1908 Motor Show: A Review (3)
COMFORT AND LUXURY.
The comfort of the modern car was emphasised by the surrounding discomfort at Olympia the day before the Show opened. To get inside some luxurious limousine to survey and test its luxury, while all around one excited managers, electricians and bored-looking telephone men hurried to and fro was indeed to feel in a haven of rest.
The owner of the 45 h.p. Sheffield-Simplex with the Pullman limousine body will literally be able to take his ease, for the back of the seat next the driver revolves backwards, enabling a couch to be rolled out from the back seat along the full length of the carriage. The driver's seat is enclosed, and is as comfortably arranged as the other parts of the ear. The coachwork is of a bright primrose colour, lined with a peculiar shade of grey blue.
Another noticeable limousine, with the front seats enclosed and as comfortably arranged as the back ones, is the Rolls-Royce illustrated last week; it is one of the most beautiful specimens of the coach-builder's art to be found in the Show. It is capable of being used as a closed or almost completely open car at will. The side windows are all made to open, and the supporting pillars to turn upwards into the roof, thus leaving it practically a touring-body with a canopy. The upholstery is in fawn-coloured cloth, and every possible fitment that can be required is to be found, the "companion" being an especially well-fitted one in fawn leather to match the cloth; it has notebooks, scent bottles, a watch, also plenty of spaces for writing paper and envelopes. The coachwork is painted dark green, with black moulding.
A rival to this acme of comfort, in landaulet form, is the 35 h.p. Mercedes that the Milnes-Daimler firm is exhibiting in the Annexe; it is a perfect marvel of forethought in fitting. It is upholstered in the fashionable fawn cord cloth, and the ease of the seating accommodation is such that one feels content to sit in this car for hours together; it would make an ideal touring car, with plenty of Mercedes power behind it. The colouring of the bodywork is a rich medium shade of red, with black mouldings. The method of fitting the electric lights is specially to be noticed: when the car is closed there is one in each angle of the back of the landaulet, the light falling well over one's shoulder; when opened, instead of the lamps being buried in the folds of the hood portion of the body, they still remain in sight. The fittings are wonderfully complete; there is the usual fitted case for watch, notebooks, etc., but underneath there is the neatest of little polished wood cabinets to hold extra trifles; each side of this are rings for holding umbrellas, and papers can be tidily stowed away in the cord holders in the roof. Beside one of the seats is a small wood rest; unfold this and, behold! a writing shelf appears. In fact, every "long-felt want" seems to be supplied.
Another striking example, of comfort in all directions is the N.E.C. car, either in limousine or touring body form. The D-front limousine 40 h.p. is finished in green and black, with fawn cloth lining, the body of the touring model is lined in the same shade, but in leather, and the coachwork harmonises beautifully, being of a fine tint of brown. Every detail of these exhibits spells luxury, the special suspension being a strong "talking point," as it is as flexible as nearly any car built, yet the springs are so arranged that there is no tendency to roll on turning corners. The drivers ease is also well remembered. The new type of hand control is proving a great convenience, and consists of one lever under the steering wheel; another attraction on these models is the comfort of starting the engine from the dash, the handle bring within reach of the driver's seat.
There is also an intensely interesting example of unique engine design, with remarkable bodywork, on Stand 51. I refer to the 40-60 h.p. Gobron-Brillie. It is Parisian-looking, as it should be, being a French-built body. The limousine coachwork is natural polished wood, with a band of light basketwork to lighten the effect; the rounded front with bevel glass windows gives a good finish. Inside, the amount of room is extraordinary, and the leather upholstery the most uncommon in the Show. It is dark brown with a lighter-shaded pattern, giving a marbled appearance, and toning with the light brown wood.
On this stand are shown two F.N. chassis; for the price and power they are one of the neatest things at Olympia, and from the test of a ride in a trial car the comfort equals one's expectations that it look at the work shown on Stand 51 would lead one to have.
