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The Super Reiver

10th November 1961, Page 100
10th November 1961
Page 100
Page 101
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Page 100, 10th November 1961 — The Super Reiver
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It's Stronger and Safer

by John F. Moon,

HEN' I tested an Albion Reiver 151-ton-gross six wheeler last year (The Commercial Motor, Septem

ber 16, 1960), I remarked that "in view of the chassis' generous power and strength margins, operators will be strongly tempted to exceed the manufacturer's rating." That this temptation was not resisted is fairly obvious so, to safeguard the good name of the model, Albion Motors, Ltd., announced a heavier duty version earlier this year to be known as the Super Reiver.

Super Reiver models have a gross weight rating of 40,000 lb., heavier rear springs and axles, a reinforced chassis frame as standard, larger tyre equipment and full air-pressure braking, as opposed to the air-hydraulic brakes of the standard Reiver. Another significant change is that Burman recirculating-ball-type steering gear is used on the Super Reiver, so that, despite its greater weight, the heavier model is lighter to handle than its lower-rated stablernate.

The Super Reiver and 'Reiver have the same power unit— the Leyland 40e-s Power-Plus 125-b.h.p. diesel—so it was only to be expected that a road test I carried out recently should show slightly reduced acceleration performance, despite lower-ratio axles. What was surprising, however. was that the fuel-consumption rate of the Super Reiver when tested laden was an improvement on that of the Reiver, the carefully checked figure being 0:7 m.p.g. better than that obtained last year over the same course and using the same test equipment.

The only explanation I can offer for this is that the Reiver was tested before the 400-S engine went into full production, and possibly this unit was not as economical as subsequent production versions turned out to be. Another contributory factor would be that the Super Rdi test chassis had covered a greater mileage at the time of test than had the Reiver, so would be better run-in.

When the Super Reiver was introduced, details appea: in The Commercial Motor on June 9,1961. Briefly, it diff from the standard Reiver as follows: inverted-L flitch pia extending from just behind the cab to the end of the eha! frame are standard on all Super Reiver mod. whereas these flitches are employed only the long-wheelbase and tipper versions of Reiver. To cope with the higher bogie loadi heavier rear axles are employed, these hay fin.-thick pressed casings, as opposed to 77T-in.-thick casings of the RE.25 mod, Another difference is that heavier inner anti outer I bearings are employed, although in other respects the t

types of axle are the same. • The rear springs of the Super Reiver, which, of com have the well-known Albion non-reactive inter-linka have three additional leaves compared with those of Reiver, and on each spring the upper leaf is folded over spring eyes at each end.

Westinghouse air-pressure braking has, been adopted the Super Reiver, with diaphragm-type units actuat Albion S-cam leading-and-trailing-shoe brakes. The br; drums have a diameter of 151 in. and the front linings 41 in. wide, the rears being 6 in. wide. This gives a tc frictional area of 892 sq. in., 52 sq. in. greater than that the Reiver. A single-circuit system is used, controlled an E.1 valve, whereas the Reiver's air-hydraulic systerr "split," the first and third axles having a different circ to that of the second axle. R.T.E.

Although the uprating of the chassis has resulted ir

-itly higher front-axle loading, the Super Reiver has same type of front axle as the Reiver, only the braking

s being different. To guard against steering heaviness, 'ever, Burman recirculating-ball steering gear is used. ; is of the variable-ratio type, the ratio in the straightId position being 29.4 to 1, whilst it increases to 50 to 1 1111 lock. Larger tyres are fitted, of course, the test isis having Michelin 10.00-20 X at the front wheels 9.00-20 X at the rear axles.

he Super Reiver as tested had two features which are yet in production, although it is hoped they will be 3duced at an early date. One difference was a fourit mounting for the transfer box, in place of the original e-point arrangement. The other was a new type of tilting for the centre bearing.

he bearing itself is a conventional ball race, but its fing is attached through two Metalastik rubber-bonded

es to an L-shaped bracket, which bracket in turn has Meta1astik bushes for its mounting to the chassis frame. new mounting has been adopted by Albion's for their lander low-height double-decker chassis (October 27, issue) and the Clydesdale goods chassis, and has the t of absorbing vibrations in both vertical and horizonlanes.

th these transmission changes have been made with the object of reducing the likelihood of transmission vibration occurring when running at high speeds, Reiver and Super Reiver chassis with the optional sixth overdrive ratio both being capable of well over 50 m.p.h.—speeds unthought of for production British chassis of this weight a few years ago and which have resulted in many manufacturers having second thoughts on their transmission layouts.

Another minor change, but one which I feel to be well worth while, is that Eversure convex rear-view mirrors replace the plane mirrors formerly used: although no larger, these give a far wider range of vision to the rear, something that all drivers should be able to appreciate.

There are three models in the Super Reiver range, all of which have a gross weight rating of 40,000 lb. The haulage models arc the RE.29N, which has a wheelbase of 15 ft., and the RE29L (as tested) which has a wheelbase of 16 ft. 4 in. The third model is for tipper bodywork— the RE.29T—and this has a wheelbase of 12 ft. 2 in. These three wheelbases permit body lengths of 21 ft. 6 in., 23 .ft. 9 in., and 17 ft. 3 in. respectively. All Super Reivers are designed for an overall width of 7 ft. 6 in., and are available with rightor left-hand controls.

