ALBIONS CATER FOR THE 5-TON LOAD.
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Fuller Particulars of the New Model, Which, on an 11-ft. Wheelbase, Gives a Body Space of 14 ft. 9 ins.
IN our issue for February 28th last we briefly announced the fact that the Albion range of chassis had been increased by the modification of the 4-ton model so that it
• should be capable of dealing with 5-ton loads. Further • particulars of the chassis are available now that it has passed its final tests and is in full production.
The difficulty about the conventional 5-tanner is that the high-load capacity involves a large and possibly unwieldy 'machine—that is, if reasonable body space be given. The
considerably handicapped. It will be seen that a body of normal length has been accommodated on a chassis 4 ft. or 5 ft. shorter than the average 5-tonner and baying a turning circle of 12 ft. to 15 ft. smaller than is generally found
on bonnet-type models with the driver behind the dash. The _Albion 5-tonner is essentially designed as an overtype model, and is not in any way an adaptation of a bonnet-type machine. It has therefore been possible to arrange for a very high degree of accessibility. The engine has a bore and stroke of 41 ins. by 5-i ins., giving a Treasury rating of 34 h.p. Sixty h.p. is developed at 1,400 r.p.m. The layout is neat, the cylinders being a monobloc casting, whilst the cylinder head is in two parts, which are interchangeable. The valves are of the side-by-side type, the adjustable tappets being enclosed by a detachable cover. The magneto, which is fitted with an impulse starter, is located on the near side of the engine, at right angles to the crankshaft, thus bringing the contact breaker into a very accessible position. The 20-gallon petrol tank is outrigged from the nearside frame-member,, and the fuel is fed to the carburetter by an AutoVac.
The fan is carried on a bracket bolted to the engine casing, and the rear of the radiator is cowled to increase the efficiency of the fan, which is driven by a Whittle belt, the tension of which can be adjusted by 'a movable flange on the fan pulley. A thermostat mounted at the top tank of the radiator controls the circulation of the water. The pump is driven from the same crossshaft as the magneto, whilst the radiator is ex
ceptionally large and is of the gilled-tube type. The dutch is of a single disc and is very light in action. The exceptionally sturdy gearbox provides four speeds forward and reverse, all the shafts being carried on ball or roller bearings. The control levers are on the driver's right hand.
The front axle is a single forging with taper roller bearings supporting the pivot pins. The rear-axle body is a very strong and rigid single forging, the final drive by overhead worm. The foot brake is of the externalexpanding type, operating on drums fitted to the rear wheels. In view of the heavy loads carried by this chassis Dewandre vacuum servo gear is employed as standard. The brake drums are 19 ins, diameter by 5 ins. wide on the aolfdtyied model, and 17 ins, diameter by 6 ins, wide on the pneumatie-tyred model. The hand brake is of the externalcontracting type acting on a drum 12 ins, diameter by 5 ins. wide immediately behind the gearbox. The steering gear is mounted on the extreme front end of the chassis, and the short drag link, which runs back to the front axle, is practically parallel to the front half of the off-side spring, so that the steering is unaffected when the vehicle is running on rough roads. The pressed-steel frame, with its pressed and tubular cross-members, is of exceptionally strong construction, and it is noticeable that nuts and bolts are used throughout.
Two alternative tyre equipments are offered, these being 140 mm. solid tyres, singles on front, twin on rear. for 850 mm. fitting, and 36-in. by 8-in, pneumatics, singles front, twin on rear wheels. An unusual feature is that the caststeel wheels on which the solid tyres are mounted are detachable, as are also the brake drums, so that the brakes can be relined without disturbing the hub bearings in any way. This feature is particularly valuable, as the wheels are all mounted on taper roller bearings, the adjustment of which naturally calls for some skill.
The ground clearance is 13 ins. on the solid-tyred model and 104 ins, in the case of the vehicle 'mounted on pneumatics. Following the usual Albion practice, a mileage recorder driven from the gearbox is fitted as standard. The equipment is very complete, the pneumatic-tyred model including a .spare wheel fitted with 36-in. by 8-in. tyre and tube mechanical tyre pump, and a spare-wheel carrier, whit is underslung at the rear end of the frame. Provision is made.on this chassis for fitting either a three or five-lamp electric-lighting set, and a facing is machined on the engine
for the attachment of an electric starter. The electric equipment is, of course, extra to the normal chassis price.
The accessibility of this machine is remarkable. The engine is rendered quite as accessible as on a normal bonnettype machine by the careful disposition of those parts which require periodical adjustment. The carburetter, magneto, valve gear and the dynamo and electric starter, when these two latter components are specified, are all arranged on the near side, so that the brake and clutch controls, steering gear, etc., do not in any way interfere with adjustment. The metal shield covering the engine projects above the footboards of the cab, but can be completely removed in one minute. The -gearbox is behind the cab, and can easily be got at through a trap-door in the platform. When occasion arises for removing the engine for overhaul, the specially designed Albion cab can be taken off in seven minutes, it being unnecessary to detach even the radiator in carrying out this operation. The machine is a very interesting addition to the Albion range.