THE “TROJAN” CAR

Sun (Auckland), Volume II, Issue 378, 12 June 1928, Page 6

THE “TROJAN” CAR

Based on Different Principles A REMARKABLE MACHINE

ONE of the most interesting ears on the market in Auckland at the present time is the “Trojan,” an Englishbuilt machine largely used for light-van work. It is so radically different in every way that the mere mention of the name “Trojan” is usually greeted with hilarity. Although distinctly rmconventional in many details, the “Trojan,” metaphorically speaking, bristles with ingenious features, and is a thoroughly sound engineering job from beginning to end.

The “Trojan” is one of the most interesting attempts of recent years to break away from the conventional in motor-car design, and to reconsider from first principles the whole problem of simple and economical smallunit road transport for passengers and goods. The “Trojan,” while having the appearance of an ordinary small car, works on entirely different lines.

THE ENGINE

It is difficult to know where to start in describing this ca.r. Anyone used to the average car would begin by lifting up the bonnet, whereupon they would receive their first surprise, for the only thing under the bonnet is the benzine tank. The engine has been removed, and placed under the seat, right in the centre of the car.

When found, the engine proves to be wonderfully simple. The,re are only seven working parts all told, and it is of the horizontal two-stroke type. There are four separate cylinders formed en bloc, each side pair sharing a common combustion chamber. Each pair of cylinders also shares a common crankcase, the two crankcases being effectively sealed one from the other; morepver, th© pistons of each pair of cylinders are connected to the same crankpin by a V-shaped connecting rod. Thus the crankshaft is of the two-throw type, the cranks being set at an angle of ISO degrees to one another. Then there are no poppet valves and -PRESSED STEEL PUNT

their tappets, the only arrangement being ports or openings in the cylinder walls, which suck in or expel gas merely by the passage of the pistons up and down the cylinders. LUBRICATING THE ENGINE

Correctly speaking, one does not lubricate the engine, for that is done automatically. The driver merely pours some oil in among the benzine (a special measuring device ensures the correct proportion) and that is sucked into the crankcase, where part of it remains suspended and helps to lubricate the pistons, whilst the rest is deposited on the sides of the crankcase. Although there is virtually no sump, this oil is ingeniously directed to where it is required on the crankshaft, etc. The power is transmitted from the engine to the gearbox, through spiral springs set radially. This provides a smooth and flexible, though positive, drive. Epicyclic gears are used, two forward and one reverse. The drive is taken through a spur reduction gear, and thence by duplex chain to the rear axle. The enclosed axle shaft runs on ball-bearings. THE SPRINGING After dealing with the engine it is usual to go on to the chassis, but in the case of the “Trojan” there is nothing that can really be called a

chassis. The frame construction of the car is simplicity itself. There are, first, the front and rear pairs of wheels with their respective axles. These are connected merely by long cantilever springs reaching from one axle to the other. Slung Vin between these springs is a large steel dish, or punt, which carries the engine. The bodywork is also attached to this punt.

Such a system of suspension can, on first sight, be justifiably regarded as a joke, but in practice it has proved extremely successful. The abnormally long springs ensure remarkably smooth riding, so smooth, in fact, that the makers have found they can even dispense with pneumatic tyres. Hence

solid tyres are fitted to ‘Trojans.’’ “Headlight” rode in a “Trojan” over many rough roads round Auckland, and can honestly say they ride very comfortably. DRIVING THE CAR Starting up and controlling this car is also very simple. After turning on the petrol, the tap of which also switches on the ignition, the driver pulls up toward him the starting handle which is lying on the floor. One pull up in a leisurely fashion and the engine starts. Incidentally, the initial movement of this starting lever retards the ignition and the possibility of a backfire has thus been guarded against.

The only other thing is the gear lever. Move- this forward and the car moves forward. Move it backward and the car backs. (Ho clutch movement necessary.) So simple are the epicyclic gears that the driver can, if he wishes, pull the gear lever back while the car is travelling at 20 m.p.h. The car quietly slows down and immediately goes in reverse. For ordinary running a higher forward gear is provided. This is reached by moving the gear lever slightly further forward by raising a catch. PERFORMANCES Now as to the performance of the “Trojan” on the road. It is made primarily for solid work under ail conditions. The main point appears to be that it runs best in top gear, and that is develops its greatest power at low speeds.. For example, “Headlight” drove one up Grafton Road' at about 8 m.p.h. in top gear. It pulled perfectly and even started in high gear from stops on the steepest parts. An accelerator is provided for use in the usual way. The footbrakes operate by external contraction on the rear wheels, and a hand brake is provided which works on a drum immediately underneath it. No differential is fitted to the “Trojan,” nor, strange to say, is its absence noticeable. “Headlight” drove round corners at about 15 to 20 m.p.h. without experiencing any unusual movement whatever.

Finally the petrol consumption is at least 35 to 40 miles to the gallon. Really rough roads, pot holes and even grass land have no terrors for the “Trojan.” The steering is light though positive and the car is so sturdy and easy-riding that it could be driven at 25 to 30 miles an hour over a rough and rutted grass field. MISCELLANEOUS DETAILS The top gear ratio is 4 to 1, low gear, 12 to 1, and reverse 16.8 to 1. At l, r.p.m., the top gear gives 20 m. Coil ignition is used, the distributor being driven direct through an extension of the crankshaft. All the electrical equipment is very readily accessible, as it is fitted just inside one of the valances, which lifts off. Righting is by dynamo. IT SHOULDN’T GO Anyone may be pardoned for imagining that a car with an engine under the seat, a chain drive, no framework, no oil sump, no differential, and with solid tyres, is a mechanical monstrosity. But the “Trojan” is far from that. Despite its apparent antiquity, it is the proud product of a big English factory, and, as •‘Headlight” has seen for himself, runs very comfortably and very sweetly.