SPECIAL CHASSIS FOR AN OIL COMPANY.
Page 48
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Brief Details of a New W. and G. 2i-ton Model, a Number of Which was Recently Supplied to the Anglo American Oil Co., Ltd.
A LTHOUGH W. and G. du Cros, .tX.Ltd., The Vale, Acton, London, W.3, is producing a large number of passenger vehicles and is busy on the construction of the special W. and G. M.A.B.-type ambulance chassis, the goods-carrying side is by no means being neglected, as is emphasized by the chassis which we illustrate on this page. This is a new 21-ton model, a number of examples of which has been supplied to the Anglo-American Oil Co., Ltd.
Jt is of very strong construction whilst not being unduly heavy. The leading dimensions are : wheelbase, 11 ft. 3i ins.; track (front), 5 ft., (rear), 5 ft. 3 ins.; overall length, 17 ft. 6 ins.; dash to -end of frame, 13 ft. 5 ins.; frame overhang, 4 ft.
61 ; frame width at the back, 3 ft. 4 ins.; height to top of frame (unloaded), 2 ft. 10 ins.
The engine is a four-cylindered monobloc of 100 mm. Bore and 140 ram. stroke developing 38 b.h.p. at 1,000 r.p.m., although the R.A.C. rating is only 28 h.p. The crankshaft has three bearings, and the valve gear is all enclosed. Ignition is effected by a h.t magneto of British manufacture, and lubrication by a pump which forces oil to the main and big-end bearings and through a pressure gauge on the dash. The cooling is arranged on a
n30 combined principle, there being a centrifugal circulating pump, but the pipes are of such a size as to ensure an adequate flow of water by therino-siphonic action if the pump should fail.
The radiator is of the built-up cast-aluminium type with a particularly large filler. Behind it is mounted an 18-in. fan.
A ferodo-faced cone clutch conveys the power to a gearbox forming a separate unit and having a box cast in one piece, thus making for rigidity and absence of vibration.
It provides four forward speeds and a reverse, and the usual type of gate-change lever is carried at the right of the driver. The propeller shaft is open. It is a large-diameter tube fitted with Hardy-Spicer universal joints of the all-metal pattern. The final drive is by overhead worm with a ratio of 8 to 1. The axle is, of course, fully floating and the differential shafts can be withdrawn without dismantling the wheels or jacking up the axle, this applying also to the worm and differential gearing.
The casing of the axle is of the pot type, and the road wheels, both front and rear, are mounted on roller bearings. They are of the steel-disc type and are interchangeable with standard wheels which can take pneumatic tyres, although the tyres actually fitted on the vehicle illustrated are 100 mm. for 720 mm. rims.
Both the hand and foot brakes are of the internal-expanding type and operate direct on the rear-wheel drums, the shoes being mounted side by side. They are faced with Ferodo.
A worm and nut are employed in the steering gear, which has a most substantial drop arm, and a balljointed connecting-rod carried di front of the axle.
High-tensile steel is employed for the frame, the side members of which are of pressed channel section with cast-steel dumb-irons let into the front, and stout tubular crossmembers. The flanges of the channels fade outwards so that individual cross-members can be fitted without dismantling the whole frame, as so often has to be done when the channels are turned in the other direction. An underslung subframe, also of channel steel, serves to carry both the engine and the gearbox. To avoid twisting stresses being thrown on to the radiator side brackets, the bolts holding these to the frame are equipped with stout compression springs, and flexible cushions are interposed between the radiator and the frame proper.