The Pagefield subsidy type was also written up in Motor Traction for September 9th, 1914. Interestingly, the engine illustrated is their own type, as reproduced here: http://www.gracesguide.co.uk/wiki/Image:Im1913Eing-WalkerBros2.jpg
The article, in typical glowing terms of the time, says: Many of our readers will doubtless recollect that the Pagefield subsidy type 3 ton chassis first made its public appearance at the Olympia Heavy Motor Show last year, and there received no small amount of attention, as was only expected in view of the excellence of its design and general construction. A careful examination of its chassis leaves no doubt in one's mind that every part is the result of a special study with a view to obtaining that degree of efficiency, reliability, and accessibility which is absolutely essential in a transport machine employed in time of war.
The engine dimensions are 4 3/4 in. bore and 5 1/2 in. stroke, and, although the R.A.C. rating is 36.1 h.p., over 40 h.p. is developed at 1,000 r.p.m. The drawing we reproduce... gives a very good idea of the general design of the 40 h.p. Pagefield power unit, but certain features require special mention. Exceptional accessibility has apparently been one of the objects of the designer, and to this characteristic the four large inspection covers on the side of the crank case and the arrangement of the water pump and magneto... largely contribute.
Lubrication is forced through the crankshaft to the main and big end bearings by a spur gear pump driven from the lower end of the vertical spindle, upon which a centrifugal governor is also mounted; this spindle is driven from the rear end of the single camshaft. In addition, the big ends are provided with collectors which dip into seperate oil troughs in the bottom half of the crank chamber, so that thoroughly effective lubrication is obtained for the bearings even should the forced system fail. The cross-shaft which drives the water pump and magneto is placed transversely at the front of the engine, and is driven by skew gearing from the camshaft, and its inclined position makes the face of the magneto exceptionally accessible. If required, a second magneto or a lighting dynamo can be easily fitted.
One assumes its excellence was ultimately surpassed by the Dorman!