For pure elegance and originality the body on the 20 h.p. Ariel, at Mulliner's stand, is one of the finest examples to be found. It is a car that is most suited to a lady driver, as it has the appearance of a luxurious open touring car, combined with the usefulness and comfort of a closed vehicle, as the leather hood extends entirely over the driver's seat, and wooden panels can be unfolded to meet it, in the manner of the back portion of a landaulet; the colouring and finish of the coachwork is beautiful; it is a pale grey, with band of basketwork in the same shade as the upholstery, a reddish roan, which blends charmingly with the grey. It has, in common with other Ariels on Stand 36, a particularly low step and wide door, for easy entry and egress.
With the mention of this feature, the Napiers at once come to my mind, as they are especially comfortable in this respect. The 40 h.p. exhibit is of double landaulet form, but with the up-to-date idea of the extending folding cover over the driver's seat. The interior is fitted up in a most desirable way, and the driver is also a respected person, as the driving and general control of these six-cylinder cars is a pleasure. There also is the comfort of the doctor considered, for the two-cylindered landaulet is turned out in an ideal manner for him.
Another little landaulet suitable far a professional man is the 12-14 h.p. Fiat as from a look at the polished chassis and knowledge of this firm's reputation, I should say he could sit at ease on his wait to keep any appointment, knowing it will be no fault of his car if he arrives late.
There were several excellent little cars for medical men, but the above struck me as notably good. A1so the small Rovers and the Adams. Front the point of view of driving in comfort, the Adams car, which now have three speeds and reverse operating through epicyclic gear, being one of the simplest cars to drive on the market. An exceptionally pretty piece of carriage work is to be seen at this company's stand on an 18 h.p. chassis. In form it follows the lines of an old coach; the folding portion of landaulet body is of pale grey leather, matching the rest of the car, a colour which harmonises splendidly with the nickel fittings; a band of basketwork pattern in green follows the lines of the top of the seats and matches the green leather interior.
After the weary work of examining many cars, it was sheer delight to take a rest for a few minutes in the 30 h.p. six-cylinder Lancia landaulet; the back seats are specially comfortable and well padded; then, to add to this are two folding footrests, which can be adjusted to any required angle. The body is a neat-sized one, and not too bulky for working its way through thick traffic; the colour is uncommon, being of dark brown, with the small panels in it lighter shade, and black mouldings. For those with it sensitive car, the engine of this make should be a blessing, as its nickname of "Inaudible Lancia" is well deserved.
The car shown by the Electric Vehicle Company should be another of the silent kind. It is a most graceful and luxurious two-seater, with victoria-shaped body and small chauffeur's seat behind. It has the appearance of an ordinary petrol car, as the batteries are placed under a long bonnet. It is a smart turnout, as it is painted dark blue, with black-lined stripes and mouldings; this colour shows up well the nickel fittings. The driving is simplicity itself; two pedals operate brakes only, as the entire speed control is by the lever on the steering-wheel; moving it round to the right is the forward motion from one to 30 miles an Hour, and to the left the reverse. It appears to be perfect from every point of view for a town carriage and for journeys of considerable length into the country, as the chief thing about this year's type that the company is particularly proud of is the fact that they are able to travel from 80 to 100 miles on one charge.
The Lorraine-de Dietrich people have exceptionally comfortable bodies fitted to their chassis. On the English built stand they are showing a splendid "all-weather" type of Salmon's coachwork. It has the front seats enclosed, and the back is somewhat of limousine style, yet the sides and front can be opened and folded down when required, leaving it practically an open car.
On the French-built de Dietrich stand are two French examples of coach building by Kellner, the most novel and useful one being the landaulet with the folding-hood, which, when raised, extends over the driver's seat, yet if required it can be used as a completely open vehicle, as all wooden supports can be removed. The interior is very well arranged, as the two supplementary folding seats do not interfere at all with the comfort and leg room of the occupants of the principal seats.
