. Engineering and Contracting . Model U 2-ton motor truck brought out by the Diamond TMotor Car Co. Like the other Diamond T trucks, the newvehicle is worm-driven. The four speeds give unusual low reduction in the trans-mission; fourth speed, 1 to 1: third speed, to 1; secondspeed. to 1: first speed, to 1; reverse, . to 1. Thetransmission was designed for heavy duty under severe oper-ating conditions and all gears are of nickel steel with widetooth faces for carrying heavy loads. The unit power plant is a block casting of four cylinders, 4in. bore and 5V4 in. stroke with an
. Engineering and Contracting . Model U 2-ton motor truck brought out by the Diamond TMotor Car Co. Like the other Diamond T trucks, the newvehicle is worm-driven. The four speeds give unusual low reduction in the trans-mission; fourth speed, 1 to 1: third speed, to 1; secondspeed. to 1: first speed, to 1; reverse, . to 1. Thetransmission was designed for heavy duty under severe oper-ating conditions and all gears are of nickel steel with widetooth faces for carrying heavy loads. The unit power plant is a block casting of four cylinders, 4in. bore and 5V4 in. stroke with an S. A. E. rating of a maximum of 43 hp. at 1,800 revolutions a minute. Allthe valves are on one side and have removable heads. Threepoint suspension with a patent-applied-for ball and socket jointas the rear motor support, is used for the engine. Like all other Diamond T trucks, perfected Hotchkiss driveis used and radius rods are eliminated. The semi-ellipticsprings are made of chrome-vanadium steel and each leaf is. Chassis and Power Plant of New 2-Ton Diamond T Truck,tested separately. The front spring has 9 leaves, 2V4 in. wideand 40 in. long. The rear spring has 12 leaves, 2% in. wideand 53 in. long. The truck weighs 4,800 lb. The tires are solid, 36 x 4 frontand 36 X 7 rear. The fuel tank, with a capacity of 18 gal., islocated under the seat. Life of Motor Trucks.—An editorial in tlie February PowerWagon points out that records of economy, efficiency anddurability of motor trucks have been accumulating rapidlywith the growth in the use of machines and the increasingcare given to watching their peiformance, and it is now pos-sible to substantiate many of the bold assertions of formeryears regarding the useful life of these vehicles. One manu-facturer, states the editorial, has repeatedly drawn attentionto the fact that numerous machines of his make havereached a mileage of 100,000. while many others have exceededit, some being still in service after more than
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