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A NEW SIX-CYLINDER PASSENGER CHASSIS.

3rd November 1925
Page 48
Page 48, 3rd November 1925 — A NEW SIX-CYLINDER PASSENGER CHASSIS.
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The Latest Guy Production, Suitable for a 32-seater Bus or Coach, has, as its Power Unit, a Knight Sleeve-valve Engine.

ACONCERN which has always aimed to be in the forefront of commercial-vehicle design, which has introduced advanced ideas in each one of its models and has certainly shown original thought in the matter is Guy Motors, Ltd., of Wolverhabmton. Thus it is now among the very first to adopt, for commercialvehicle work, the six-cylinder Knight sleeve-valve engine of which, we are prepared to predict, more has yet to be heard. The 1926 Guy programme also embraces a considerable number of improvements to a range of vehicles already fairly extensive.

The new six-cylinder special passenger chassis is of the drop-frame type, and is fitted with a six-cylinder Knight steel sleeve-valve engine developing 45 h.p. at 1,000 r.p.m., and has been placed on the market to meet the demand for a high-speed vehicle giving exceptional silence and where passenger comfort is the first consideration.

The engine and gearbox are mounted separately on a sub-frame which is suspended at one point in front and two points at the rear, all attachments being of the trunnion type. The bore and stroke of the engine are 87 mm. and 130 mm. respectively, whilst 76 h.p. is developed at 2,000 r.p.m., which, incidentally, does not represent its maximum output. The cylinders are cast in pairs and are mounted on an aluminium crankcase of very rigid construction. A vibration damper is fitted on the front of the crankshaft and is of the slippingplate type. The eccentric shaft is driven from the rear end of the crankshaft by chain, a skew gear, arranged on the forward end of the shaft, in turn driving a crossshaft immediately in front of the foremost cylinder. On the near-side end of this cross-shaft the water pump is located with the dynamo on the off side. The dynamo is held in a circular bracket, the top half of which forms a platform for the magneto, and it obtains its drive through a chain from the cross-shaft.

The lubrication system is by a multi-plunger oil pump, which supplies troughs formed under the connectingrod big-ends, whilst an ingenious arrangement utilizes the oil filler cap to perform the extra duty of acting as a level tap as well. The carburetter is of the multijet type, hot-water-jacketed, and is provided with a means for obtaining hot or cold air. A primer is incorporated for easy starting. The power is transmitted through a single-disc-type clutch, with fabric friction linings through a short clutch shaft, on which is mounted a spring-loaded clutch brake, operating on a small drum behind the universal joint between the clutch and the gearbox, the latter having four speeds and reverse, operated by right-hand control in one unit with the gearbox The propeller shaft is in two pieces and has cross-pintype universal joints enclosed in oil-tight cases; one, D42 in communication with, and immediately at the rear of, the gearbox, from which oil feeds through into the case, and the other, mounted on a tubular cross-member of the frame, is of' the same type and has a special filler incorporated in its casing.

The rear axle is of the underslung worm-and-wheel type, the housing being in one piece and drop-forged Into a banjo shape. The axle shafts are of the fully floating type, with taper roller bearings having shim adjustment. Each rear wheel is mounted on two opposed bearings with screw adjustment. In the design of the axle special precautions have been taken to give ample clearance between the top of the axle casing and the floor of the bus. As would be expected in a chassis of this type, dual wheels are fitted at the rear, and all wheels are equipped with 34-in. by 7-in. tyres.

The braking system is very thoroughly carried out, but an extra £50 is charged for front-wheel brakes. Actually there are six brakes, one set in the rear drums being operated by the pedal and a separate set in the rear drums operated by the hand lever. The shoes are of aluminium, with fabric linings, and are fitted with easy hand adjustment.

The chassis frame has Dressed-steel side members, with an arch over the rear axle. It is stiffly braced by six tubular cross-members, the ends of which are brazed in steel castings and bolted to the side members. The maximum dimensions of each side member is 9 ins, deep and 2i ins. wide. The wheelbase is 16 ft. 5 ins., and the track front 5 ft. 10 ins., and rear 5 ft. 8i ins., with a turning radius of 34 ft. approximately. The frame height from the ground loaded is, 1 ft. 10 ins., except over the arch to the rear axle.

The equipment is very complete, and comprises a 12-volt. lighting and starting set, with headlamps, side lamps and a sheet-metal dashboard. A speedometer is also a standard fitting and the electrical equipment is unusually complete.

The petrol tank has a capacity of 30 gallons, and is located on the off side of the frame. A vacuum system of feed to the carburetter is employed, the tank being attached to the engine side of the dashboard. Steering is by worm and worm wheel, whilst the front axle tie-rod has ball-and-socket joints of the adjustable type. At a small extra cost a vacuum servo equipment, controlled by the pedal, to the brakes can be supplied. The servo-motor in of the Wanderer type, and is placed alongside the gearbox on the off side of the chassis frame. The chassis is suitable for a bus or coach, with a capacity for 32 passengers, and fulfils the Ministry of Transport requirements at the price of £995, with 150 extra for the front-wheel brakes.

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