transport of theatrical equipment and horses it. possesses remarkable advantages in respect of freedom to vary the coachwork accommodation without interfering with the mechanism, With regard to the springing, the Renard-Latil people are agreeable to guarantee the machines with steel-tired hind wheels. We are informed that, as to sideslip, the front drive of these types shows less skidding tendency in this respect than do the majority of the rear-driven models. If there be an occasional lapse under exceptional circumstances, it is very quickly corrected owing to the sensitiveness of the driven steering wheels, 86 we are informed.
Accessibility a Clear Claim.
To our mind, one of the prin(iipal claims which will appeal to users is the undoubted accessibility Of the mechanism. We shall look forward to an opportunity in the near future of putting one or more of these through their paces on the roads and under load, and We shall then be enabled to record our own impression of their behaviour. In the meantime,.readers will do well to make themselves familiar with the broad principles of the design of these machines, which are now for the first time being adequately exploited in this country.