This historic book may have numerous typos and missing text. Purchasers can usually download a free scanned copy of the original book (without typos) from the publisher. Not indexed. Not illustrated. 1906 edition. Excerpt: ...of the general design is shown in Fig. 47. The high-pressure cylinder bore has been increased i in., making it 4 in., and the low-pressure also increased A in., making it 6 in. bore. The same length of stroke, viz. 6 in., is retained. The ratios of gearing between the engine and road wheels are 19'4 and 11 to 1, giving speeds of 2 9 and 5-1 miles per hour with engine running at its normal speed of 450 revolutions per minute. Fig. 48 shows a plan of the engine and gearing. The valves are of the flat balanced pattern working on renewable faces. Unlike the smaller wagon before described, the second-motion shaft gearing runs loosely when the combined sliding clutch and pinion is out of gear with the spur wheel. The second-motion shaft is in reality a fixed steel tube with the clutch operating rod working in the hollow. The compensating shaft is clearly shown in Fig. 49. It will be noticed that the main bearings are non-adjustable. The third axle consists of a "Mannesman " tube with practically solid ends. The rear axle has bearings 11 in. long and 3 i in. in diameter, the diameter of the axle beyond the bearings being 4 in. The boiler, brakes, and steering gear are the same design as on the smaller wagon. The driving wheels are 3 ft. 6 in. diameter by 10 in. face, and the steering wheels are 3 ft. diameter by 6 in. face. The tare of this machine is 4 tons 18 cwt., THE THORNYCROFT STEAM WAGON Co., Ltd. 79 THE THORNYCROFT STEAM WAGON Co., Ltd., CHISWICK AND BASINGSTOKE This well-known firm were one of the very first to enter upon the manufacture of steam road wagons, and it is largely to them and one or two other equally enterprising pioneers that the general success of them is due. Competing wagons have been entered by Messrs....