The Paris Show: First Report,
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Machine-Tools Tend to Predominate in the Commercial Vehicle Annexe.
The tenth Salon de L'Automobile, which opened on Tuesday last, is far ahead of any previous show held in the Grand Pala's, at any rate so far as decorative effect is concerned, but, from the commercial motorist's point of view, it leaves much to be desired. The exhibits of business vehicles are neither numerous nor, with very few exceptions, in any way novel. The .annexe, situated on the south side of the Seine, directly opposite the Pont Alexandra HI, is more than half occupied by the machinery section, which, by the way, is an exceptionally fine one and includes many examples of wellknown, English manufactures, A considerable portion of the space in the building is taken up by the retrospective section which is always a feature of the Paris show. The remaining space is devoted, jointly, to the motor boat and heavy-vehicle sections. The flimsiness of some of the stands on which the vehicles are staged, led to many amusing incidents.as the vehicles were being put into their correct positions. Many of the stages literally crumbled away under the weights imposed. Three-quarter, or seven-eighths-inch floor boards, resting on joists about 26 to 30 inches apart, are hardly strong enough to support a 5-ton wagon.
De Dietrich.
There are, in the Annexe, several of the vehicles which took part in the recent French manceuvres, last September. Amongst these is a Lorraine-Dietrich, six-wheeled wagon, hoist by the Societe Lorraine des Anciens Etablissements De Dietrich et Cie, de Luneville. This vehicle is interesting for two reasons : its spring-suspension system ; and Mc steering arrangements. The springing of the vehicle on its three pairs of wheels is shown in diagrammatic form on page 253, and this is practically self-explanatory. The steering gear is arranged in such a manner that the turning of the steering wheel causes a longitudinal shaft to turn slowly in either direction. At the two ends of this shaft, hanging levers are fixed and, from the ball-ends of these levers, a couple of connecting-rods transmit the desired motion to the pivoted arms Of the leading and trailing axles. Both these axles are of similar design and are of pressed steel of I section. The central axle is a fixed one and the wheels mounted thereon are driven from the differential countershaft by Renolds, *inch, roller chains. This particular vehicle is fitted with a 4oh.p. engine. Another machine by the same maker, on which a similar system of spring-suspension is employed, is a smart-looking, 12 or 14-seated bus, the wheels of which are shod with Michelin pneumatic tires, the size of the drivers being 935 by x35mm., whilst that of both leaders and trailers is 9oo by 12omm. The employment of a sixwheeled chassis. for bus work certainly brings down the axle loads considerably, and thus renders pneumatic tires a possible realisation of the ideally-silent bus, but it is probable that, beyond that advantage, nothing further is gained by the extra couple of wheels, with the additional complication which they involve. A smart, 8-seated, station bus, and a 20 to 3oewt., delivery van of this company's standard patterns complete the I.orraine-Dikrich exhibits.
The Arbenz Motor Works, of Albisrieden-Ziirich, has five machines on view : two of these are designed for a load of 1,200 kilos.; two are for loads up to 2,500 kilos. ; and the other is designed for 5,000 kilos. The last is fitted with a 4oh.p. engine, and all the machines present features which are closely akin to many on the Saucer chassis. The balanced, cone clutch, and the selector-rod locking-gear, are, perhaps, the most interesting and novel details on the Arbenz machines. The selector-rods are notched at their forward ends, and into the notches, hardened steel rollers are depressed by laminated, plate springs as may be seen in our illustration on page 252. D.W.F. ball-bearings are employed throughout the entire chassis, including the crank...haft and camshafts. On page 252 will also be found a reproduction of a photograph of the finished vehicle.
Fiat,
The Fiat Company has three examples of its standard vehicles on show : one of these is a single-decked bus for 12 or L4 nassiarigers; one is a standard, 3-ton lorry with open rail sides, and the other is a similar chassis, on which is mounted a good example of the " composite," bus body. This is divided into two compartments; the forward part will accommodate luxuriously four first-class passengers, and the after part will seat about ten second-class passengers. The upholstery of both compartments is quite smart, as also is the general appearance of the whole. Entrance to both compartments may be effected through doors at either side of the vehicle. De Dion-Bouton.
De Dion-Bouton et Cie has a representative show which comprises : one of its latest 3oh.p. bus chassis ; a "Vanguard " bus which is intended for that company's" No. ii" service, from near Barnes Common to Shoreditch; a toseated station bus; a ish.p. lorry, and a smaller, rzh.p., open-sided lorry.
The three Salamachines which are exhibited are manufactured under license from Saurer, of Arbon. It will be remembered that this maker was one of the gold medallists in the recent German trials.
Saurer.
Adolph Saurer, of Arbon, Switzerland, is showing three of his standard bus or lorry chassis. One of these has had the gearbox removed, and an electro-motor has been substituted for the purpose of driving the engine and demonstrating the properties of the patent air-brake. This make of chassis is the parent of that made by J. and E. Hall, Ltd., of Dartford, Kent, and known in this country as the "Hallford." A full description of the English model, which won one of the gold medals in the recent R.A.C. trials, appeared in our last issue. Saurer is also showing a larger model which is intended to deal with a 5-ton load; it is built on the same lines as the 3 to 4-ton models; but has a larger gearbox, coarser gears, and steel-shod wheels. All the Saurer vehicles are fitted with Renold's roller chains.
A Belt Drive.
In these days, one does not expect to meet with a 3-ton, belt-driven wagon, but such a vehicle was examined by our representative on Saturday last as it was being taken into the market. One of this make of machine did very good service during the French manteuvres. It has a horizontal, or, rather, diagonal engine, of 12-15h.p. ; with two cylinders 5 inches in diameter and with a piston stroke oi
6 inches. The carburetter is adjusted so that the engine runs well on heavy oil. A crossed belt, 3 inches wide, transmits the power to a transverse gear-box which provides for four speeds forward and one reverse. The final drive is by means of roller chains to the rear wheels. Instead of a clutch, a belt-shifting arrangement is fitted, and there is a fast and a loose pulley. Although many are inclined to scoff at the idea of a belt-drive for a heavy motor wagon, it must be admitted that there is something in the idea. Belt driving is one of the greatest safeguards of machine tools, on account of the slipping which takes place between the belt and the pulley when sudden loads are applied. The trouble is to prevent that slip from being too excessive. The fact that the Pantz wagon covered the exacting route of the manceuvres, a distance exceeding 1,200 kilometres, in less than 15 days, and that, during that time, no adjustments or repairs were necessary, would seem to give support to the builder's contention that a welt drive can he made to operate in a satisfactory manner, if properly designed and constructed.
(To be contionief.)