The fitting taking the place of the leather cases in most of the English cars is a small, polished, wooden one, enclosed with a spring-opened lid. From the comfort of the occupants to the comfort of the mechanic is not a great digression in these days of owner-mechanics, so I must just mention, in conclusion, two of the average-powered cars that are very convenient for adjusting and keeping in order oneself. The Westinghouse and Maudslay: the latter is renowned for accessibility, the enormous inspection plates in the crank-case even making it possible to examine the big-ends and draw the pistons out without dismantling the engine. The camshaft being an overhead one, there is no trouble in tuning up this portion of its anatomy.
The Westinghouse has special facilities for doing many adjustments, without the spanner's assistance; the whole chassis is well designed, as any production with the name of Westinghouse would be.
The above is but a brief survey of a few of the many luxurious cars shown at Olympia, but of most of those that I have been able to describe I have been fortunate enough to have had some personal experience, and so am able to write with knowledge of the subject.
A Resume of Show Cars from a Comfort Point of View, and Specially Intended to Interest Lady Readers.
Although thinking chiefly of lady motorists when making notes for this article, I fancy that there are a good many of the opposite sex that like driving difficulties smoothed away. To such as these, the cars possessing epicyclic gearing appeal strongly. One of the simplest is undoubtedly the Adams-Hewitt; it is comprehensible and easily managed.
The tremendous improvement in the new models lies in the introduction of three speeds. The first is operated by depressing a pedal to its fullest extent, and when a slight "click" is heard, the foot is removed and the pedal remains locked in position. To change to second, the next pedal to the right is pressed forward in a similar winner, and, in doing so, it automatically releases the previous one used. The same action is repeated on the last pedal to the right for top gear. This release is not left solely to the tender mercies of springs which might, though very improbable, become fractious at a critical moment. Springs are provided, but the feature on which the Adams Co. pride themselves is the special interlocking mechanism, this being a positive method.
Each pedal, with the exception of the reverse, has a locking-link notched so that it falls into a catch on the frame when the pedal is pushed forward. On a separate shaft are the two levers which raise the locking links off their catches, by the action of rocking this shaft: this is done by depressing either of the unused pedals. This, of course, is one of the simplest ways of changing speed; anyone should be able to drive after half-an-hour's practice.
As so much depends on the quick and comfortable movement of the driver's feet, an extra amount of care should he taken in choosing a body that has the front seats fitted at the correct height and distance from the pedals for each individual driver's requirements. Some people have said that epicyclic gear is subject to undue wear. However, I feel sure when I have an opportunity of examining a well-used Adams "gearbox" I shall find the signs of wear practically nil, as I found when recently overhauling another well-known car, with similar gearing, which had been running four years.
The Lanchester has a special form of epicyclic gear. The speeds on their standard 20 and 28 h.p. car, are changed by a lever at the driver's left hand. Pushing this forward introduces the first speed, and pulling it backwards puts on the brake; this applies to each speed, but to change from first to second and again to top a sharp upward pull and twist of the handle of the lever is required, while to change down the opposite action is required, though care must be taken not to go from top to first.
Next to the above-mentioned types, the easiest gear I have come across, in a fairly varied experience, is the delightful method on the Delaunay-Belleville cars. One can slip from one speed to the next without any trouble whatever, and for ladies it is specially suitable, as absolutely no force is required; in fact the lever can be pushed into any speed with one finger. There is the usual side lever, but this works over an unnotched quadrant, consequently doing away with the necessity for the sometimes troublesome catch at the top of some handles. A gentle push or pull, and the speed seems to glide in and out; such was my experience when driving a Delaunay-Belleville.
The reason for this easy movement is that, instead of quite the usual arrangements of selecting rods, there is a shaft in which are small "cups" equivalent to the number of speeds; into these, as the lever is moved, a hardened steel ball is pressed, controlled by a spring over this shaft, thus the next speed is automatically slipped in and held in place until a further movement of the hand lever is made; this is as clear a description of the gear as I can give without an examination of a dismantled chassis.
