OPINIONS FROM OTHERS.
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The Editor invites eorrespondowe on all subjects connected with the use of commercial motors. Letters should be on one side of the paper only and typewritten by preference. The right of abbreviation, is reserved,' and no responsibility for Mews expressed is accepted.
Experience with Solex Carburetters Wanted.
The Editor, THE COMMERCIAL, MOTOR.
[1547] am operating a small fleet of com mercial vehicles practically all fitted with Solex earburetters, and would be very interested to hear other engineers' experiences of the upkeep required on these. Personally, I find in almost every case after about two years or, say, 20,000 to 25,000 miles, the throttle is worn so much as entirely to upset the mixture and slow running. Owing to the form of throttle used on these carburetters, it is a very awkward job to reface. I may add that for running on mixtures of petrol and paraffin I have found this carburetter to eve excellent results. Will other operators give their experiences in this respect1—Yours H. Nawaaarn. Bournemouth.
Operating a Lorry for. a Group of Farmers.
The Editor, THE COMMERCIAL MOTOR.
[1548] Sir,—Your staff dealing with "Answers to Queries" is usually so up-to-date that we are surprised to read reply No. 4360 (Salop) under the above heading in your issue for the 25th ult. We are surprised at the remark that "only a petrol vehicle would do the work in the time," since it is now generally known that a modern rubber-tyred steam wagon is quite as speedy and handy as a petrol wagon and remarkably more economical for all loads of three tons and over. Such steam wagons are successfully running to-day between Manchester and London, Rochdale and London, Birmingham and London and other long distances.
If you will publish this note you will be adding to the services rendered to your inquirer, and we think you will -wish to do so in the interests of justice to the steam-propelled vehicle.—Yours faithfully,
ALLEY AND MACLELLAN, LTD.
W. H. WIGLEY, Sales Manager.
Mr. Barrett's Lecture on Gas Fuel.
The Editor, THE COMMERCIAL MOTOR.
[1549] have read with much interest your re port of Mr. W. M. Barrett's lecture on gas fuel for motors, which he gave at Manchester on the 12th of October. Mr. Barrett concludes with the remark, however, that at present there is "no automatic apparatus on the market which will reduce the gas pressure from 500 lb. to 1 in. water column in one step." . I am pleased to be able to state that Messrs. Flugel . and Co., Ltd., are the makers of an absolutely automatic reducing valve, which not only will fulfil Mr. Barrett's desires, but which will automatically regulate and reduce a gas pressure of 2000 lb., if necessary, to atmospheric pressure. This reducing valve will greatly facilitate the use of compressed gas for motor traffic.
• My firm has for some years been making high-pressure reducing valves for other compressed gases connected with the manufacture of soda-water machines, and are now booking orders for prompt delivery of the Flugel reducing valve and suction chamber complete for fitting to the dash of any motorcar. They have a car running on coal-gas with the automatic reducing apparatus on view at their works at 33a, Green Lanes, London, N. 16, and are now supplyir. eg them to many of the largest users of commercial motors.
I am pleased to see that in the Manchester district there are already half-a-dozen stations where coal-gas can be highly compressed, and am sure that what Messrs. Flugel and Co. are making is just what is required to simplify the_ adoption of highly-compressed coal-gas to all types of machines. They aye fortunately also in possession of several hundred steel cylinders tested to 250 atmospheres, and are in the position to give fairly prompt delivery of the complete installation for any car. The only obstacle to the immediate universal adoption of this high-praueme system is the scarcity of cylinders and of high-pressure compressors. So long as the use of coal-gas is not abused by private individuals for joy rides, there is no reason to suppose th.at the Ministry of Munitions will do anything to restrict the use of this. fuel for motor transport. On the contrary, as soon as the Ministry have satisfied themselves how effectively this can be done, they will assuredly do everything to assist in the conversion from petrol to gas. More and more petrol will very shortly be required for the Air Service and for the agricultural tractors. The simplest way for the authorities to secure this petrol for their enormously increasing requirements is for them to assist promptly in the conversion of all road vehicles at present consuming petrol to gas.—Yours faithfully,
B. FLUGEL.
An Opportunity for the Modern Garage Owner.
