IMPROVING A POPULAR PASSENGER CHASSIS.
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Details of the Latest Lancia, which has been Redesigned Still Better to Meet the Requirements of British Users.
WE have recently been afforded an opportunity for examining the latest Lancia passenger chassis, which is known as the third series of the Pentaiota model, and which is of particular interest in that it embodies many new features which the English concessionnaire, the Curtis Automobile Co., Ltd., Curtis Buildings, Park Royal, London, N.W.10, considered would make the chassis even more popular than it is at present, and that is saying a good deal because it is already a chassis much used in this country for passenger work, and particularly in difficult country such as Cornwall.
As the most important alterations are in the dimensions, we will refer to these first. The wheelbase, for example, is now 15 ft. 6 ins, instead of 14 ft. 2 ins., and the distance from the dash to the end of the frame is 18 ft. 6 ins., against 15 ft. 71 ins., thus greatly increasing the load capacity, so that as a coach it can carry from 26 to 28 people as compared with 24 in the previous model, and as a bus up to 29 persons against
26. The overall length is 22 ft. llft ; the track, 5 ft. 7* ins. front, 5 ft. 11 ins. rear ; and the overall width, 6 ft. 3 ins. As regards the frame level, this is 2 ft. ins, from the ground unladen, whilst the turning circle is 49 ft. 2i ins., and the chassis weight 2 tons 10 cwt. with equipment.
So far as the actual &Sign is concerned, certain modifications have been made in engine details, as, for instance, in'the water pump, the glands of which have been redesigned as a result of experience with the pump on the previous model. The electrical equipment is now of Bosch make, the dynamo being driven in line with the pump at the inner side, whilst the magneto is driven by a crossshaft at the front through the medium
of a special coupling which provides an automatic advance for the ignition. The Bosch dynamo is of the constant-voltage type, and there are two batteries, each mounted in such a manner in the frame that it can be moved to different positions to suit the coachwork.
A neat fitting is a special tap leading front the water jacket of the cylinders. By this the level of the water can be lowered below the head, which can then be removed without it being necessary completely to empty the radiator. If necessary, and, of course, at extra cost, a Bosch starter motor can be fitted, provision already being made for it. The old wood fan of the pro
peller type has been replaced by a two-bladed example in cast aluminium. Likewise, the radiator is of an entirely new pattern which, whilst retaining the pleasing features of the previous model, is improved by so arranging the gilledtube centre block that the sides of the outer casing do not now have to retain the water.
Carburation is effected by a Zenith instrument of the triple-diffuser pattern with a corrector on the dash. There is a new type of clutch with a single dry plate, and an unusual feature of the transmission brake drum is that this is now made of steel with a cast-iron liner, the internal-expanding shoes being in cast aluminium faced with fabric friction material. Certain improvements have been made in the rear axle which tend to increase the already robust character of this unit.
One of the familiar features of the previous model was a long propeller shaft consisting of comparatively short
lengths of flanged tubing bolted together. This has been replaced by a two-piece shaft with a centre bearing. The shaft is Solid and has a splined plunger joint at the forward end. Underneath the rear of the frame is a carrier for a mire wheel and tyre. This is kept in position by a hinged arm held by a stout pin at its lower end, this pin being padlocked. The equipment now includes 7 wheels complete with 36-in. by 6-in. straight-sided Michelin tyres.
The frame is particularly strong, having flanges 3i ins, wide and channel cross-members, with flanges of the same width. The rear springs are pinned at the front end and shackled at the rear. They float on the axle beds, the axle being retained by the usual long, pressed-steel torque member which is bolted to the central casing, and has a ball-end mounted in a link supported from a cross-member.
Engine and gearbox form a unit, but the gearbox is connected to the crankcase by arms which leave the flywheel and clutch with its operating gear quite accessible. The engine has a three-bearing crankshaft and is in its main details similar to that used in the second series, but it appears to develop more Dower.
The front axle has been made particularly robust, as it takes the stress of the front-wheel brakes, and the front springs have two leaves above the main leaf. The brakes are cable-operated, compensation being afforded by pulleys. The pedal controls the transmission brakes and the front-wheel brakes.
Improvements have been effected in the position of the steering gear, which is now so light that the front wheels can easily be moved with the vehicle stationary, and this against the drag of the pneumatic tyres. One fitting which sometimes arouses curiosity is the comparatively large exhauster tank on the dash. This is a fitting of Lancia make which takes the place of the ordinary Autovae.
Fully forced lubrication is employed for the engine, and the oil pump is mounted externally, being driven from the rear end of the camshaft. A priming cock is provided. The rest of the chassis is lubricated on the Tecalemit grease-gun system. The instrument board carries an oil gauge, Le Nivex petrol gauge, speedometer, dash lamp and small switchboard. Incidentally, the speedometer is driven from the
gearbox. The petrol tank is carried at the rear of the vehicle, and the petrol filler has a flanged spout, the bolts of which can be taken out and the spout replaced by a flexible metallic connection.
Four speeds forward and a reverse are provided by the gearbox, which has a centrally situated lever. The hack axle is of the half-floating type with a spiral-bevel drive. Although the engine is a 30 h.p. by R.A.C. rating, having a bore of 110 mm. and a stroke of 130 mm., it actually develops 70 b.h.p. at 2;200 r.p.m.
To enable a large lock to be obtained the frame is slightly inswept at the dash. Special brackets are now provided for the mudguards. The steering connecting-rod is behind the front axle,_ and ball joints are used throughout the steering gear.
Incorperated in the fan pulley in the front of the engine is a centrifugal governor which cuts out at an engine speed of 2,200 r.p.m. on top gear, and the ease with which this speed is obtainable is remarkable. The governor is sealed, and on condition that it remains so the company issues the vehicle with a six months' guarantee. After this period the user can let the governor continue in service or dispense with it, as he pleases.