Two New Sturdy Lightweight Reo Chassis
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I NTRODUCED at the Scottish Show last month, two new chassis—one a 21-tonner and the other a 31-tcmnerhave been placed on the British market by Reo Motors (Britain), Ltd., Beavor Lane, Hammersmith, London, W.6. Each type is available in three lengths of wheelbase. The chassis are built to provide maximum efficiency and long life at the advertised pay-loads, but it is interesting to note that the guarantee remains valid for loads up to 50 per cent. in excess of the base capacity, provided that the body does not exceed the stipulated weight allowance and the vehicle is not running under specially arduous conditions.
Both the new chassis are available with forward control, at extra cost, and an accompanying illustration shows the driver's cab of a model converted • to this form of control.
In each case the power unit is the Reo Gold Crown six-cylindered petrol type. The smaller chassis has an engine of 230 cubic ins, piston displacement with a bore and stroke of 31 ins. and 5 ins. respectively ; the power output is 68 b.h.p. at 2,800 r.p.m. Side valves are employed, and the mixture n16 is fed to the cylinders through a downdraught carburetter fitted with a large air cleaner. The massive counterbalanced crankshaft is carried in seven bearings, and the crankcase is sturdily ribbed to assist in eliminating vibration.
The power unit for the larger chassis is of similar design and has a bore of ins, and a stroke of 5 ins., giving a swept volume of 268 cubic ins.; at 2,800 r.p.m. 75 b.h.p. is developed.
The clutch in both chassis is of the single-plate type, and the gearbox gives four forward speeds and a reverse. The gearboi has been redesigned on sturdier 'lines and now incorporates helical constant-mesh gears giving greater strength and more silent running.
On the short-wheelbase models the drive is transmitted by a single tubular propeller shaft, having two all-metal roller-bearing universal joints. On the long-wheelbase models a two-piece shaft transmits the drive to the rear axle, and three universal joints are fitted with a steady bearing between the sections of the shaft.
A newly designed rear axle, of the fully floating spiral-bevel type is used, a feature being the casing, which is of one-piece seamless steel construction. Tapered roller bearings are used throughout the axle and the driving pinion is straddle-mounted. The ratios provided are 5.83 to 1 on the longwheelbase models and 6.6 to 1 on the short-wheelbase machines.
The brakes are operated on the Lockheed hydraulic system, the pedal operating expanding shoes in drums on the four wheels. The effective area of
the friction surfaces is 246 sq. ins, on the 24--tonner and 289 sq. inson the 3ton model. The band brake takes effect on the rear wheels alone, through the mediumof cables.
The frames of both chassis have been redesigned to give increased strength, and the main members are of heavy section with wide flanges. 4 number of cross-members gives adequate bracing to the frame structure.
Long half-elliptic springs of silicamanganese steel are fitted, and the 34-ton chassis is equipped at the rear with helper springs.
The appearance of the chassis has been much improved by redesigning the radiator shell, bonnet and front wings. The vee-fronted radiator and high bonnet, together with the one-piece wings of smart design, enhance the appearance to a marked degree. Full equipment is provided, and the speedometer, ammeter, oil gauge and watertemperature gauge are embodied in a single instrument panel on the dash board, which is provided with indirect lighting.
The 24-ton chassis is available in wheelbase lengths of 11 ft. 7 ins., 13 ft. 10 ins., or 16 ft., and the 34-ton model with a wheelbase of 11 ft. 10 ins., 13 ft. 10 ins., or 16 ft. The weight of each chassis, including the long-wheelbase 3i-tonner, is well under three tons, and the smaller machine, with body, weighs under 2.4 tons and thus falls into the £30-tax and 30 m.p.h. speedlimit class,