Overdrive Gearbox

The vehicle I tested was in standard trim except for having the optional sixth overdrive gearbox ratio, and the chassis-cab kerb weight was 5 tons 61 cwt. Iron test weights totalling 13 tons 81 cwt. were securely bolted to the frame to represent payload and body so that with Sandy Findlay, Albion test driver, and myself in the cab the Super Reiver was grossing 1 ton 1 cwt. above Albion's recommended figure.

Gradient restart performance was assessed first, using the 1-in-5 slope of Murrayfield Drive, Westerton. The standard axle ratio for the Super Reiver is 7.428 to 1, and with this ratio it was found just possible to make a restart in bottom gear on this gradient; although I had to deliberately slip the clutch for a second or two when moving off. Because the gearbox's reverse ratio is higher than first gear, it was not possible to make a restart in reverse when facing down the hill. The multi-pull handbrake was sufficiently powerful to restrain the six-wheeler from rolling down the hill both when facing up and down.

When making these restart tests the road surface was wet and fairly slippery, but on no occasion was any wheel spin observed, indication that the non-reactive bogie suspension was ensuring that all the rear wheels were staying firmly on the ground and giving maximum traction effect. The differential lock, in the drive between the two axles was not used during these tests: this lock is standard equipment, and is air operated from a control on the steering column.

My usual 10-mile test course between Buchlyvie and Stirling was used for the fuel-consumption tests, figures being taken in each direction to make a total distance of 20 miles. Half of this distance is fairly hilly and the remainder is reasonably flat, but on the hilly stretches fourth gear had to be used several times in each direction. The road speed was kept down to about 34 m.p.h. except on downward stretches, despite which the complete circuit was covered at an average speed of 30.4 m.p.h., whilst the test tank showed that the consumption rate had averaged 12.3 m.p.g.

This is an exceptional figure for a vehicle of this weight running over normal roads, and results in the remarkable time-load-mileage factor of 7,083-the highest recorded by The Commercial Motor, except under motorway conditions.

Later on in the course of the test, the test weights were removed except for one 15-cwt. block and the course was retraced at a gross weight of 61 tons, this weight being reasonably representative of a Super Reiver with average do op-sided body.

As with the laden run, the unladen test was made under rainy conditions, and the average speed was only slightly higher at 31 m.p.h. The consumption rate was exactly 17 m.p.g., which is slightly less than that obtained last year with a normal Reiver; obviously in the unladen condition the lower axle ratio of the Super Reiver (the Reiver has 6.933-to-I rear axles) has the expected effect of causing F4 slightly heavier consumption, whereas laden the slight ference in the ratios of the two vehicles could well h contributed to the extra economy of the Super Rei compared with the Reiver in that its cruising speed wo be nearer the engine speed at which maximum torqut developed.

Wlaatever the reasons, the figures obtained show t those operators who have to work their vehicles unla, on return runs can expect to obtain the best part of 1 m.p.g. overall, which is as much as anybody could exf from a conventional vehicle capable of carrying a el 12-ton payload and legally capable of carrying more.

In the light of its "only average" power-to-weight ra the Super Reiver's acceleration performances both thro the gears and in direct drive are quite satisfactory: indt from a standstill up to 30 m.p.h. the Super Reiver ti only 6.5 seconds longer than last year's Reiver, which • running some 2 ton 16 cwt. lighter. The standing-s tests were made up to 40 m.p.h. without needing the 0, drive ratio, fifth (direct) being good for just over 40 m. -the top-gear speed is about 52 m.p.h. Although n( synchromesh gearbox, this well-known Albion I encourages fast gear-changing, which can be made q silently without the need for double de-clutching.

No engine or transmission roughness was noticed w making the direct-drive tests, and the vehicle pulled al smoothly from about 9 m.p.h. up to 40 m.p.h, in this To Similarly, there was no transmission roughness w driving at speeds above 40 m.p.h. up to the maximum, eneral the smoothness and silence of the transmission most marked.

espite the use of what should be a more powerful .ing system, the retardation results obtained with the :r Reiver were a little disappointing. Admittedly, the ping distance from 30 m.p.h. was only 3 ft. more than achieved with the Reiver last year, so, in view of the ter weight, it is obvious that the new system is more erful than that of the Reiver, but nevertheless, I feel the system does not come up to the standard that can xpected from a modern heavy vehicle.

iere was no evidence of excessive delay in the airsure system, and the non-reactive bogie suspension was essful in preventing locking of any of the driving :Is. From each speed the average maximum retardaindicated by the Tapley meter was 55 per cent., and— is where the system scores over previous Albion brake uts--this degree of maximum retardation can be ined from speeds as high as 50 m.p.h. according to Albion experimental engineers.

leniffer Braes, a 1.3-mile-long hill south of the Clyde,

used for the hill-climb and brake-fade tests. The age gradient of this hill is 1 in 13, and the gradient ie steepest section is 1 in 8. An ambient temperature 7° F. was recorded during these tests, and before ing the climb the engine-coolant temperature was at its -tal figure of 170° F.

le ascent lasted only 7 minutes 36 seconds, which is sonds less than the time taken for the same test with the er last year, and the lowest ratio used was second, this g engaged four times for a total time of 4 minutes 23 ads, during which time the minimum. speedometer irtg observed was 7 m.p.h.

