Promotion for the Chieftain
Page 57
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Albion Chieftain range extended by new Super Six models with Leyland 0.370 six-cylinder engines and air-hydraulic brakes: gross weight uprated.
By John F. Moon, A.M.I.R.T.E.
THE announcement today of a comprehensive new range of seven Chieftain 7-ton, forward-control, goods chassis to supplement the existing Chieftain vehicles being manufactured by Albion Motors, Ltd., Scotstoun, Glasgow, could well herald the end of a long line of Albionbuilt four-cylinder diesel engines. Although the E.t.I.335 four-cylinder diesel (94 b.h.p. net) will continue to be used in Chieftain CH3A models, it seems likely that the call for the new Chieftain Super Six CH13 range will be such as to reduce the demand for the lighter and less powerful models which have been in production in their present form since November, 1959.
However, for the time being there are to be two Chieftain ranges—the standard CH3A series, with a solo weight rating of 10 tons 15 cwt. and a train weight rating of 17 tons 18 cwt., and the Chieftain Super Six CH13 series, with a solo weight' rating of 11 tons 2 cwt, and a gross train rating also of 17 tons 18 cwt. This solo weight rating, it is interesting to note, is 18 cwt. greater than that of the original 1958 CH3 chassis.
There are seven models in the new range, the chassis-cab prices of which lie between £1,820 and £1,844, except for the tractive-unit model, which is listed at £1,880. In round figures. these prices are about £200 above those of the Chieftain CH3A types, but for this extra money the purchaser gets a more powerful engine, air-assisted hydraulic braking, a stronger chassis frame, and more robust front and rear axles.
In place of the Albion EN,335 engine used in the CH3A models, the Chieftain Super Six series has the Leyland 0.370 Power-Plus six-cylinder engine, the net ratings of which are 106 b.h.p_ at 2,200 r.p.m. and 272 lb.-ft. torque at 1,600 r.p.m. These figures compare very favourably with the EN.335's ratings of 94 b.h.p. at 2,200 r.p.m. and 252 lb.-ft. torque at 1,400 r.p.m. The 0.370 -is normally governed to 2,400 r.p.m., at which speed the net output is 110 b.h.p., but for this Albion \ application the fuel pump (which is a C.A.V. unit as opposed to the Simms equipment employed on this engine when used in Leyland chassis) has been cut back to restrict the speed to 2,200 r.p.m. in the interests of economy and quietness.
The C.A.V. pump has a mechanical governor and diaphragmtype lift pump and there is a C.A.V. FS bowlless. paper-element main filter on the front of the engine cylinder head. A large felt-element primary filter is adjacent to the 25-gal. fuel tank. A new type of C.A.V. generator is employed, this being a GL45 fully sealed, surface-cooled model with a body diameter of 4.5 in. and a maximum output of 15 amp. at 24 v. The cuttingin speed is 1,150 r.p.m. -and peak output is obtained at 1,550 r.p.m. An oil-bath air cleaner is employed, and the lubricating-oil filter is of the cloth-element, full-flow type.
Unlike the EN.335 engine, which has a 13-in, clutch, the 0.370 has a 14-in, clutch with external hydraulic slave cylinder. The frictional area of this clutch is 182 sq. in. The gearbox is the standard Albion five-speed constant-mesh unit, available with an optional sixth overdrive ratio.
Singleor two-piece propeller shafts with Hardy Spicer 1510. needle-roller-bearing universal joints are employed, and the standard rear axle follows the normal current Albion practice in that it is a double reduction unit, with 4-to-1 spiral-bevel primary gearing and hub-mounted epicyclic gears to bring the overall reduction of the standard axle to 6.25 to I. Alternative ratios are 5.555 and 6.933 to l, tractive units having a 7.712-to-I axle as standard.
Although the gearing is the same as that of the CH3A's axle, the case itself is stronger, the diameter of the axle body at the spring seats being 5 in. This has permitted the axle rating to be increased from 7 tons to 8 tons. Similarly, the front axle has a heavier beam than the axle used in the CE-13, and the rating is 4 tons compared with 3.5 tons.
The suspensions of the two series of chassis are almost identical, consisting of semi-elliptic springs at front and rear. The front springs are 3 in. wide by 4 ft. 6 in, long, whilst the rears are 3.5 in. wide and the same length. The CHI3's front springs, however, consist of 10 0.4375-in.-thick leaves, and so have a higher rate than the CH3A's 12 0.375-in.-leaf springs. Helper springs are standard on tippers and tractive units, and telescopic dampers are fitted to the front axles of all models.
Girling two-leading-shoe hydraulic brakes have been adopted, the system being powered by a Westinghouse diaphragm-type air-pressure actuator, CH3A models having slightly smaller brakes and a Hydrovac vacuum servo. The brakes, of the latest design, are 15.25 in, in diameter, the front linings being 4.25 in. wide and the rears 6.0 in. wide, giving a total frictional area of 615 sq, in.—an increase of 121 sq. in. over the original model, Drum and back-plate stiffness have also been increased. Power for the air-pressure system is provided by a Tu-Flo, 7-cu.-ft., air-cooled compressor working at a maximum pressure of 110 p.s.i. The actuator has a 30-sq.-in.
diaphragm, and the master-cylinder bore is 1.5 in. A maximum hydraulic line pressure of 1,650 p.s.i. can be obtained for a pedal effort of 98 lb.
Although the bolted chassis-frame assembly is basically the same as that of the CH3A models, all the Chieftain Super Sixes, except the CH13TR tractive unit, have fully flitched side members, with inverted-L flitch plates. These flitch plates are 0.21875 in. thick, the main side member section being 8.3125 in. x 2.5 in. x 0.21875 in. The' extend from the rear cab mountings to the extreme end of the chassis frame in all cases.
Another important chassis change concerns the steering. Whereas the CH3As have a cam and double roller gear with a constant ratio of 24.7 : 1, the CH13 models have Burman recirculating-ball equipment, the ratio of which 'varies from 25.5 : 1 in the central position to 36.5 : I on full lock.
Haulage models in the new range are as follows: the CH13N, which has a wheelbase of 10 ft. 3 in. and a dry chassis-cab weight of 65.25 cwt.; the 6H13L, with a wheelbase of 12 ft. and dry chassis-cab weight of 67.5 cwt.; and the CH13XL, with 13 ft. 6 in. wheelbase and 6835 cwt. dry chassis-cab weight. Tipper models are the CH13T, with wheelbase of 8 ft. 6 in. and dry chassis-cab weight of 64.75 cwt.; the CH13NT 10-ft. 3-in.-wheelbase model, the dry chassis-cab weight of which is 65 cwt., and the CH13LT, with 12-ft. wheelbase and dry chassis-cab weight of 66.25 cwt. The seventh model is the CH13TR 8-ft.-wheelbase tractive unit, the chassis-cab weight of which is 63.5 cwt.