Opinions from Others.
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A New Zealand Correspondent is Prompted to Instance Cases of Unusual Tire Wear, Following Our Article on the Subject which Appeared in a September Issue.
Unusual Tire Wear.
The Editor, THE COMMERCIAL MOTOR.
[1597] Sir,—In perusing your issue of 16th September, 1915; I was very interested to read your explanation of an instance of remarkable tire wear.
It struck me that you might like to see, by means of photographs which. I enclose [and which we reproduce below.—En.], tires which behaved somewhat similarly out here in New Zealand.
Amongst my present duties' 1 have to inspect licensed motor vehicles in this district, on behalf of the Timaru Borough Council. We also run a small fleet of buses, including three double-deck 13 types so well-known to you, and a single-deck Argyll. The front wheel, of which I send you a, photograph, is from the Argyll. I first noticed the flats, on this before they were so pronounced, and at that time they were almost equal and equidistant, hut they have since worn, as shown in the photograph, unequally. The cause in this ease, I ascertained, was that the spokes were loose in the felloes, and this allowed a slight eccentric motion of the whole wheel.
The other photographs are rather interesting. They are of. wheels on one of our B-type buses. We got the same results on another bus, but. in that case it was the opposite wheel which gave the trouble. The
'tires were all put on at the same time, and the abnormal wear on one side of theinner tire was rather a mystery for some tithe, as it was taking place on the opposite-side wheels on the two buses. Now these two ran a round trip in opposite. directions ; the curve on the road would account, for.it on one bus, but why the opposite wheel on the other bus was beyond me, until I discovered eventually that it was owing -to both machines always turning the corners in the same direction ; in one case this was to the right, and in the other case to the left. It was tije outside wheel which • gave the trouble in each case and which showed most wear. I now change their direction each week. with improved results. The differentials in each case are working freely, and in the wheels shown in the illustration there is a difference of I in. in the thickness of the rubber as between the two tires.—Yours
T. EMERSON.
A Simple Differential.
The Editor, THE COMMERCIAL MOTOR,
[1598] Sir,—I enclose, for your inspection, a drawing of what I think is a useful form of rear-axle drive. I feel sure.that this will be of interest to your readers, especially in respect of its possible embodiment on light-van and other similar constructions.. The drawing shows the differential arrangement, which I suggest consists of two spur wheels only, in place of the collection of small bevels or spurs which it is customary to employ in devices of this kind. The differential shafts themselves, so far as their inner ends are concerned, are splined in order to allow of longitudinal movement or adjustment. Each of the outer ends carries on it a universal joint, which I suggest might be constructed something on the lines of a self-aligning bearing, but other patterns to suit the same purpose can, of course, be readily adopted. In my drawing I show a joint of the pin and renewable square-block class. Thig drive, I think you will agree, is of a remarkably simple nature. It is shortly to be placed on the market at a price which I heal will defy American competition for similar units. The system is, in my opinion, suitable for heavy-class vehicles owing to its strength and simplicity, and the ease Df renewal, should this become necessary, for any reason. Especially is this true when compared with the present expensive and complicated differential systems which render it almost impossible properly to equalize the load when wear takes place.
In my own gear, the load is bound to be equally proportioned as between the two long-tooth spur pinions, as there is nowhere else for it to go. The B47 gears themselves have bearings on both sides of them, and their size and length should do much to ensure quietness of running. The axle is full-floating, the road wheels revolving on the axle casings, the differential shafts merely performing the duty of turning the wheels. The universal joint., of course, also still further ensures the absence of strain in that respect.
From the tests I have already carried out during my long attempts to improve and simplify the differential gear as it is generally adopted, I have no hesitation in saying that every form of rear-axle drive, especially those where loads are excessive, should have a -universal joint in the hub of the wheel, the wheel, of course, revolving on the axle easing.
This drive has been thoroughly tested, and I have every confidence that it will prove, its superiority for silence, strength. and wear over the present method. I have only to add that English and American patents have already been issued.—Yours faithfully.
E. P. Paotrn. Clock House, Victoria Road, Farnborough.
T.The idea is an interesting one and has doubtless been considered by many designers who have had in view the improvement and simplification of the present form of differential gear. If there is anything in it, it should prove a means of reducing the cost of production of light-car and the lighter forms of delivery-van chassis. It is obvious that at all 5me3 the differential shafts as a whole have a conical path, that is to say, the differential gears revolve round a circle, which ran be imagined as a base whose apex is the centre of the universal Joint in each case. As the differential gear comes into operation, this inner rev°. Mtion will become slower or faster according to which side of the drive is being considered. In any ease, the continuous wear of the universal joint would require very ample surfaces in that part of the device. It also has to be remembered that there is a considerable bending effeet on the shaft due to this whirling motion. We, however, reproduce the design, as it is likely to interest many of our readers, as an interesting proposal at any rate.—En.]