The gearbox of the Ariel is one that should be considered by all who take an interest in this, at present, necessary part of a car's anatomy. On looking at a 1909 30 h.p. chassis, the feature that at once strikes one is the compact and strong-looking gearbox. The side lever works in the usual "gate" quadrant, but the difference to "common or garden" practice lies inside the gear case, where the driving and driven shafts are placed one above the other in the original Panhard manner. A direct drive is obtained on fourth speed, the secondary shaft then lying idle, a point making for quietness. Besides this advantage, there is an interesting method of locking the gears not in use, making it something of the "foolproof" type. Altogether, it is a car to be recommended to those to whom gear-changing will ever be an anxiety.
The Adler cars have an excellent arrangement of gears; the hand lever practically projects direct from the gearbox. As the locking parts are inside the gear case, it eliminates all outside rods, except the one between lever and transmission, a form which should make the "feeling" when changing speed particularly positive, and though I have not discussed it with other lady drivers, I expect they will agree with me when I say that there is a helpless feeling when changing speed on cars that have the hand lever long way from the gearbox, thus entailing considerable lengths of selection rods, etc., between your hand and the gearwheels. There does not seem to be the same sense of power and control, though we may be told not to give way to imagination!
In connection with the above sensation, the 1909 15-20 h.p. Mercedes should be a satisfactory type, as the gearbox is brought close up to the brake and clutch pedal and opposite to the gate quadrant; therefore, there is a very short and direct connection between the two.
In the 15 h.p. Napier, also, the motion is taken straight into the gearbox.
Coming to the smaller cars, the De Dion stands out among easy methods of changing speed. The 8 h.p. has always been most popular with beginners. In case this should "meet the eye" of someone about to join our ranks, I may say that the original De Dion gear is operated by a hand lever just below the steering wheel, thus not obliging nervous novices to take their right hand far from their apparently beloved wheel. The design of the gearbox mechanism was with expanding clutches for the various speeds, bringing the particular gearwheel couple required into action; as the wheels were always in mesh, it obliterated the usual terror of changing gear. The 1909 type is being fitted with sliding gears, though, doubtless, this older pattern will also be stocked.
The Sizaire et Naudin cars possess the peculiarity that, when the lever is in the notch on the quadrant nearest the driver, it is in top speed; this is a comfortable method, as with this extraordinarily flexible single-cylinder engine there is very seldom any need to use the first, and even the second is but occasionally required in traffic. Each gear is very nicely operated by a specially-shaped cam that slides a sleeve carrying three-speed pinions, enabling them to be brought into mesh with the crown wheel, the whole being enclosed in a casing which forms the rear axle.
BRAKES AND BRAKE IMPROVEMENTS AT OLYMPIA.
The great majority of manufacturers recognise that the means to be adopted for arresting the motion of a motorcar necessitate much care in design and construction. Even so, it is astonishing to me that some of the brake gears observable are capable of withstanding the strains to which they are subjected. Both weight and the increased speed of automobiles have been responsible, from season to season, for improvement in various ways, yet it seems a wonder that accidents are not far more frequent through cars getting beyond control. One of the principal lines of progress followed is that the dimensions of wearing surfaces have been laid down with a liberal margin.
This remark applies particularly to the pedal-worked transmission brake. The situation, as well as the number, of the brakes remains much as heretofore; that is to say, we find, commonly, a brake behind the gearbox and one to each rear road wheel. In the case of chain-driven machines, we see not a few having a pair of brakes upon the counter-shaft in addition to the couple of driving-wheel brakes - a good and sensible practice.
Notwithstanding the fact that expanding brakes are extremely fashionable, it is curious to note the tendency of constructors to retain the older sort of contracting shoe or ring brake for the transmission shaft.
In a measure, this favouritism appears not unlike a tacit confession that, save only for the exclusion of dirt - as is, or ought to be, achieved with the enclosed type - manufacturers would prefer to rely upon the use of the hand brake.
