The County Chassis.
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A Lancashire Company Enters the Field with a New Range a Models.
One by one the new models, of which such a large number was planned shortly after the commencement of the war, attain completion. As each one has reached the stage when details of its construction, and a criticism of its design may with advantage be placed before our readers, we have ourselves, as a general rule, been early in the field with any such description as may be of utility to users.
Four Sizes—Five Models.
The latest chassis to reach this stage is styled the County, it is manufactured in sizes suitable for the conveyance of net loads of 4, 5 and 6 tons. The range is such that five models are available, the four-tonner being fitted • with one or other of two makes of engine, differing a little in general design, as well as in the bore and stroke ratio Both units, however, are capable of developing 40 h.p. at norinal revolutions: The construction of that embodied in one, model
C, however, such that an additional sum Of £30 is charged for this chassis.
f. Design Supervised by a User.
These machines are manufactured by the British Commercial Lorry d Engineering Co., Ltd., and the Sole concessionnaire is the Lancashire Motor and Engineering Co., Ltd., of Cross Street, Sale. The manager of the latter company, Mr. Leadbetter, until lately occupied an important position with the Inter Transport Co. Ltd., and an examination of the details of the design and construction of the County chassis is instructive as showing the direct influence of the user, as personated by Mr. Leadbetter, who has evidently brought his wide road experience to bear on the design of these machines. For this reason alone, they would appear to have an excellent chance cd reaching a high figure of merit in respect of performance in the hands of users. There is every evidence to show, moreover, that that gentleman's expressed intention of making these vehicles second to none in the kingdom, on grounds of reliability and free-from-trouble service, is likely to be fulfilled.
Freedom from Troubles.
The design of the machine in general, especially from the point of view of strength, appears, so far as an external inspection enables one to judge, to be good. The particular attention which has been given to small ..features argues a freedom from small, but none the less irritating troubles also. Mention might be made, as touching
B22 this aspect of design, of the pedals. These are arranged so that the height of each from the footboards may readily be adjusted. The bon
net, too, is strongly made on the Daimler pattern—that is to say, with removable sides and a hinged top ; and special attention has been paid to the clips. The latter are substantially manufactured from mild steel to the company's own design.
Only the Largest Model Described.
Whilst we were able to inspect portions of the smaller models in various stages of manufacture, the only chassis in a state approaching completion at the time of our visit was an example of the heaviest—a six-ton chassis. The following description, therefore, whilst applying in a general manner to the complete range of models, is more particularly made with respect to the largest.
The Engine, 45 h.p. Large Water Spaces.
The engine is modern in style, and up-to-date in its general design and construction ; a description is hardly necessary, since it would be merely a recital of features that have by now come to be regarded as sine qua non for modern commercial-vehicle engines. Its size is ample, four cylinders, of 5 ins. by 51 ins, bore and stroke respectively, and east in pairs, being provided. It should with ease develop the 45 h.p. at which it is rated. Watercooling is, of course, adopted for the cylinders, and the water is circulated by a pump of the centrifugal type. A feature has been made of the provision of ample water spaces round the valve chambers and cylinder heads, and the external pipes are large in diameter and free from sharp bends.
Thorough Lubrication System, Embodying Three Filters.
The lubrication system of this unit embodies a gear-pump, driven by gearing from the longitudinal shaft which also serves to drive the water-pump, governor, and magneto; this forces oil to the main and big-end bearings via copper pipes, internal passages in the crankcase, and a drilled crankshaft. The same pump also serves to maintain a constant level of oil in the crankcase lower half, in which the connecting rods dip, so as to splash the lubricant into the cylinders and on to the gudgeon pins. It should be noted that whilst in circulation the oil passes through two filters, and a third is provided in the filler-pipe to obviate any foreign matter's finding its way into the system in the first place when the lubricant is introduced into the engine-case.
The suction pipe in the engine is fitted with a substantial siey e, and the delivery from the pump to the bearings is via another, the cylindrical casing containing which is visible in one of our illustrations, to which access is easy for purposes of inspection and cleansing. The brass cover for the lagt-named is immediately presented to the eye on lifting the bonnet, and is engraved with an ever-present reminder to "Keep Clean." Reference to this very thorough system is not complete without noting that an indicator is provided on the dash, to enable the driver to see that the oil is circulating, and reference must also be made to the very accessible oil filler pipe, placed on the rear crankcase arm, and which may also be seen in our picture of the engine.
. Governor and Magneto. Indeed, this particular reproduction, which illustrates the off side of the engine, is replete with in
t crest. Readers should note the unusual position of the governor, which is contained in the circular, dome-topped casting in front of the magneto. This component operates on a special throttle valve placed immediately above the carburetter, and may be set to take effect at any convenient pre-determined speed. There is no doubt that at the present time, in view of the dearth of skilled drivers—a condition .which will alter considerably • in . that
much-discussed period after the war "—some mechanical means, such as a governor, of preventing misuse of an engine is most desirable. The driving shaft, it will he seen, protrudes from the rear of the easing, and drives, by means of an adjustable coupling, the Splitdorf magneto. The latter is of the water-proof type, and is adjustable as regards the firing point, by means of a hand lever situated on top of the steering wheel.
The Carburetter—A Criticism.
The valves are all situated on the rear side, and driven by the one camshaft, throughthe medium of adjustable tappets, the guides for the latter being held in place by dog clamps, each of which serves to
fasten two guides so that access to these importants parts is readily achieved. The whole or the• valve gear is enclosed by quick-detachable and oil-and-dust-proof covers. On the same side of the engine is situated the exhaust manifold, and the Claudel-Hobson carburetter. The induction pipe from the latter is not water-jacketed, nor could we observe any means of. heating the mixture, and as we are of opinion that something of the kind is very necessary no matter what make of carburetter is used, but particularly in the ease of the one fitted, we felt constrained to criticise this point. We were given to under
stand that this Was an undoubted oversight, and that steps were being taken to provide the missing fittings. It is not actually settled as yet that thisiparticular component will be standardized Experiments arc being made with one or two makes, and the claims of a certain instrument made in Lancashire, and stated to be capable of working satisfactorily and efficiently on lower grades of fuel than
petrol, are being considered. • The Radiator—Overheating Obviated.
