AT THE HEART OF THE ROAD TRANSPORT INDUSTRY.

Call our Sales Team on 0208 912 2120

FURTHER MODELS FOR OLYMPIA.

5th October 1920, Page 10
5th October 1920
Page 10
Page 11
Page 12
Page 13
Page 14
Page 15
Page 16
Page 18
Page 19
Page 20
Page 21
Page 22
Page 23
Page 10, 5th October 1920 — FURTHER MODELS FOR OLYMPIA.
Close
Noticed an error?
If you've noticed an error in this article please click here to report it so we can fix it.

Which of the following most accurately describes the problem?

We Continue Our Description of the Commercial Chassis to be Shown at Olympia from Oct. 15th to Oct. 23rd.

ITH THE VEHICLES described and illus trated on the pages immediately following, The Commercial Motor will have dealt with 34 British makes of commercial motors embodying many new features of design and prepared for the forthcoming Show at Olympia opening on Friday, the 15th instant. In previous issues we have described and illustrated the principal vehicles of the following makes :—Bristol, Churchill, Daimler, Dennis, Dennis-Portland, Guy, Halley, K a erier Maudslay, Pagefield, Thornycroft; and W. and G. (petrol vehicles); the Clayton, Foden, Mann, Robey, Sentinel, Wallis Steevens, and Yorkshire (steamers), and the Tilling-Stevens (petrolelectric). In the following pages we deal with the Albion Beardmore, Belsize aledon,-. Commer Car, Hallfohl, Leyland, Pagefie Cld-(lorry chassis) Palladium, Scanunell, Star, Straker-Squire, and Vulcan (petrol vehicles); the Atkinson and Tasker (steamers).

The Atkinson. Steamer.

AMONGST THE STEAM exhibits to be found at Olympia, one of the most interesting will be the Atkinson

6 ton wagon. The actual model shown . will be fitted with a platform body, the new Uniflow engine, and a powerful footbrake of the internal-expanding type, operating on drums bolted to the rear wheels. An engine, boiler, ilria front and rear axles will be shown separately.

Perhaps' the most interesting part of the chassis is the -Uniflow engine. This is the only engine of its type fitted

to a commercial vehicle, and the makers are certainly to be commended on their enterprise and far-sighted policy in making this improvement: - A description of the Uniflow engine CIO appeared in this paper in the issue of August 15th, 1918, but for those of our readers who are not conversant with it, we will describe it in brief. As is well known, the Atkinson wagon is of the under type, consequently the engine is made as a unit, and is independent of the boiler. It has two cylinders of the double acting simple type. The inlet valves consist, •of hardened steel balls, held down on their seatings by light springs, and operated by push rods in a similar fashion to the valves on a petrol engine, the push rods being operated by a camshaft. For the exhaust, the piston

at each end of its travel, uncovers an exhaust port, which is situated about the middle of the cylinder. The same exhaust port is utilized for exhausting the steam from both sides of the piston,

consequently the direction of the flo'w of steam is not altered, as it enters the top or bottom of the cylinder, as the case may be, and exhausts from the middle.

• Apart from its simplicity, many advantages are claimed for this type, particularly as regards steam efficiency. With the ordinary engine, where the steam has to exhaust from the to and bottom of the cylinder, condensation is apt to occur, and the cylinder kept too, tool for efficient running. There is also a certain amount of back pressure. In the Uniflow engine, the exhaust is quite free, and experience has preyed that the fuel consumption is at least 20 -Pr cent. less. In the standard engine the steam nage, by which a blast of steam is forced up the funnel in order to obtain a fierce fire, is very small. In the Uniflow engine, owing to the fact that less call is made on the steamproducing powers of the boiler, this nozzle can be 75 per, cent. larget in area, and this is one reason why the back pressure in the cylinders is so greatly

