TWO INTERESTING CONTINENTAL CHASSIS.
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Re-designed Berliet Models of 15-cwt. and 30-cwt. Capacity. Remarkably Complete Electrical Equipment.
nNE OF the oldest and largest of N../French mator-vehicle manufacturing
concerns is that of Automobiles M. Bernet, whose London offices are situated at 40, .Sa.ckville Street, W. This concern produces a number of commercial chassis, amongst which the most popular in this country have proved to be those of 15-cwt. and 30-cwt. capacity. The design of these vehicles has recently been modified, the most important change being that four speeds are now provided in place of the three formerly
In many respects the layout of the 15-cwt. and 30-cwt. chassis 1S the same._ The frame of each model is sturdily constructed 01 pressed-steel side and crossmembers. Long semi-elliptical springs are employed at the front and rear, and the general appearance of the-chassis is enhanced by a handsome radiator and a neat tapering bonnet. A good and prac tical point is the adoption of . the Tecalemit greasing system for chassis parts, such as spring shackle pins, steering-gear connections, etc. The petrol tank Is placed between the side members, at the rear end of the frame, sup• plies being drawn from this source by a.
vacuum, tank secured to the dash. Each vehicle isr`fittecl with an exceptionally complete electrical equipment. A switch, placed on the instrument board, controls headlariips, side lamps,
tail' lamp and a. dashboard lamp. ln addition, there is an electrical horn operated by a button placed on the steering column, and a "Nnrth-east " startergenerator is driven by silent chain from the engine crankshaft.
The dash is a stiff steel pressing, to which the instrument board is attached by means'of brackets. In addition to the electrical instruments, the board carries a speedometer, driven from the gearbox, an oil gauge, and an ignition switch provided with a Yale lock. The steering column carries the usual ignition and throttle 'control levers, and is braced at two points. The steering gear is of . the orthodox type, operated by a worm and sector in the smaller chassis, and a worm and wheel in the 30-cwt, vehicle.
Dished detachable steel wheels are fitted, equipped with pneumatic tyres, and a spare wheel and tyre are included in the equipment. The tighter chassis is carried on four tyres, whilst six are used for the 30-cwt. vehicle, the rear wheels being twined in this case. The engines differ only as regards cubic ,capacity, each being of the fourcylinder side-by-side-valve type with detachable head. The ratings are 15.9 h.p. and 20 h.p. respectively. Magneto ignition is employed, this unit being driven through the medium of a flexible disc. The fan is driven by a belt, and embodies an easy tensioning adjustment. On the smaller engine water is circulated by the thermo.siphon system, but on the larger there is a pump, driven in tandem with the magneto. The pump glands are very accessible, and, indeed, ease of access has obviously been considered throughout the chassis. On the off side of the engine there is a large oil-filling orifice, and a gauge which shows the level of the lubricant in the sump.
A separate exhaust manifold is bolted to the near side of the cylinder block, and a Zenith triple-diffuser carburetter is mounted at the off side. From this carburetter a control rod is taken to the instrument.board, where there is a lever -which enables one to alter the mixture strength for starting and running. In addition, an unusually weak mixture can be obtained for use when the lorry is running light. This is a practical .eatare, which should result in easy starting, and reduced petrol consumption. In each chassis power is transmitted through a multiple-disc clutch to a unitconstructed four-speed gearbox. Both the gear lever and the hand-brake lever are centrally placed. The selector gear is all mounted on the gearbox cover, as that it can readily be removed and ad justed. The gear lever is loaded by means of a spring in such a way that when placed in neutral it automatically locates itself opposite the first and second gear positions. A slight effort is required to move it over to one side for third and fourth speeds, or to the other for reverse.
On the 15-cwt. chassis a torque tube is provided, enclosing the propeller shaft, and the final drive consists of spiral bevels. Here there is a point of difference, as, on the 30-cwt, chassis, an open propeller shaft with two fabric joints is B30 used, and the built-up back axle encases a worm-and-wheel final drive.
The layout of the braking system is almost exactly the same in each chassis. There is a large transmission brake, mounted behind the gearbox, and operated by pedal, the rods running between the two being taken through the gearbox. A fine adjustment is provided on the pedal, consisting of two collars, the serrations of which mesh together. The hand lever is connected by means of a pull rod to a whipple-tree, from which rods are taken to each pair of internal-expanding rear-wheel brake shoes. We were able to ascertain some of the qualities of the 30-cwt. chassis on the road in the course of a short test run, although the efficiency of the suspension could not very well be judged because no load was carried. The vehicle proved to be very handy in traffic, partly owing to the excellent acceleration of the engine, and partly because it is possible to throttle down to a very slow speed without changing gear. The chassis proved capable of reaching 35 m.p.h. with ease, and the throttle was not then fully opened by any means, so that we should imagine that, even with a full load, a speed of 40 m.p.h. could be attained on the level whea desired, which is certainly ample for a commercial-vehicle chassis of any type.
These chassis can be fitted with either a van or char-N-bancs body, and are particularly suitable for rapid delivery work. The prices are: for the 15-cwt. chassis £260, and for the 30-35-cwt. chassis £350. Leadina• dimensions are as follow :—Overall, 13 ft. 11 ins. by 5 ft. 6 ins. and 16 ft. 8 ins. by 6 ft.; wheelbase, 10 ft. 3 ins. and 11 ft. Si ins.; tare weight, 181 cwt. and 27 cwt.