Note: This is a sub-section of the Stanley Show
1906 November. - The 30th show held at the Royal Agricultural Hall, Islington.
Reports.[1]
Motor cars at the Stanley Show [2]
THE STAR CYCLE CO., LTD., Wolverhampton.
This firm show their well-known Starling car. This has been improved in details, the seating and upholstering having been rendered more comfortable. It has a 6 h.p. single-cylinder balanced engine, 4 in. bore and 4.5 in. stroke. The transmission from the engine to the gear-box is by chain, and from the gear-box to the live rear axle also by chain. This allows of a transmission which is exceedingly flexible in all directions. The gear is of special design, and is somewhat on the lines of the Panhard, giving three speeds and a reverse, with a direct drive on the top gear by means of sliding pinions. The frame is of ash, reinforced with a deep flitch-plate of steel. The little two-seater is very well fitted up and finished, and sells at £120 nett.
The firm have this year introduced the Stuart car, which is made in three types—as a two-seater, a three-seater, and a four-seater. The three-seater model we illustrate, showing the side gangway entrance to the rear seats. The engine and transmission of all these types is similar. There is a two-cylindered engine of 7 h.p., with a bore of 3.625 in. and a 4 in. stroke. There is the usual cone type of clutch, with three helical springs, easily adjusted from the outside. The gear is of extremely neat design, giving three speeds and reverse, and all the shafts run on Hoffman ball bearings. From the gear the transmission is by a cardan shaft to the rear live axle. Powerful internal brakes are fitted on the rear wheel. The cooling of the engine is by a radiator and a fan-belt driven from the engine, and the water is circulated by a friction-driven pump operated from the engine fly-wheel. The price of the car, as we illustrate it as a three-seater, is £180. As a two-seater it sells at £165, and as a four-seater at £190. It is a wonderfully well-designed and equipped little vehicle, showing high-class workmanship and finish, and at the price's at which the company are selling it, it is amongst the best value in small cars turned out this year in the trade.
LEEDS MOTOR TRADING ENGINEERING CO., Leeds.
A very interesting exhibit is that which this company show of their cross roller gear. The gear utilises a large disc wheel with three, rows of hardened steel rollers and two sliding lantern pinions. The disc carrying the rollers is placed horizontally on a vertical shaft immediately above the differential gear on the rear live axle. The shaft drives the gear by means of the usual bevel pinion and crown wheel. The lantern pinions, which are two in number, are respectively for the forward and reverse drive. The lantern pinion for the reverse drive is free on its shaft, the similar pinion for the direct drive is on a square on the same shaft, and can be moved across the face of the disc carrying the rollers so as to engage with any of the three rows of rollers, giving three forward speeds. In order to change from one speed to the other, the shaft which carries these lantern pinions is raised by means of rotating two eccentric bearings, in which it is carried. It then clears the top of the rows of rollers, and allows of the lantern pinion being slid along to engage with any row, and thus give any gear. This eccentric movement is coupled up to the clutch pedal, so that the moment the driver depresses this pedal the gear is automatically taken out. The reverse is arranged by means of a second shaft lying parallel with the lantern pinion shaft. This is geared at one end with the sliding lantern pinion, when it is returned out of engagement with the disc, and at the other end is geared to the second lantern pinion, which then takes up the drive in the reverse direction. Around the edge of the large disc carrying the rollers is a strap friction brake. The whole runs in oil, in an oil-tight aluminium gear-case.
Another novelty which the firm show is an automatic fastener for the bonnets of motor vehicles, which can be applied for numerous other purposes. It is very easily disconnected by simple pressure on the top, and automatically locks the bonnet when put down rendering it quite free from any shake or vibration.
Another novelty is the silencer, which is constructed on scientific principles, the exhaust gases being passed around a spiral plate, between the turns of which are air spaces which cool the hot exhaust gases, and allow them to escape at nearly atmospheric pressure. We understand that this silencer renders the exhaust practically noiseless.
The car which we illustrate is a Laurin and Klement, which is ingenious in the arrangement of the engine and magneto. The engine, as will be seen from our photo, has two inclined water-cooed cylinders, placed at an angle of about 30 degrees to each other. In front is arranged the low tension magneto, driven by a chain from the engine crank shaft. The low tension tappet rods, which operate the igniters, are just discernible in our illustration. The carburetter is placed between the two cylinders, and feeds the automatic valve placed at the top, as shown. The circulation is by thermo-syphon, no pump being required. The cooling is further accelerated by a belt-driven fan just behind the gilled radiator. The clutches arc of the leather-coned type, kept in engagement by two spiral springs, which are outside the clutch and easily accessible for adjustment. The gear is on the Panhard system, giving three speeds and a reverse, with a direct drive by a dog-clutch on the top speed. From the gear, at the rear of which is fitted an internal expanding metal-to-metal brake, the drive is by a cardan shaft on to the usual bevel, differential, and live axle. Two internally-expanding brakes are also fitted on the rear wheels, these being operated by a side hand lever. The price of this car as a two-seater, with a 6-7 h.p. engine, is £175, and with an 8-9 h.p. engine £188. These vehicles have successfully competed in a great many races and reliability trials on the Continent.
MARLBORO' MOTOR AND ACCESSORIES CO., Argyll Place, Regent Street, W.
The company shows a very well-designed four-cylinder car, known as the Porthos. It has all four cylinders cast separately, with mechanically operated inlet and exhaust valves on either side of the engine. High tension magneto is fitted, as well as high tension coil and accumulator. The magneto and the centrifugal water circulating pump are placed one on either side of the engine, and driven off the cam shafts. The lubrication is by pressure from the water circulation, and the cooling is by means of the pump and large honey-combed radiator in front, and a fan fly-wheel at the rear. The bonnet and under apron entirely enclose the engine, and allow of the fan fly-wheel drawing the air right through. The carburetter is automatic, and operated by the suction of the engine. A novel form of differential live axle is fitted at the rear, in which the case carrying the differential is allowed a considerable amount of side-play, and the torsion shafts which drive the wheels are capable of being drawn out bodily end-ways, the wheels running on the outside of the axle-sleeve and the driving shafts taking none of the weight. The h.p. of this machine is 25-30, and fitted up with a five-seat body, with wide side-entrance, large tyres, and efficient wings, The price is £650, complete. The same type of car, with a full Limousine body, sells at £750. Both these vehicles are fitted with Peter-Union pneumatic tyres, with detachable rims.
THE ST. GEORGE'S MOTOR CO., Great George Street, Leeds.
The design and appearance of the "New Eagle" car, put on the market by this company, as will be seen, is quite distinctive. It has a four-cylinder vertical engine, fitted in front in the usual manner, but the chief feature is the new gear, designed by Mr. Ralph Jackson, of Manchester, who made such a success of the "Eagle" tricar machine some years ago. The drive from the engine to the rear live axle is by means of an epicyclic gear of extremely neat construction, and taking up very little space. It gives three speeds forward and a reverse, and is controlled by means of friction-brakes on the outside of drum attached to the various members of the epicyclic gear. The internal metal-to-metal gun-clutch is used to lock up the gear into one solid piece when the drive is direct between the engine and the differential axle. The reverse is obtained by a similar band-brake on a drum-wheel causing the epicyclic gear to reverse upon the sun- wheels. The engine has cylinders 130 x 150 mm. It is well sprung with elliptical springs with specially designed radius rods, keeping the back axle in proper alignment, and taking up the torque on the rear drive. It has water circulation with a direct connected pump and a large radiator. The lubrication is by pressure to all the wearing parts.