reduced. All the working parts are totally enclosed, the crankshaft, camshaft, etc., working in oil. In the Atkinson wagon simplicity is one of the main features; the usual countershaft and change speed gears are dispensed with, and the drive taken straight from a sprocket on the crankshaft. through the medium of a heavy roller chain to a, large chain wheel .containing the differential gear pinions, which are, as usual, of the bevel type. The back axle is also of the usual type, in which one of the sun wheels of the differential is bolted to the live axle, whilst the other sun wheel is on a sleeve throughwhich the drive is taken to one of the rear Wheels, the other being, of course, fixed firmly to the live axle itself. A point in the design of this axle is that; the flange to which the sun Wheel is bolted is not keyed on to the axle as usual, but is forged integral with it, and is thus much stronger.

One of the most important units in the •steam wagon is the boiler• and in the Atkinson this has -received . n5uch

Attention. It is of the. vertical type, Situated at the. front of the vehicle, .and incorporates many novel features, of which perhaps the most important is the method of firing. This is done through a trap door in the driver's footplate, and not through the top of ,the

When the latter method is adopted, ashes; smoke, etc., are liable to be blown in the driver's face, .whereas, in the Atkinson method, this cannot occur. For. lighting the fire in the morning, it is only necessary toopen the clinkering door at the front of the firebox ; clinker cart also be pulled out through this door without lowering the ash-pan, which latter can be closed right up when it is desired to bank up the fire.

The boiler, engine, and funnel are lagged with woven asbestos and covered by aluminium sheeting secured in position by snap-head brass screws. Brass foundation sings and a brass funnel top are used as bases to which to secure the sheet aluminium. The great advantage of using this material is that rusting does notoccur as with planished steel.

Caledon Show Models.

THE OALEDON is a Glasgow-built vehicle that has made an excellent reputation in the south, and which also enjoys a vogue overseas, particularly as regards the higher capacity. models. Of mere than usual interest is a new chassis that has.been designed specially for motor coach use.

Oaledon Motors, Ltd., in common with a few other firms have recognized that a new standard cif efficiency and refinement is necessary in chassis intended

for public service purposes. Accordingly, they soughtan engine that would give them silence of sunning and the flexibility generally regarded as the particular attribute ofthe pleasure car. They therefore secured the rights for the Burt-McColluin single sleeve-valve engine for commercial vehicle use, and the combination of Caledon chassis with Burt engine will certainly make a wide appeal.

Visitors to the coming Show will be

• able to see a 30-stated motor coach of this type, in which a still further refinement is the use of pneumatic big tyres. „ . The principle of this single sleeve-valve engine is now' widely known, consisting as ft. does of the. useaof a sleeve, which has a rotary as well as .a reciprocating motion, which secures the neces-ary quick opening snd closing of the ports. This movement also facilitates sleeve lubrication, and the improved design of the post-war engine gives a much greater power and a wider speed range.

The chassis in which this engine is fitted is a very fine piece of work, being solid and simple. The frame of pressed channel section is parallel throughout, but varies in depth, attaining its maximum in the vicinity of the gearbox. The web is excentienaily deep, but the flasges are narrow. The engine is hung at a single point forward, a spherical mounting giving protection from frame distortion. The rear of the engine bears on a cross-member, and two more cross. members carry the gearbox, which is carried from four points. A fabric-faced cone clutch is used, and there are two three-ply fabric universals on the clutch shaft.

A good point is the use of a graphitebronze " oil-less " bearing for the clutch spigot, thus rendering lubrication of this usually neglected item unnecessary. The gearbox is of the constant mesh type, and follows the lines of that adopted by the Mechanical Warfare Depaitment for use on the Tanks. It is ball mounted throughout, and has a full-sized cover with a smaller inspection or hand hole with gausse-coveted breathers. The gear control is brought into a convenient position by meansof analuminium trunk casting, which houses the striking rods,. the selecting mechanism being contained in the .forward. end of this casting, so that the gear lever cross-shaft. is kept extremely short. At the rear of the gearbox is &powerful foot brake of the locomotive type with a Very accessible adjustment, a feature which is reproduced in the rear wheel brakes, Transmission is by a shaft with a eery robust type of enclosed double fork universal. The forks are steel stampings, and the bearings of phosphor-bronze in an aluminium casing, fitted with pressed oil retainers. At. the rear, the joint is of the sliding block

type and takes the drive to the over: head worm drive axle, worm and wheel being of the David Brown F.J. type.