The Editor, THE COMMERCIAL MOTOR.
[1550] Sir,—We think it is generally agreed that the future has very great possibilities for motor transport, particularly when the day of peace dawns. We ourselves have large premises in Wallasey and Liverpool, and we are endeavouring to use this present war period with the idea of equipping each with the very latest plant, so that the public can be properly served.
We have recently -installed machinery for motorbody building, and now have 12 people at work-in this one section.
We have also just completed oxy-acetylene welding plant, and do work of this description. We have a well-fitted workshop for effecting speedy and economical repair to every type of steam and petrol machine, and for many months we have been working at the rate of 90 to 100 hours per week with a staff of 65. We are fitting the Bowser system of petrol storage, and are also trying to get the local authorities to fit us out with coal-gas charging facilities at the roadside and the penny-in-the-slot system. The more we do, however, the more we consider that the whole subject will have to have wide treatment, at least in peace time ; we think there is room for the motor trade itself or for a syndicate to be forraed that will run this commercial haulage arid public garage feature on up-to-date lines. Every large town between Liverpool and London, Liverpool and Leeds, etc., should be equipped with a modern garage fitted up in the latest style with modern mechanical appliances of service to the user.
It is no longer possible for individual men to go to this extent. There is room for a syndicate on the lines of the Maypole Dairy Co., Lipton's, Lyons and similar organizations, who have stores and accommodation in all large towns in the provinces, and are well equipped in the Metropolis. We should like to take part in some such scheme, and we think the mat: ter could well be discussed bythe Motor Traders' Association as a preliminary matter. , We must take away from thel motor trade the old idea that any blacksmith could become a Motor engineer or any old stables be converted into a modern garage.
There is room for a great deal of help from the investing public that would give abnormal returns, and I shall be interested to hear the opinions of your readers on this subject.—Yours faithfully,
THE QUALITY MOTOR SERVICE CO., C. F. RYMER, Managing Director. Liscard, Liverpool.
Tractor Demonstration at Edinburgh.
The Editor, THE COMMERCIAL MOTOR.
[1551] Sir,—The " personal par." by your representative in your issue of 25th ultimo concerning the quality of petrol served out to competitors is somewhat ambiguous, if not actually misleading. It seems to convey the impression that the only fuel used by the tractors at the tests was petrol, and that this petrol was so bad as to be universally condemned. The fact is, most of the tractors used paraffin. A
i little petrol s usually required for "starting up," and this may have misled your representative.
We know nothing about the supplier or the origin of any petrol used by the conipetitors, but the paraffin supplied through the Board of Agriculture was Pumpherston Scotch power oil, a home product, derived from shale. It is quite possible that beds of shale may have been under th'e actual fields being ploughed, as these were in the shale country. The various Press accounts of the trials, including the " C.M.' report, the best we have read, make it quite plain that there was na fuel trouble. Your own report testifies that not one machine failed to negotiate the most difficult uphill work met with, and the only causes of stoppage were encounters with large stones and adjustments to ploughs. The subsequent trials at Glasgow, and Perth, when the conditions were less fayourable, amply confirm the good results of the Edinburgh tests. Pumpherston Co. representatives were present at all three demonstrations, and no single complaint about the quality of the oil was received. The leaflet distributed at the trials was about Pumpherston Scotch power oil, and it is probably this leaflet that fell into the hands of your representative, but he does not appear to have taken the trouble to read it carefully. Perhaps a little confusion of inind on his part should be excused, "considering the locality."
We feel sure it must be as gratifying to you as it is to us that a fuel for paraffin engines is now being produced in this country, 'which was able to give such highly satisfactory results insall the various makes of engine taking part in the Scottish demonstration.— Yours faithfully, For THE P UlIFHERSTON OIL Co.,. LTD.,
P. W. MUNRO.