. the top of the hill the coolant temperature was checked 1, and it was found to have risen to 193°F. On the of it this is somewhat high, but the system is pressurto 4 p.s.i., so that the boiling point is raised to 224°F., in any case the test vehicle had two out-of-date ng-system features. One was that the thermostat was o open at 185`F., instead of the current figure of F., and the other was that the water-pump impeller Leter of current engines is 3.8 in., as opposed to 3.25 in., atter change reducing the temperature by 7°F. accord o tests conducted by Albion engineers. Taking these irs into account, therefore, production Super Reivers lel not encounter any cooling problems under prolonged :limbing conditions with a full load.

Smoky Exhaust

vas somewhat surprised to see some black smoke being :ed from the exhaust outlet during this climb, both

pulling hard at medium revs, and when running on governor. It is possible, however, that the paperent air cleaner was clogged. Indeed because this has

found to be a frequent fault with this type of cleaner, 3n Motors are shortly going to return to the use of ath air cleaners.

'flowing the hill climb 1 turned the Super Reiver round coasted it down Gleniffer Braes in neutral, relying on oot brake to keep the road speed down to 20 m.p.h. descent lasted 3 minutes 40 seconds and at the bottom e hill a full-pressure stop from 20 m.p.h. produced a ey-meter figure of 32 per cent., for which stop the voir air pressure had dropped to 85 psi., compared its normal maximum figure of 120 psi.

the engine had been idling the whole time this drop -essure is understandable, but to increase the rate of ure build-up on current models. Albion are fitting a -ft., compressor in place of the original 7-cu.-ft. unit. , under fade conditions such as this there should be a

higher pressure to cope with any reduction in lining efficiency.

Nevertheless, in view of the severity of the test the amount of fade recorded was not great, and the moulded brake linings were not smoking at the conclusion of the test, there being only a slight smell of hot linings.

Because of its Burman 'steering, the Super Reiver is a particularly light vehicle to handle, the increase in ratio as full lock is approached being of great help when manwuvring in confined spaces. Castor action is good, and its effect seems to increase as road speed increases (this effect would be known as understeer by my car-testing contemporaries). It is a valuable safety factor, however, as it does help to deter a driver from taking corners too quickly whilst still allowing him to turn the steering wheel quickly when moving at slow or normal speeds.

The Super Reiver has the same front springs as the Reiver, and although the front-axle loading of the test vehicle was only about ton greater than that of the test Reiver dealt with last year, the absence of front dampers was more marked on this occasion than it was previously, slightly undulating surfaces causing an annoying degree of cab bounce. Not unconnected with this also is the fact that surface bumps can cause a certain amount of steeringwheel kick—something which again front dampers might help to alleviate.

Rides Quite Well Nevertheless, taken generally the Super Reiver rides quite well when both laden and unladen, and for the most part it keeps all six feet firmly on the ground at all speeds and over most normal surfaces.

A well-rated reaction spring behind the brake pedal ensures good braking feel and guards against over-zealous application of the brakes when running empty. In this connection also the use of a conventional brake pedal, rather than a treadle, is of value.

The engine cowl of the test vehicle was insulated by a quilted cover, which is available from Albion Motors as optional equipment. I found this a great help in cutting down engine noise, and far more effective than the singlethickness rubber sheeting which covered the cowl of the Reiver I tested last year. Because of the quilt, the cab of the Super Reiver never became really noisy, and it was possible to converse in normal tones when cruising in overdrive at 30-35 m.p.h.

No maintenance tasks were carried out on the Super Reiver, as all the tasks needing to be done regularly have already been dealt with in test reports of the ordinary Reiver and the Clydesdale, which reports show that the Super Reiver should be a straightforward proposition for the maintenance fitter.

The Albion Super Reiver RE.29L chassis and standard all-steel cab cost £2,850 in Great Britain, the RE.29N and RE.29T models being priced at £2,825. Among the many items of optional equipment available are a plastics-panelled cab (£130), power-assisted steering—which should never really be necessary with the Burman gear (£90), front dampers (i10), front bumper (E6 10s.), heater and demister (il3), overdrive gearbox ratio (£20), spare wheel, tyre and tube (£34), spare-wheel carrier (€8 10s.) and flashing direction indicators (£16).

The Super Reiver is a valuable addition to the Albion range, being lighter than a normal factory-produced maximum-capacity six-wheeler, but, at the same time, being more robust than its Reiver 151:ton-gross contemporary, let alone converted six-wheelers based on mass-production 7-ton chassis. It obviously has the usual Albion capacity for plenty of hard work viithout either complaint or excessive fuel consumption.

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