THE ONE-TON BURFORD.
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A Model Designed on Lines Similar to those of the Successful 1No-tonner.
THE• NEED FOR motor vehicles of one-ton capacity has long been felt, particularly by traders whose goods are of a bulky but light hatitre. With commendable enterprise, Mr. IL G. Burford, M.I.M.E., M.I.A E., has designed a one-ton chassis which should create considerable interest among a large number of users and potential users. This ehassis is designed entirely on the experience which Mr. Burford has obtained with his popular two-ton model, and of which not far off 1,000 have been sold.
In its construction, the new chassis is practically a smaller edition of the older model and it incorporates the well-known feature of internal gear drive for the final transmission. This arrangement has the advantage of.lightness, as the axle casing, with its extension pieces, does not have to take a considerat)le portion of the weight of the vehicle as well as to deal with the transmission of-p(Wer.
Interchangeability has been made a feature of the design ; that and simplicity are the keynotes of the construction. The number of working parts is reduced to the minimum, whilst ample provision is made for loading purposes.
Springing has received very careful attention, as will be noted by the lengths of the springs and their widths. This is particularly necessary, as torque members have been dispensed with in order to simplify the design. The forward brackets for the rear springs are unusually stela for-the same reason. The springs are made of high-grade-alloy steel, whilst such Parts as the bonnet,, tank, feotplates, etc., are of pressed steel, standardized for mass-production purposes.
The new chassis is fitted with a 23 IL p. , engine, in"whichethe cylinders are cast en bloc, with all the valves on one Side. The bore and stroke are 31 iris. and 54 ins. respectively. The 'crankshaft has • three main bearings, all of Which are of ample dimensions. The big-end. bear ings are in. diameter and 2 ins.. long. 'The eegine, elutch,• and gearbox are of unit 6Onstruction and .provided with .three,point suspension, in order toeliminate bending strains.
Cooling is thermo-syphdpie, with large water-pipes and passages. The radiator is of the four-piece easst type, provided with gilled tube centre. . Cooling is assisted by a belt-driven four-bladed fan driven from the magneto shaft.
Ignition is by high-tension magneto with fixed timing. The 'magneto is at Ad offside of the engine, and is driven through a flexible coupling from the timing gear.
The cluteh is totally enclosed in the unit casing. It is of the multiple disc type, working dry.
Three speeds forward and a reverse are provided by the gearbox. The gearshafts are all mounted on ball bearings, and the pinions are made of special heat-treated steel.
Between the gearbox and the cardan shaft proper is another short shaft and a universal joint of the leather disc type. At its rear end this short shaft is supported by one of the frame cross members. The card= shaft has two universal joints of the star kypt, totally enclosed by steel casings, fitted with ball-andsocket joints, so that dust and dirt are totally excluded: The rear axle is of the combined type, consisting of an I-section drop-forged plain axle, which carries the wheels and the load, and a secondary axle which carries the bevel gearing, differential, and final drive spur pinions ; the, latter mesh with internally-toothed rings bolted to the wheels.: The total gear reduction to the road wheels is seven to one. The differential is of the bevel wheel and pinion type.
Twe independent sets of brakes are provided; both operate on drums bolted to the rear wheels, one set .being of the internal-expanding tYpe operated by a lever and the other being of the external-contracting type operated by a pedal. The diameter of the brake drums is 15 ins., and the width of the brake shoes 2?,-, ins., so that the brakes, for a vehicle of this load capacity, should prove of ample strength.
The wheels are of the artillery type, 34 ins. diameter. The frolit wheels are fitted with 3-in. solict tyres and the rear wheels with 4-in. solids. All the wheels run on rolier bearings. The front axle is a str4ing I-section drop forging, with the spring seats integral. The stub axle arms are 14 in. diameter.
The frame is of pressed steel, 41 ins. by 2 ins. by. 3-16 in., the side members being of nickel steel. The frante is quite straight and well stayed with gusseted cross members.
The petrol tank is situated behind the dashboard, and has a capacity of eight gallons.
The gear change and hand-brake levers areeontrally positioned ; the steering and pedals are on the right, following standard custom. The steering of the ordinary type, the steering arms and tie-bar being behind the axle. The tie-bar is provided with pin joints.
The front wheels are canted elightly, in order to render the steering more easy, by obtaining an approximation to eeige point steering. Throughout the chassis much care has been paid to the subject of lubricatien, and adequate greasers are provided at all points where wear is liable, such as spring eye-bolts.
Large inspection plates are provided for the clutch casing and for the gearbox, and the back cover of the bevel gear and differential casing can be removed, so that examination of these parts is a simple matter.
The carbuiretter is controlled by. a lever on the steering wheel; a foot accelerator is also fitted. As previously mentioned, no ignition lever is provided.
The overall length,of the chassis is 14 ft. 8 ins., whilst the body space behind the driver's seat is 8 ft.
It will be remembered that a considerable number of two-ton Burfords was used by the British Red Cross and by the Navy and Army Canteens Board, in both of which services they gave satisfaction.
Inquiries as to price and delivery should be addressed to H. G. Burford and Co., Ltd., 16, Regent Street, S.W. 1.