White Chassis.
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A New Model for Loads of Two Tons ; Live Axle with Double Reduction as Final Transmission. ,
The White Co., of Ohio, U.S.A., claims to be the largest manufacturer' of commercial vehicles in America, judged bath by the quantity and the value of its productions. Considering only those em ployed by large users owning fleets of not fewer than ten machines each, at the present time there are 2500 White chassis in use. The sum total of all White heavymotor vehicles must be two or three times this figure. The majority of these are, of course, in use in America, and it is worthy di note that amongst the list of big owners there are many who own fleets the number of which runs into three figures.
The White Co. Uses Its Own Trucks.
The company, which is represented in England by White Motors and Accessories, Ltd., Concanon Works Concanon Road, Brixton, S.W., is a big user of its own pro
ductions, and, on that account, claims to have arrived at a high level of perfection in respect of commercial efficiency.
Four Models Made ; Fuel and Tire Economy the "Stunts."
There are four models •of White heavy vehicles manufactured, forloads of three-quarters, two, three, and five tons respectively. The principal characteristics of all four are the employment of small highspeed and high-efficiency engines, which may readily be tuned so as to be very economical in their consumption of fuel—a not inconsiderable item in these days—and the fitting of large steel wheels and tires, both of which tend to economy of the latter, as well as
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ease in running of the chassis and a 'decrease in destructive vibration effects. As marketed in Great Britain, the ton • chassis is fitted with pneumatic tires and the remainder are shod with solids. The .4 and 2-ton models embody live axles ; the heavier machines are chain driven:
A Dividing Line Between Transmission Systems.
The White Co. is very firm in its opinion that a dividing line between the suitabilities of live axle and chain transmission is set by' the load capacity of the vehicle. For 3 tons and upwards, the chain is, in the opinion Of the company,
pre-eminent. It believes that this type of transmission affords greater .efficiency and more economy ; that it is better on bad roads, and when subject to, rough treatment, owing to its greater flexibility ; that it has a; greater capacity for sudden overloads, as when endeavouring to emerge from a hole or from sandy ground ; that it tends to more economical tire wear because of the fact that there is less unsprung axle -weight.
The Two-ton Chassis Not Altogether New.
The heavier models have from time to time been .described in this journal as occasion demanded.
Our immediate concern is with the 2 twiner, which in its present form is practically a new model. It is really an enlarged and modified form of the 30 cwt. machine which appeared in this country some three or four years ago, being the same chassis .in outline, but strengthened here and there as.required to allow for increased stress eaused by the greater imposed weight. Particular attention, we gather, has been devoted to the design of the rear axle, which is considerably improved. A characteristic of the chassis, viewed as a tvhole, is the compactness of its various units. Other matters which annear to have received attention to a more than ordinary degree are those of accessibility and of protection of the exposed details from incursions of dirt and moisture.
Engine: Half-compression Gear.
. As remarked above, the engine is of the small high-speed type. It develops 30 h.p., and is a. fourcylinder, of bore and stroke 31 in. by 51in. The valves are all disposed along one side, being Operated by a single camshaft ; the usual quick detachable plates enclose the valve-stems, springs, and tappets. An uriusual feature, standard, however, on White eha.ssis, is the provision of a half compression release for easy starting. In normal times, one might be disposed to remark that with
an engine of the size named, this was almost a superfluity ; at present, however, with so many, of the weaker sex driving, the possession of a fitting of this kind is an argument for the more favourable consideration of the chassis.
Carburetter. Radiator.
The carburetter fitted is a special instrument made by the White Co. It is fitted with hot air intake. The ignition is by high-tension magneto, and the cooling is by pump-circulated water, which is passed through a radiator of the honeycomb type. One el the objections to this type of radiator, that it is liable to derangement owing to shock and vibration? is obviated on the White chassis by the unusual suspension of this component. It is carried, as our illustration shows, by two spring and oil-fed dashpots, which are eliminators of destructive jars and shocks. The:lubrication employed on the engine is a
combination, of forced feed and splash, specially arranged, so that if either fails, the other will suffice to lubricate the engine for a considerable distance.
Disc-clutch Gearbox.
The clutch is of the disc type, a steel plate, connected by universal joints to the gearbox main shaft, being gripped between two rings of Ferodo, which are themselves driven by the engine flywheel. The operation of this clutch is by an ingenious arrangement of toggles, and a very fine adjustment is possible by simple means. The compact and accessible gearbox provides four speeds and re
verse ; it should be mentioned that the fourth speed is an indirect one, the third being the direct drive.
Semi-floating Rear Axle.
From gearbox to rear axle, the transmission is by a double-jointed propeller shaft, the rear of which is squared, and slides in a corresponding-shaped hole in the boss Of the universal joint. The " final drive" is by means, first, of a pair of single helical spur gears, then by bevel and crown wheel, the latter driving the differential gear, and through it, the two live axle shafts. The axle casing is of cast steel, and transmits the power thrust through a pair of ballheaded radius rods, one under each member of the chassis frame. Brackets are cast on the axle case to take the rear springs, which, therefore, take the driving torque. Thes ! axles are of what is called the semi-floating type, the driving axles being fastened to the road wheels and taken on bearings in the end of the axle casing.