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NEW FODEN
Page 80
Page 81
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oitengined
SIX-TONNER
Following Success with Gardnerengined Vehicles for Maximum Legal Loads, Fodens, Ltd., Produces a Lighter Four-cylinder Type
IN addition to its oil-engined fourwheeled and six-wheeled lorries for maximum legal loads, Fodens, Ltd., Bandbach, Cheshire, announces a new 6-tanner. This is planned on the lines of the larger machines and, like them, Incorporates an engine of Gardner make. It is a thoroughly robust job, yet at the same time it is definitely light in weight ; the vehicle turns the scales at 3 tons 19 cwt.
Actually there are two models, one, the standard type, with a wheelbase of 12 ft. 8 ins and the other—intended for tipping bodies—with a wheelbase of 10 ft. 6 ins. The wheel-track dimensions are identical, being 6 ft. 2 ins, at the front and 5 ft. 5-1 ins, at the rear. Conforming to Ministry of Transport regulations as regards overhang, the overall length of the larger model works out at 22 ft., the tipper measuring 18 ft. 10 ins, from front to rear. The widths are the same, measuring 7 ft. 4 ins, at the widest point. The Centre of the arched roof of the cab is 7 ft. 9 ins, from the ground, With a carrying capacity rated at 4 tons to 6 tons the body measures 15 ft. iii length in the case of the standard model and 11 ft. in the tipper.
The frame is built up of pressed channel-sectioned side-members with several well-spaced cross-ties which are gusseted and braced together. The top of the frame stands 2 ft. 8 ins, above the ground, giving a loading height to the platform of 3 ft. 7 ins, for the standard model and 3 ft. 11 ins. for the tipper.
The chassis has semi-elliptic springs fore and aft, the rear springs being underslung beneath die axle casing. The front axle, by the way, is an la-section steel forging with the stub axles mounted on roller bearings. The caststeel wheels are shod with 34-in. by 7-in. pneumatic straight-sided, high-pressure tyres, twin wheels being provided at the rear. A spare rim and tyre are included and are fixed on a carrier under the chassis. If desired; 36-in. by 8-in. tyres can be fitted at an extra charge.
The unit is the well-known Gardner 4LW direct-injection engine having four cylinders of 41 ins, bore which, with a 6-in, piston stroke, gives a piston-swept volume of 5.6 litres, It develops 65 b.h.p. •at 1,550 r.p.ra. and has a compression ratio of 13 to 1. Although most readers of The. Commercial Motor are familiar with this Gardner unit, we will give a broad outline of the construction.
In the first place it should be mentioned that the engine is capable of being started from cold without the use of heaters. It has a five-bearing crank
shaft, all the journals for which are fed with oil from a submerged pump, the big-end bearings of the connecting •rods receiving their supply through drilled passages in the crankshaft itself. An Auto-Klean filter forms part of the installation whilst in addition there is a submerged filter in the sump.
Overhead valves are operated by push rods and rockers from a camshaft Loused in the crankcase, the valves themselves being contained in detachable cylinder heads. A claim made by the maker is that the simple design of atomizer, whilst being efficient, allows of dismantling and reassembly by unskilled labour. It is also worth recording that the removal of an atomizer does not entail breaking .ft water joint. Cooling is assisted by a iilIed-tube radiator and a pump. Three-point sus
pension for the power-unit is obtained by utilizing a sub-frame.
A single-plate clutch faced with friction fabric in the normal way, transmits the power to a four-speed gearbox. This unit is compact and robust, with sensibly sized main and lay shafts, the selector mechanism being typical of the maker in the sense that it iv built to withstand prolonged hard usage. The pinions are made of high-grade steel with hardened and ground teeth so that
they should he able to cope with the heavy loads at relatively low speeds to which the transmission of oil-engined
vehicles is usually subjected. When fitted with 34-in. by 7-in. tyre equipment and a rear axle of 4.8-to-1 ratio, the equivalent road speeds at 1,550 engine r.p.m. on the four gears are 5.06 m.p.h., 11.1 m.p.h., 19.7 m.p.h. and 34.2 m.p.h. With the larger optional tyre equipment the speeds are, of course, slightly higher. • An open propeller shaft couples up the gearbox and a worm-and-wheel rear axle, the half shafts being of the fully floating type, whilst the casing is a onepiece forging. It is interesting to note that the worm and worm wheel are fixed in cast-steel casings with roller bearings throughout.
Both the pedal and hand lever apply internal-expanding shoes in drums attached to all four wheels. The shoes are exceptionally wide and the total friction surface is ample for the vehicle. Bendix servo shoos give a light pedal action. Two fuel tanks are supplied. one of 25 gallons capacity being fixed on the off side of the chassis whilst a smaller service tank is fitted inside the driver's cab and is fed by a pump. There are two filters in the pipe line between the fuel tank and the injection pump.
In the tipping chassis arrangements have been made for either hydraulic or screw-operating gear to be supplied, the maximum angle of tip being in the region of 50 degrees.
A generous equipment is included. A mechanically operated tyre pump is driven from the gearbox, and the electrical gear includes a 12-volt lighting set comprising a dynamo, switchboard, batteries, head, side, tail and inspection plug-in lamps.