For myself, I hold that there is no brake, except an electric emergency or a locomotive brake, superior to the band pattern. Possibly I may be reckoned behind the times in this respect, yet, with the many improvements that have served to render the automobile so reliable, some among these inventions would appear to overstep the bounds of prudence. I am inclined to think that, here and there, makers have been misguided by the trite saying "Change for the sake of change." At the splendid exhibition now; in progress you may see cars upon every side with brakes operating on their transmission shafts. Such types are capable of conveying heavy stresses to joints, bearings and the fine-cut teeth of their gearwheels. I venture to think that the experienced engineer will regard this method of construction with considerable misgiving, and he may doubt whether it represents a practice really to be commended. One can well imagine a mechanic feelingly applying a brake with all the finesse and supple action of a first-rate musician at the piano; not so in the case of the average amateur, who may delight, for reasons known only to himself, to put on the brake violently at high speed without a thought of what happens to the mechanism in such circumstances.
Hence, I myself welcome any departure in this particular from prevailing- practice. For instance, in the Deasy car, as first produced, the brakes, numbering four, acting upon large drums on the back wheels. Was it merely because of a rather substantial appearance that this presumably excellent style of construction ceased to be employed?
Again, at last year's Olympia Show a newcomer — the Sheffield-Simplex - had a similar sort of brake apparatus, but the most captious critic could not complain that its appearance was incongruous. At any rate, Mr. Richardson maintains the style for 1909. I speak advisedly of external appearance, for I am well aware that, however practical such-and-such a piece may be for motorcar work, it is necessary to please the eye to attain to commercial success.
Of transmission brake systems, one in the first rank is to be found embodied in the Chenard-Walcker vehicles. Immediately behind the clutch is a female cone, the male portion of the clutch being formed with a second male cone at the rear. Upon clutch withdrawal its backward movement may be continued, thereby causing the second integral cone to engage with the first-mentioned female member on the gear shaft in front of the gearbox. An excellent system is this, if only for the reason that, when applied, the strains of braking are distributed through several pieces and on a wide surface, namely, the large rear "she" cone.
Some time ago it was generally thought that noise from brake gear in the "off" position could best be eliminated by the employment of cable connections; Nowadays, however, jointed rods are the rule, yet rattle is quite unusual. From a mechanical point of view, provided that the pull on stranded wire is in a straight line, without angles or bends, it is a strong and serviceable means of connection, otherwise its use is not to be recommended. Manufacturers have often complained to me of the alleged difficulty of joining the ends of the wire satisfactorily, but this is surely not insuperable.
It is noteworthy that several constructors favour the ratchet sprag, while it seems almost superfluous to add that the modern machine is invariably provided with double-acting brakes; that is to say, they are intended to stop the car in either direction. And, in order that their application may be equalised, various methods are in vogue. For instance, in the new 15 h.p. Rover machine the beam style of compensating pull-on is well carried out.
Another carefully devised system for this purpose is to be seen in the Belgian-made Metallurgique, which car possesses brake mechanism well worth studying by both amateur and professional motorists.
Mention of a point of some importance may not, perhaps, be inopportune here. Considerable misunderstanding appears to exist as to the term "locomotive brake." So far as regards motorcars, it is to be observed that such a designation is, strictly speaking, incorrect. Some motorcars are equipped with modified forms of the railway car brake. To render this explanation quite clear, I have prepared the accompanying outline drawings. Fig. 1 represents the shoe brake of a locomotive, and Fig. 2 shows the railway car pattern, both of which types act direct at the periphery of the wheels instead of upon drums, as in the motorcar.
Previous reference has been made in this article to the objection raised to large drums on the score of appearance. Accordingly, I throw out the suggestion that it would be quite possible to substitute a railway car brake of the type illustrated in Fig. 2, so arranged as to act upon a side extension or lip of the rim, somewhat after the style of the earlier Wolseley automobiles. The track would not be increased to any considerable extent, while the augmented power to stop the machine would afford a revelation to many a motorist.
