FEATURES TO L( FOR AT OLYMPIA.
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The Show in " Tabloid." Develop Not ad Departures. Things that Should sed.
TUBULAR framework once again—but this time the basis of the Morgan motor coach body, which, complete with hood and screen, weighs less than. 50 lb. per passenger, or 12cwt. for a 25seater.
There is some really fine bodywork in the Show. In fact, there as a remarkable absence of shoddy work.
A "three-man sleeping van" sounds mysterious. But it will be found on Stand 24.
The generator on the Panhard-Levassor is placed in a very accessible position—not out of sight or out of mind.
For the best tips on tipping one has only to examine some of the municipal trucks.
The Hanford side chain drive is magnificently protected.
A remarkably fine tipping refuse cart is the Thornycroft built for the Eastbourne Corporation.
Good headroom and top ventilation are provided in the clerestory roof of Thornycroft's enclosed saloon bus.
The finish of the Grimmer Car mail van is amongst the best in the Show. A credit to the Royal Arms.
Many of the heaviest vehicles were mounted on Goodyear Giant pneumatic tyres. They give the appearance of enormous strength and. solidity. But they are far from being solids!
4. very fine piece of work is the worm drive of the Federal truck chassis shown ny Whitings, Ltd. It runs on rollers.
The Samson tractor looks ,a strong piece of work. Plenty of instruction to the operator is indicated in bold letters all over the machine itself—all to the good. Agriculturists are not always engineers. The Hawkeye rear axle, with independent differential shaft and internal-toothed gears to the road wheel drams, is finely designed—a big truck job.
The most overhung char-h-hancs in the Show was mounted on an extended Ford ehassis—the Baico.
• See the banjo pressed-steel back axle, with independent differential housing and shafts, on the Vinot.
The Oldsmobile delivery chassis should be carefully examined. It is not a. Conversion. set.
The ample double internal-expanding brakes on the Straker-Squire, the underslung springs, and the fine worm drive should be studied by engineers.
A newcomer is the Wallace. The 25 h.p. Continental engine from Detroit will pull 2 tons at 15 miles per gallon.
The Motor prison van was conspicuous by its absence, but a fine motor horse van was shown by Vincent and Co., of Reading.
In addition to the equine accommodation, there was room for jockey and attendant and driver. Supplies of water and fodder, and access to the animals from the front en route are all arranged for.
One of the few examples of mono bloc construction and one unit design is the Hawkeye. Winders en bloc; engine, gear, and clutch one unit.
Very fine top ventilation and headroom are afforded in the saloon body of the Tilling-Stevens bus for the MaiLlstone District Motor Service. It wilt be at home!
The exhibits would indicate that The Day of the big pneumatic is dawning—if it has not already dawned. Many say that the Saurer chassis is the best finished in the Show.
The three-way hydraulic tipping gear on the Saurer is joints. Another well designed ; the body fulcrums on ball Another three-way tipping gear is to be found on the Fiat stand, but, in. this ease, the gear is handoperated.
On the Halley the tyre pump is positioned under the bonnet and driven direct from the engine through a double leather universal joint.
The self-centring cardan joints and the foot brake on an extension of the worm shaft relieve the leather couplings on the Halley of much work.
A laminated spring is employed at the front end of the TJnic torque member.
The front spring of the Ransomee steam wagon is particularly good, the spring reaching as far as the wheels at each side.
On the Vulcan tipper is a particularly neat double ram hydraulic tipping gear.
On the a.M.C. a jack is carried in. a. bracket bolted to the near-side frame member close to the driver's ' seat.
The internal cooling fans for the dynamo and motor on the Tilling-Stevens P.E. chassis make the commutator covers more accessible, The Vinot has .a double axle with a pressed channel steel load-carrying member.
That greater area for the grate is possible with greater steering clearance is proved in the Robey. The Daimler show. engine, With various portions cut away to show the internal mechanism, is a fine piece of work. It is driven by an electric motor.
To thos-, interested in electrics, the new Newton, with its separate motor drive to each rear wheel aid auxiliary motor for tipping, is proving a great attraction. The method of springing the motors is puzzling some of the visitors.
In spite of rumours to the contrary, the Bristol show axle is a standard one polished for the occasion.
Positioning the brake in front of the rear axle of the Burford relieves the universal joints of much work.
The arches over the stands proved too low for some of the exhibits.
The only steam wagon with a front spring compensator is the Yorkshire.
It is quite difficult to find the wheels when 10 in pneumatics are fitted, as on the Halley.
The Commercial Motor Stand is Nor. 104; it is a lot bigger inside than it looks outside.
One of our contemporaries is not hiding its lights under a bushel.
The two motors of the Newton electric are pivoted on the rear axle and are supported by balanced springs attached to the frame.
Their movement is in an arc, the radius of which is the same as the distance between the centres of the internal gear and the driving pinion.
The new McCurd is creating considerable interest with its many good features, which include a torque member fastened to the top of the worm casing at one end and by a ball joint to the rear cross member at the ether, massive fork-and-pin universal joints totally enclosed, and a reliable wheel-retaining nut locking device.