Scammell.

22nd November 1927, Page 166

22nd November 1927

Page 166

Page 166, 22nd November 1927 — Scammell.

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FULL range of Scammell products L is shown on this stand, including a i00-gallon frameless milk tanker and rigid six-wheeler, both vehicles being mparatively new products of the con

rn. An entirely new machine of eat interest also exhibited is the new Oht-wheeled lorry for loads of 15 to tons.

The milk tanker has been evolved in der to avoid the use of cans, such as e common in railway transport. It is e of the first of•its•type, and incor,ratea many ingenibus" constructional atures. The chassis and power unit e, roughly, similar to the standard !arnmell product, but the carrier is of special frameless type and comprises welded-steel tank, stiffened by circumrential rings bolted direct to the ratable at the front and to the rrier-axle spring slides at the rear. he tank is glass-lined and is fitted ith a speCial manhole and anti-foam ling pipe.

The power unit of the 15-ton eightheeler hoe many important improvecuts over previous types. In the first ace, the engine has a somewhat higher impression ratio, and is fitted -with peeialloid pistons. A Claudeillobson Lrburetter and manifold, in which the anifold itself has three choke tubes— le in the howl above the carburetter

one in each branch of the pipe— nubble fo provide excellent acceleraon at all thnottle openings. Oven. 70 h.p. is given off on the brake.

By virtue of an automatic advance worporated in the magneto, together ith improved carburation, the performace on the road in the hands of an tinsailed driver is now claimed to be otter than could be obtained with pre vious Scammell engines in the bands of an expert.

The gearbox of the motive unit is of the four-speed type and is operated by central change. All the shafts are very large in diameter and are accurately ground, which results in the gearbox being very quiet in operation. The countershaft is of the same design as the standard Scammell engine, but the driving axle is larger and is cambered slightly to give even contact between the tyres and the road.

The carrier represents an entirely new departure. In place of the single carrier previously used there are two short axles arranged in line, each axle carrying two wheels on Timken roller bearings, whilst in between the wheels

broad leaf-springs are arranged, which pass under the axle. Each, spring is pin-jointed at the front end, with a slipper at the rear end. The connection of the springs to the brackets and frame pillars embodies additional longitudinal pin joints, so arranged that each axle can pivot about a longitudinal axis: thus all four tyres always have an even distribution of load and can at all times accurately follow the road camber. The, springs are pivoted to cast-steel brackets and are tied together by large tubes. The arrangement results in the dynamic effect of road shock by any one wheel being reduced to approximately one-quarter of the total load, due to the equalising action of the axle pivot.

For the rigid six-wheeler a very fine cross-country performance is claimed, combined with a low necessary power required to drive the vehicle over rough

country. This is largely due to the particularly free articulation provided by the pivoted front axle and the patented rear-axle assembly. The machine as shown has a four-speed gearbox, but for specially arduous conditions a five-speed gearbox can be provided in which all the gears are operated by a single lever moving in a gate. The five-speed machine has also a pedaloperated transmission brake, a hand lever operating the brakes to all tour wheels.

To give some idea of the road performance of the rigid six-wheeler, it is claimed that a gradient of 1 in 21 can be climbed and descended with perfect safety under a full load, whilst the vehicle is stated to be capable of pulling a trailer with an additiotial 4-ton load under all but the -most arduous conditions.

Scammell.

Page 166

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