With apologies to the expert, it should be added that the single-block loco brake depicted above (Fig. 1) would not be suitable, since the driving axle of the tourist's car does not ride in frame slots, technically known as " horn- plates." On the other hand, two or three commercial moor vehicles have this feature.
The front-wheel form of brake is not much in evidence at Olympia. In my opinion, no such extra mechanism is required, for the average manufacturer is quite able to construct brake, for the rear wheels — the driving wheels being, practically and theoretically, the correct points at which to stop a self-propelled vehicle — that will hold a car "anywhere," as the saying is.
Let us turn to the brief observation of a few peculiarities possessed by different machines. The driver of a Vauxhall applies the expanding brakes to the rear wheels by means of a pedal, but the contracting brake on the gearshift applied by a small hand lever on the change-speed gear quadrant.
The new 14 h.p. Siddeley car has its expansion driving-wheel brakes unenclosed — a departure possibly denoting the difficulty of making satisfactory adjustments to the enclosed type.
For the 1909 Rover of 15 h.p., the familiar engine air-compression brake is retained, a modified arrangement of this sort, due to the provision for the carburetter to aspire cold air alone being observable in the new 12-14 h.p. Argyll car, which latter is absent from the Show.
Two among several new models may be mentioned - the 7-h.p. Renault and the 12-14 h.p. German-made N. A. G. - in which the transmission brakes are of the expanding sort. A completely enclosed gear brake, which is thereby protected from dirt and dust, is a point about the 1909 light cars of the Napier Company. Moreover, the drum is secured by means of it castellated shaft end in a workmanlike manner.
Particularly easy of access are the little external turn-screws for adjusting the road-wheel brakes of the B.S.A. automobiles. As to another feature of these fine vehicles, one reminded of some of the Italian chassis, notably the 24 h.p. Rapid, inasmuch as the width of the drum behind the gearbox is pleasingly large.
The hand-lever band brake of the new Phoenix light car takes effect direct upon the driving axle, and is easily adjusted from outside, while the means for compensating the pull on the pair of foot-operated expanding- brakes on the wheels seems neat and serviceable.
Cam-expanded ring brakes find a place in the driving-wheel drains of the 12-16 h.p. Peugeot for 1909 (not, however, shown at Olympia), and, further, curious to relate, they are put on by a foot lever, the gear brake being applied by hand.
This re-introduction of a cam apparatus is also adopted in the new S.C.A.T. (Italian) cars, and is reminiscent of a similar device of earlier origin by the Pick Motor Car Company of Stamford, Lincs. The new Mercedes live-axle driven cars are noticeable in that cables are still employed for the rear (expansion) brake connections between the drums and the shifting rods. The forward carriers for the rear spring's are hollow, and the cables pass through these brackets.
A retention of the strap brake is seen on the rear wheels of the little Swift cars — one of the few models in which such a type is adhered to. In a goodly number of machines - as the light Mors car, for example — coincident with the putting, on of the rear brakes, the clutch is automatically disengaged, a method of operation upon which opinions are divided.
The employment of flat steel bands between bell cranks and drums on the Panhard-Levassor machines reminds one somewhat of the Metallurgique method already referred to. The brakes are inter-connected with the clutch mechanism in this celebrated French marque, and I would recommend the student to examine this interesting-style of brake gear.
The new S. K. Simplex car has four interchangeable expansion brakes, a pair within each rear drum. Thus, the brake rings are all of the same size, and this fact, coupled with the belief that they are strongly made, leads me to tell the reader that they represent one of the most sensible pieces I have seen.
The foregoing notes upon current practice as revealed at Olympia are not intended to be exhaustive — this would be impossible, on account of the exigencies of space. But on the other hand, it is thought that they will stimulate general interest in this important portion of motorcar mechanism.
See Also
Sources of Information
The Motor of 19th November 1908