Should Women Drive Commercial Vehicles ?
The Editor, THE COMMERCIAL MOTOR.
[1590] Sir,—I was most interested to read one of your leading articles [p. 488, 17th ult..—En.] on the question of employing women for commercial-vehicle driving. As an owner of several industrial machines and an employer of this class of driver, I should very much like to further your argument and give expression to my own experience on this matter.
At the present time, I employ three vehicles, two four-tonners and one 30-cwt. machine. The former are subsidy vehicles, and it may surprise you to hear that. I employ women drivers for them. My drivers enlisted and, although I can frankly admit that I did not consider the suitability or advisability of employing women drivers for such heavy machines, as my business was exceptionally brisk at the time, I must say that I was somewhat in doubt as to the expediency of experimenting in this direction. However, they have driven the machines for four T. five months now, and my doubts have been dispelled, in fact, I am thoroughly satisfied with them.
The working hours are from 9 a.m. till 5.30 p.m. They are drivers only, and not., as the writer in the daily newspaper from which you quote, mechanics or qualified engineers.
We have a man who accompanies each woman, and his job is to crank the engine .and help unload. Of course, I do not consider that a woman is physically fit to remedy all kinds of mechanical defects, but I can see no reason why it is necessary to taboo her capabilities for driving commercial or other business vehicles. The writer in the "Daily Mail" does not differentiate between the term driver and mechanic. With the former, a knowledge of general engineering is not essential, it is simply a matter of steering, but the latter is a term usually applied to those in possession of certain mechanical ability. It is a loose term, I know, and allows for plenty of scope. To look at the question from a health point of view, I_seriously consider that it is far preferable to a sedentary occupation, which is certainly not conducive to consistent good health. On the vehicles which my B48 women drive, I have had suitable weather screens fitted, which, of course, protect them from varying atmospheric changes. To conclude, not only am I entirely satisfied with my women drivers, but they are apparently content with their lot—that of driving, which so far as I cart see is all that is necessary.
"A LONDON BREWER."
Wanted Full Constructional Particu. lars and Factory Ccists in January : Now "Initial Order as a Starter."
We publish the letter which follows, from the 0. M. Weber Co., Incptd., of North Wales, Pa., U.S.A., as a further instance of the somewhat unusual method of securing business which is disclosed on the part of this American body-building undertaking. In our issue of 3rd February, page 463, under the title " Opinions from Others,' we reproduced a circular letter from this same concern, which, characterized by assurance to say the least of it, asked us (and possibly others in this country) for " working details, drawings and specifications of the standard body construction of each prominent and large selling car on the market," also for "working details, specifications, etc., covering light delivery bodies . . also for heavy bodies required for heavy commercial trucks. Specifications should give general dimensions of ironwork, sizes of wood construction, sizes of reinforcements, general dimensions throughout, and similar details for metal bodies. Approximate factory costs of each respective body and the market price should be given, also approximate weight. One price should be for the body in white, another price with white lead coat, still another (pc) price varnished complete." The final paragraph asked for the name and address of any designing engineer who could furnish the aforesaid det%ils, drawings and specifications.
The letter 1441.ich follows will be read with interest bearing in mind the previous communication :— To the President, TEMPLE PRE,SS LTD., London, England.
[1600] Dear Sir,—We are, solicitous for contracts covering bodies for commercial delivery trucks or lorries. We have been getting out a large quantity of delivery bodies, same however have been knockdown, and business has been indirect. The concerns for whom we have been furnishing this material have been putting this material together, painting same, deliveries have been made to truck manufacturers and owners, bodies put on chassis by truck manufacturers and owners. This line of procedure has been more or less unsatisfactory to us for many reasons. We are solicitous for this business direct. Can you tell us where we can get an initial order as a starter ? We believe that you have full information as to what contracts are being placed at the present time, both foreign and domestic.
Kindly give us the names and addresses of concerns who are executing contracts for commercial cars and bodies.
We understand that most manufacturers of motorcar chassis do not make bodies, construction of bodies are generally made to meet the owners particular requirements. We have been considering the advisability of specialising on designing special bodies, getting out material, erecting same, painting same and shipping same complete ready to set on chassis. We are so located that we can solicit business in or near New York, Philadelphia, Baltimore, Washington, etc., also, located so we can make prompt deliveries.
Special note.—Also, kindly let us have drawing or sketch showing standard body construction upon which Sedan tops are fitted—pieasure cars. If you have a standard Sedan top, kindly let us have cut or print of the same, also working details. We would appreciate any consideration that you may give this matter.—Very truly yours,
0. M. WEBER CO., INC.