Opinions from Others.
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The Editor invites correspondence on all subjects connected with the use of commercial motors. Letters should be on
-fse side of the paper only, and tyfie-written by preference. The right of abbreviation is reserved, and no responsibility for the views expressed is accepted.
Steam-wagon Costs.
The Editor,THE COMMERCIAL MOTOR."
[917] Sir ;—You are correct that our wagon is used with a trailer : the average load in one direction is seven tons, and on the return journey three tons.—
Yours truly, "SIX-TON WAGON." Belfast.
(This accounts largely, as we pointed out last week, for the cost of Is. 40. per mile, which have no application to loads of "from three to five Ions.' The consumption of Kilb. coke per mile (average) is none the less excessive. Either the roads are very soft, or the engine wants overhauling, and the boiler scaling.—ED.1 Priction-driven Light Vans. The Editor," THE COMMERCIAL MOTOR."
[918] Sir i—Reading through Mr. Sturmey's notes recently about "Friction Drive," he says : "We have seen several
attempts . . to introduce cars with frictional transmission, but one and all have vanished into obscurity, and it may be argued from that that the idea is not practical."
As we have been running a frictiondriven light van since last July, I should like to point out at least one successful car with that kind of transmission. I am so pleased with it that I have had a block made for billheads, memos., etc., so am sending it on to you, as you may care to reproduce it.
I might add that we start away from the shop with our biggest load, consisting of about 160 Db. loaves, 24 lb. fancy bread, 30 lb. flour, and cakes and sundries about another 10 lb., with two up. I have not had it long enough yet to be able to compare actual cost (all items) with horse, but I find I can run it for about 6s. per week of about 120 miles, viz., six gallons of petrol (5s4, and charging of accumulators, axle grease, engine oil and differential oil, another Is. per week. I have bought a spare tire, and also had one re-treaded. Another interesting feature is the carburetter. It is sot cry simple and easily get-at-able. Just a turn of a screw lever, and the valve ad jet drop out, and when once adjusted it is no further bother. The body is my own design, which 1 like better than the one the firm was making, but it cost a trifle more, viz., .£150 in all.
I might remind you that you described the system in, art article in " THE COMMERCIAL MOTOR" of the 21st May, 1908 —a motor hansom by the same firm which made our van. As a user, I am quite satisfied with the re-suits so far, and if there is any point anybody would like to know, I shall be pleased -to answer.—Yours faithfully,
3. WICKHAM. Reigate.
Commercial Vehicle Design. The Editor," TED,: COMMERCIAL MOTOR."
[919] Sir :—Although I daresay Sturm* Motors, Ltd., would like a lengthy reply from me to the letter in your issue of the 25th ult. on this matter, I do not quite see that a useful purpose would be served by dealing with the subject further at length. I would like to point out, however, that it is a poor argument in favour of the happily-declining practice of putting the engine under the driver's seat or the footboards, to quote the three firms mentioned, as (1) the Austin Co. now turn out its cab with the engine under a bonnet ; (2) the Wolseley Co. has ceased to turn out commercial chassis with the exception of the cab ; and (3) the old Argyll Co. did actually commit " commercial suicide."
Sturmey Motors, ltd., should note that I carefully avoided mentioning its excellent chassis, as I concluded that the use of a rather curious type of engine entitled that company to place it in a curious position, where it seems to be doing very well.
With reference to epicyclic gears, I may say that I consider that to dwell on their unsuitability for loads above 25cw-t. would be a foolish waste of time —as well as of space in your journal. When we consider the fact that all manufacturers of heavy vehicles have avoided this type of gear, one readily sees that they do not require advice from anyone on the subject, or the retailing of experiences.
The letter of " A.W.O.C." bears out my contentiou that, as the American maker progresses, he will evolve a water-cooled, bonneted vehicle, and will most likely abandon the two-speed gear for loads above 25cwt. In answer to this correspondent's last query, I would say that I do not consider that the purchase price of New York's Darracq cabs was a low one. I have been told that, in such cases, where import duty is very high, and the manufacturer abroad is
turning out the chassis in thousaads, a specially-low quotation is made, and en order thus secured.—Yours faithfully,
6, Trewince Road, Wimbledon, London, S.W.
March 26th, 1909.
The War Department Trials,
The Editor," TIIE COMMERCIAL MOTOR."
[920] Sir :—Will you allow us to make out one or two remarks upon the letter of Mr. Pullen (in your issue of the 25th March) comparing the consumption of fuel and water by our one-cylinder tractor and the four-cylinder tractor.
As regards fuel, the economy of the one-cylinder was 15 per cent, better than that of the four-cylinder, in spite of the facts that : (1) the oil booked to it included that used in a two hours' fullload brake test, and for 10 laps on the sand track ; (2) in spite of the exceptionally-soft roads, obliging us to race our engine on the bottom speed, where ordinarily the second speed would be used, the draw-bar pull being quite 50 per cent. higher than CM ordinary roads in fair condition ; and (3) the trailer did not track with the road wheels of our tractor, and, consequently, four tracks were rolled instead of two.
We consider that the behaviour of our tractor quite justified the use of a singlecylinder engine. In a four-cylinder engine, the cooling surface surrounding the burning gases is more than half as much again as that in one cylinder of equal volume, and this constitutes an intrinsic and permanent gain, independently of any adjustments or skill.
Our system of water injection, whilst only using a pint per gallon of fuel, modifies the explosion, raises the mean pressure, lessens leakage, and diminishes wear.
As regards water consumption, most of the water in these trials was lost by a leakage at the radiator, caused by its not being quite emptied before a frost.— Yours faithfully, For _BROOM arid WADE, Ltd., H. S. Bizarre.
High Wycombe,
The Control of Motorbus and Motorcab Speeds in London.
The Editor," THE COMMERCIAL MOTOR."
[921] Sir consequence of the
frequency of reports to the Commissioner of the excessive speeds of motor omnibuses and motorcabs and consequent danger to the public and damage to property, he has decided that means must be adopted which will make it impossible to drive these vehicles at such speeds without detection.
The Commissioner has reason to believe that it is possible to give audible warning of excess of speed, to the police and others, and to the driver himself, by means of an automatic device. The Commissioner, therefore, wishes it to be understood that he will require, at an early date, all public carriages propelled by mechanical means to be fitted with such a device, so made and attached that it cart be sealed and cannot be tampered with. The audible warning must be loud and continuous, so long as the statutory speed is being exceeded.— 348811.—I am, sir, Your obedient servant, A. C. BRUCE, Assistant Commissioner. New Scotland Yard, S.W.
The attention of readers is particularly directed to our leading article.—En.]