Changes in the " Orion " System.
Page 14
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The new model of the " Orion " omnibus chassis, which Messrs. Moss and Woodd, of Oaklands Road, Cricklewood, are now in a position to supply in large numbers, differs from the old pattern in that it has a four-cylinder vertical engine, placed under a bonnet, in place of the horizontal twocylinder motor, situated beneath the footboards. This alteration in design has been made to meet the views of those who prefer a vertical engine to one of the latter type, but chassis fitted with horizontal engines will still be supplied to purchasers who prefer this pattern. in the new chassis, the cylinders are cast in pairs, and each has a bore of 130tnrn. and a piston stroke of isomm. ; the engine is rated at 4oh.p., running at goo revolutions per minute. The horizontal engine has a bore of 16ornm., with a piston stroke of 18omm., and develops about 25h.p. at goo revolutions per minute. The valves of the vertical engine are mechanically operated by two camshafts; the two-to-one gear wheels are of fibre, and are driven from the rear end of the crankshaft. Compression cocks are fitted to the cylinder heads, and these are connected together by a flat steel rod, so that they are opened simultaneously. The crankshaft is a solid forging, and has a long central bearing. The lubricating oil for the engine is contained in a reservoir bolted to the dash, and this has tubes leading to the crank bearings; the oil in the reservoir is kept under pressure by the exhaust gases, which are conveyed by a tube connected to the exhaust pipe.
The honeycomb radiator is placed in the usual position, and forms the front of the bonnet, instead of being placed near the centre of the chassis as in the horizontal type; no water tank is necessary, as the radiator holds enough for a full day's work. The circulating pump is placed upon the left-hand side of the engine, and is driven from the two-toone wheel which actuates the exhaust camshaft. A SimmsBosch magneto and a separate system by the usual accumulators and a coil are fitted ; the magneto is bolted to the right side of the engine, and is driven from the forward end of the crankshaft.
The clutch is of the usual leather-covered cone type, and easy means of adjustment are provided. The power is transmitted to the gears in the gear-box by a cardan shaft, furnished at its back end with a universal joint. The gear-box has four speeds and a reverse. The ratios are changed through a "gate," and the hand lever moves one of the three selector rods, according to the gear required. The gear case is a heavy aluminium casting, and the back portion also holds the differential on the transverse driving shaft; this latter gear is of the bevelled pinion type, and it has four pinions. The final transmission is by Renold's roller chains, which have a pitch of i inch. A long sheet steel apron is fitted beneath the engine, and this extends to the forward end of the gear-box; not only does this provision keep important parts of the chassis clean, but it
also, prevents any oil from falling upon the road surface. The hand brake is of the internal expanding pattern, acting on the inner faces of the drums which carry the main sprockets, whilst the foot brake is compensated and grips two drums on the differential shaft, just outside the gearbox ; both drums are enclosed in casings.
The frame is built of channel steel whit a section of 41. inches by 2j, inches, and the four transverse stays are of the same section. The springs are of the semi-elliptical pattern; the back ones have 13 leaves, whilst the front springs have eight leaves, and both axles are square forgings. The first of the vertical-engined chassis is now at the de.p6t at Oaklands Road, and those who are interested should not fail to make an examination of its new features.