TWO, NEW A.E.C. PASSENGER CHASSIS.
Page 42
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Constructed to Meet the Anticipated Requirements of Coach and Bus Owners when the Projected Official Regulations are Issued.
WE have already referred to the fact that intelligent anticipation foreshadows, in the new regulations to be issued by the Minister of Transport under the projected Motor Car Act, permission for pneumatic-tyred pablic-service vehicles weighing, without passengers, no more than 31. tons, to run at 20 miles per hour. The Associated Equipment Co., Ltd., in view of this fact, has consulted with owners of fleets of A.R.C. vehicles and has decided to produce two new models, to be known respectively as the "Renown" and the "Blenheim," which, whilst conforming with the new regulations and coining within the weight restriction, would carry the maximum number of passengers.
A vehicle to carry 30 passengers was ultimately decided upon, and in order to make the vehicle as mobile and as easilyhandled as possible, a large engine, 108 mm. bore and 140 mm. stroke, developing 3'7 b.h.p. at 1;000 r.p.m., has been fitted, and the driver placed by the side of the ,engine to allow the maximum seating capacity in the shortest possible overall length. The latter remark applies to the special bus chassis known as the Renown but, realizing that the forward driver's position would not cater for all requirements, an alternative chassis is also being produced, known as the Blenheim, in which the driver is seated behind the dashboard in the conventional position. This latter vehicle will carry a 26-seater omnibus body, or, alternatively, a 22-seater luxurious char-a-bancs body.
Both vehicles have been designed to run on pneumatic tyres, 36-in. by 6-in. straight-sided Dunlops being standard equipment, single tyres on the front wheels and twins on the rear, all being fitted to detachable disc wheels, a spare wheel and tyre being supplied with every chassis.
The design of the engine is based on the type fitted to the leG.O.C.'s NS-type chassis, and all the engine details have been thoroughly tested out for some years. The cylinders are cast in pairs with valves (in silico-chrome steel) on one side, the camshaft being chain-driven ; the heavy three-bearing crankshaft is carried in white-metal-lined bronze-backed bearings. Pump-and-trough lubrication is standard, with adjustable level for the oil troughs and four-ring aluminium pistons are used. Gudgeon pies are clamped in the rod and run direct in the aluminium pistons, a practice which has been followed by the A.E.C. on all their engines with every success for many years.
A four-speed gearbox is used for both types, equipped with case-hardened and ground gears on very short and stiff shafts mounted in a east-iron casing. Spicer-type universal joints are fitted to the rear cardan shaft, conveying the drive to the overhead worm-driven rear axle. The body of the axle is a one-piece drop-forging with an integral central basin carrying the worm housing. Road wheels run on taper roller bearings and carry very large brake drums. A brake is also carried at the rear of the gearbox, this being of the internalexpanding type. The drum is ribbed and provided with cooling vanes, which induce a draught through the brake.
• The vehicles can, if required, be fitted at a small extra cost with a tyre pump driven from a gearshaft.
Some of the principal dimensions of the Blenheim chassis are as follow :—
Wheelbase, 13 ft. 10 ins.; track. 5 ft. 1 in.; overall length, 22 ft. n ins.; height of frame from the ground, loaded, 2 ft. 6 ins.; body space, 17 ft. 2 ins.; rear axle to end of
frame, 5 ft. 2 ins.; chassis weight, 2 tons 6 cwt.; minimum ground clearance, including rear axle, 10 ins. The gearbox ratios are 5.05 to 1, 2.79 to 1, 1.70 to 1 and 1 to 1; the reverse has a ratio of 6.32 to 1. The petrol' tank has a capacity of 21 gallons and is carried longitudinally inside the frame members at the rear of the gearbox.
The -chief dimensions of the Renown chassis are :-Wheelbase, 14 ft. 6 ins.; track, 5 ft. 6 ins. ; overall length, 22 ft.; height of frame from the ground, loaded, 2 ft. 6 ins.; body space (not including driver's sent), 17 ft. 5 ins, ; rear axle to end of frame 5 ft. 3 ins ; chassis weight, 2 tons 7 cwt.; ground clearance, except under rear axle, 11 ins.; rear axle ground clearance, 10 ins.' with new tyres. ;
The weight of these chassis, which have been specially designed to run on pneumatic tyres, leaves ample margin for fitting a substantially built body, without exceeding the un-. laden weight of 3 tons 13 cwt. If these vehicles are fitted with 953 mm. by 155 ram. beaded-edge tyres, instead of 36-in. by 6-in, straight-sided tyres, the chassis weights are 2 cwt. less than the above figures. , We are informed that the company prefer to quote prices in answer to inquiries.
In their methods of production the Associated Equipment Co. aim particularly at simplicity and accessibility, all units being as simple as possible and easy to dismantle; all likely stresses are carefully calculated, whilst their long experience enables them to provide the most economical and 'suitable sections and material with the assurance that the produc Opel will stand up to their job. '
Wherever possible stampings and pressings are used, to the exclusion of castings. There is an entire absence of mild steel in A.E.C. chassis, parts usually made in mild steel being actually made in 35-40-ton medium carbon steel, brake rods being made from 3i per cent, nickel steel, gears in 100-ton nickel-chrome steel, gearshafts and cardan shafts in 60-ton nickel steel, and rear-axle shafts in 100-ton airhardening nickel-chrome steel; frame members, again, are in nickel steel. All materials are purchased to a definite and close chemical and physical specification, and rejected if outside the company's limits, an extremely well-equipped laboratory aiding in this supervision of supplies.
A high degree of interchangeability is aimed at, for no series of vehicles is put into production until all jigs_ and tools are ready