In describing the various chassis which have from timeto time been brought before our notice, we have always been inclined to treat the radiator as a part of the engine. It is possible, of course, for a water:. cooled engine to be run without one, but the circumstances, we make bold to say, are not such as would appeal to the average user as he is known to us. In the County, as our "appearance view" Will attest (most insistent of words), the radiator is a very imposing affair, and this circumstance would appear to point to the probability of the designer having had frequent troubles due to oVerheating, in his lnte7-Transport • days. Such difficulty should be impossible with the chassis under review. The component is, naturally, of the built-up type, with cast top and bottom boxes, the cooler being of vertical gilled tubes, of which there are five rows. A very adequate orifice is provided for filling purposes, and it is closed by a cover of the hinged type. . The radiator is Materially assisted by a large, four-bladed, belt-driven fan.
Carefully-designed Clutch.
An unusual amount of care has been expended on the design of the clutch. On the smallest model a multiple-disc member is fitted. We were unfortunately unable to examine one of these, as the supplies had not yet come through. The other chassis are provided with cone clutches, lined with fibre, and not leather.
It is claimed that the former material is less liable to burn and becomes fiercer than the latter and more commonly used material. The clutch itself is partially enclosed, and the spring, which is self-contained, entirely so. Ball-thrust bearings take the end thrust., and disengagement is effected in the usual manner by means of a pedal and forked lever. The gearbox provides four speeds forward and one reverse, the operation of changing gear being effected as is custemary by a hand lever at the side of the chassis.
Full-floating Disc-type Universals. Leather Displaced. An Analogy.
Between clutch and gearbox, as also between gearbox and back axle, doubly universal jointed B25
shafts are situated. All the joints are of a special form, being of the multiple-disc type, the discs being fibre. Each joint is covered, as to its circumference and one side, by a metal case, and in order to relieve the discs of all hut the driving strain, a spherical internal bearing is provided for each, to carry the weight of the discs, spiders, and shafts. Reference to a drawing which, by the courtesy of the makers, we are enabled to reproduce, may perhaps make our meaning clear. There is a close analogy between this arrangement and that of a full-floating live axle, as compared with the older type of joint, which is in the same way, similar to a semi-floating axle. The arrangement is not altogether novel, but none the less commendable on that score. An interesting item of information was disclosed while we were discussing this joint. It appears that before adopting fibre, instead of leather, for the material of the discs, the company carried out extensive tests of both materials, and for this purpose used an ordinary workshop lathe. We were informed that the fibre gave im
measurably better results. It is stated to be more flexible, and not so liable to suffer from exposure.
Rear Axle.
The rear axle, as is natural in a machine for six-ton loads, is of massive construction. It is a wormdriven one, and full-floating. The axle easing, which carries all the load, is of crucible-cast steel. The design of the whole unit has been carefully thought out with a view to
affording ease of access to important parts in case of need. Journals are turned on the casing, for the reception of the spring brackets, as the torque and thrust are both provided for by a, very massive, girderform cast-steel member, swivelling at its rear end on a vertically-disposed pin fastened to the axle casing, and anchored in front to a pair of very strong castings carried by two of the frame cross-members. Tie-rods, not fitted4to the chassis which we photographed, serve to relieve the axle*Casing of some of the bending strain consequent on the provision of a central torque member.
Special, Adjustable, Supplementary Springing.
Examination of the springing of this machine affords further matter for comment. The rear springs are, of course, shackled at both ends. On top of each, and confined within a common central band, is another and shorter spring, arranged so as to hear—when the chassis is loaded, and not otherwise—on brackets fixed to the main frame, and designed so as to be adjustable in height, thus allowing the differing requirements, due to variations in body-weight, and road conditions to be adequately met. This is a point which we think is of some importance, and more so in very heavy vehicles similar to the one under review. The standard type of semi-elliptic is used for the front springs ; these call for no comment.
Steering and Front Axle.
The steering is of quite sound design, a wheel of 20 ins, diameter being fitted, a comfortable and con venient size, and one providing ample leverage. The gearing is worm and worm-wheel, the latter having a square-ended sp,indle, thus providing means of adjustment to four working positions. Ball joints are used on the coupling rod from the steering gear to the front axle, which is of the standard form.
Brakes, Control, Fuel, Frame.
The customary pair of brakes is provided, the foot-brake acting on a drum behind the gearbox, the hand, or emergency brake, taking effect on drums in the rear wheels. A refinement is noticeable in connection with the control, in that the pedals are adjustable for height in, a very simple manner. The carburetter is governed by hand or foot, as may be desired. The fuel supply is carried in a large cylindrical drum beneath the driver's seat, capacity for 28 gallons of spirit being available. The frame is in conformity with the rest of the chassis as regards strength, being 8 ins. deep, with the flanges and thickness of metal in proportion.
Tires and Price.
Designed in Lancashire, for Lancashire roads, this machine should give a good account ol itself anywhere ; it is fitted with single tires on the front wheels, and twins on the rear, the dimensions being 140 mm. for 720 mm. rims, and 160 mm. (or 850 mm. rims respectively (old sizes 900 min. by 140 mm. and 1050 mm. by 160 mm.). The chassis price, so fitted, is £925 delivered in Manchester, that of the other models being pre rata.