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148 
A FIVE-TONNER FROM A FAMOUS SCOTTISH FACTORY
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Road Test No 48 SOME OF THE SALIENT FEATURES OF THE CHASSIS WHICH WE TESTED.
CTUALLY there are three Albion 5-ton models on the market ; :these are the normal-control machine of 16-ft. wheelbase, which forms the subject of this report, and two forwardcontrol types, having wheelbases of 11 ft. and 12 ft. 2 ins. In the main the specification, as regards the chief components, is similar ; the chassis embody soundly constructed units of simple design. That they give an efficient performance is obvious from the data given herein.
On the day appointed for the trial a bonneted five-tonner was handed over to us at the works of the Albion Motor Car Co., Ltd., Scotstoun, Glasgow. The standard mileage recorder, driven from the gearbox. showed that the chassis had covered exactly 130 miles at the commencement of the test. Although it was, therefore, a new machine there were no signs of stiffness in the controls, and, as the engine of this model is governed to give a road speed of 21 m.p.h., we had no compunction is using full throttle for a large percentage of the general running.
Instrument Errors Eliminated.
In addition to the recorder a speedometer was installed ; to ensure accuracy a check was firstmade and the necessary corrections which were found to be required have been effected in the case of all figures appearing in these pages.
On the weighbridge the gross weight was found to be 9 tons 13 cwt. 1 qr., including the driver and observer. As the chassis was subsequently weighed separately and found to be 3 tons 8 cwt. 3 qrs. (including petrol, etc.), the load and test body account for 6 tons 4 cwt.
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2 qrs. Assuming the pay-load to be a full one, i.e., 5 tons, we have left a body and personnel allowance of 1 ton 4 cwt. 2 qrs.
The maker recommends that the body shall not exceed 1 ton 4 cwt., therefore it will be seen that in the form in which we tested the vehicle it was laden to the full capacity. The weight was distributed thus :—Front axle, 2 tons 13 cwt. 3 qrs.; rear axle, 6 tons 19 cwt. 2 qrs.
Before making any specific tests we took the wheel for a general-purpose run and underwent our initiation on the Albion five-tonner in the heavy industrial and tram traffic along the Clydebank. Naturally, this constituted a certain test of easy controllability. No lighter steering has been experienced by us, during the current series of tests, on any vehicle weighing over 9 tons. The clutch-pedal effort was in keeping with this, and the foot brake. Dewandre assisted, was as easy of operation as one has grown to expect of such a braking system. Our stop-and-restart tests were carried out on a local gradient of 1 in 6. A photograph of the vehicle descending this hill is reproduced in these pages. When running forwards or backwards either brake would hold the machine independently. To check the correct design of the mechanical operating mechanism of the foot brake • we coasted down the hill with the gear lever in the "neutral" position and the engine switched off. Naturally this rendered inoperative the vacuum servo. Physical effort easily sufficed to check and hold the vehicle. .
During the descent and ascent of this hill we were able to run the whole gamut of gear changes. When chauging ,down the best method was to double-clutch, but when changing up the slop worked quickly and allowed a silent engagement of the higher gear to be effected without recourse to the more complicated method. The gearbox proved to be reasonably quiet on all ratios.
Smooth Clutch Operation.
Normally second gear was used for all restarts except those effected on gradients steeper than about I, in 10. The clutch was never heavily stressed under these conditions and gave rise to no " groaning " when starting from rest in top gear on the level. Hotchkiss drive is employed on the Albion five-tonner, but we found no tendency to " buck" when engaging the clutch, with either first, second or reverse gear engaged.
Road speed was limited, by the action of the governor, to 21 m.p.h. on top gear; this accounts for the fact that our braking and acceleration tests were not taken up to higber Speeds as is our custom. Reference to the acceleration graph reveals the fact that the Albion reached 21 m.p.h. almost as quickly as some buses of the same gross weight.
During general tests,and especially on the fuel consumption trial, the most outstanding feature of the running was the very high average
speed which could be put despite the -proper working of the governor. No coasting was allowed
dining the fuel consumption
On the 1-in-6 section of the test hill ; the vehicle was held easily by the hand brake or by the foot brake without servo action. With the servo in use the physical effort required was, of course, much reduced. Both brakes
take effect on the rear wheels. test, in accordance with our fixed procedure; the highest speed 25 attained during the day's work, when running clown a hill of about 1 in 10, was 27 m.p.h.
Another point of importance is that the engine possessed such a reserve of power that it could pull the chassis on ordinary main-road gradients without recourse to the indirect ratios. Both these facts can be learned from the figures given in succeeding data in relation to the fuel-consumption trial.
The main fuel tank was filled to the base of the filler neck ; for this purpose the vehicle was driven on to a level portion of a yard in the works and the spot marked for future checking. At 2.49 p.m. we left the works and travelled via Milngavie over an undulating route. When exactly 10 miles from the starting point the Albion was turned around and driven back to the marked area in the yard.
Striking Average Speed.
Exaetly at 3.49 p.m. the chassis came to rest. In precisely one hour we had covered 20 miles as recorded by the standard mileometer driven from the gearbox and by the speedometer (after correction for the known error). This illustrates the remarkably high average for a governed machine. The method of driving was to keep the accelerator pedal fully depressed and let the governor take control, except when traffic or other conditions decreed otherwise.
The quantity of fuel used for the 20 miles was found to be 21 gallons, which gives a consumption rate of 6.95 m.p.g. The pay-load ton-miles per gallon and gross ton-miles per gallon are given in the aecompanying panel.
During the 20-mile run third gear was in use for .2 mile and second for .06 mile ; first gear was not employed, but reverse was required for a few yards at the turning point after 10 miles. There was one vehicle stop for traffic, the engine, of course, being kept running. When the nature of the route is taken into account it is obvious that the Albion showed a striking capacity to work on top gear.
On the average the day temperature was GO degrees F., and the water in the header tank of the radiator kept about 148 degrees F., as revealed by periodical checks. Naturally, with so low a normal temperature there was no fear of approaching the boiling point, even after long spells of first gear.
A careful inspection of the photographs of details of the chassis, which are reproduced in these pages, will show that the three major corn ponents, the engine, gearbox and rear axle, are all extremely easy of access. At the rear the engine Is suspended below a bridge member by bolts in tension. Removal of these, and the front mounting, enables the power unit to be lifted away from the chassis frame, the controls, etc., having previously been disconnected.
Accessibility of Major Units.
As the gearbox is a separate unit and is slung from a pair of crossmembers it can be exchanged for a service box in a very short space of time. The overhead worm is carried in a housing bolted to the upper face of the horizontal banjoform casing of the rear axle so that the worm and differential can be withdrawn very quickly.
The following are the standard dimensions of the normal-control Albion five-tonner, the test of which is described in the foregoing paragraphs :—Wheelbase, 16 ft. ; dash to centre of rear axle, 13 ft. 51 ins.; dash to end of frame, 20 ft. Si ins.; frame height (laden), 2 ft. 11i ins.; frame width, 3 ft. 2 ins. ; front track, 6 ft. 0-1 in. ; rear track, 5 ft. 10/ ins.; overall length, 25 ft. 8 ins.; overall width, 7 ft. 6 ins.; ground clearance, ilk ins. The generous nature of the clearance is noteworthy.