The axle is a very robust piece of work, witha one piece centre and short' hub extensions, the worm being carried by the cover plate. There is a very handy filler and oil level indicator cried out at the rear of the axle. The axle thrust and drive is taken through the front half

of the long semi-elliptic springs. The axle is of the full floating type, and the worm wheel is mounted so that no shearing stress can come on the bolts.

The 4 ton Caledon will be represented by two vehicles, one with a tipping body operated by a new design at hydraulic gear, and the other with a very highlyfinished body to the order of "Johnnie Walker." This model has a Dorman engine of the same nominal power and dimensionsas the sleeve-valve engine, namely, 40 h.p, and a bore and stroke of 120 mm. by 140 mm: -In this case transmission is by chain. Clutch, clutch shaft, and gearbox are of the same type as on the live axle chassis, but behind the gearbox a shaft with fabric universals conveys the drive to the differential crossshaft; the sprockets on which are so mounted that the pull of the chain comes directly over the centre line of the ball

bearing. Very stout adjustable radius rods are fitted.

Finding a demand for a 6-7 ton vehicle, some Calerlon chassis of this capacity were laid down, and proved so successful that the model is now to be standard. One of these will be shown, in chassis form with a 40 h.p. Dorman engine and chain drive.

The Pagefield 'Goods Vehicle Chassis.

THOSE WHO REMEMBER our recent description of the Pagefield motor coach and its chassis will learn with considerable interest that, not only is the maker's stand at the forthcoming Show to contain at least one example of that type of machine, complete, and fitted with Michelin wheels and pneumatic tyres, but also a chassis, on solid tyres, and having a wheelbase 1 ft. shorter than the motor coach, being specially adapted as a speedy and economical 3 ton goods-carrying machine. There is little that we can add to the recent description, except that we have, within the last week been afforded an opportunity to go over the chassis again, with a view to criticising it if we felt that criticism were necessary. To expect our readers to believe that we opine that this chassis is perfect is rather too steep, and we, therefore, almost hesitate to state that for a time we were non-plussed in our attempts to discover anything at

which to cavil. It is, nevertheless, a fact, that there is nothing in the Chassis with which we could find fault, except for the rather negative complaint that the steering gear appeared to be too heavy and strong for the chassis. This even, we had to admit, was justified on the ground that the same pattern was used throughout the several types and sizes of vehicle turned oat from the same shop. Apart from the steering gear the chassis is light and springy, but of ample strength.The gear change is easy, and in top there is no noise whatever to be detected from the transmission. However, the reader will see for himself.

There is another product of the Pagefield factory which is, we understand, creating quite a stir in Lancashire, Yorkshire, and other industrial and colliery districts, notably the l(-type. This, at least in the model which is to be shown, is for loads of 3L tons.' Thespecial feature, and the one which is making it -so popular in the districts named, is the short wheelbase, only 8 ft., which is less than that of all but the smallest touring cars. The advantage attained by this construe, tion is the short turning circle and the facility which it affords for turning and maneeuvring in narrow streets and byways. The engine, gearbox, and transmission generally, including the admirably designed worm gear of the final drive, are precisely the same as those -which are fitted to the chassis to which we have already referred. The engine, however, is not placed under the conventional bonnet, but is surmounted by the driver's seat and cab. This arrangement it is Which allows of the reduction in the wheelbase. Particular care has been taken in the design to ensure that thefe is no interference with the accessibility of the component parts of the chassis, and the vehicle is to be recommended to colliery proprietors, foe house-to louse delive,ry of coal; to municipal authorities, for refuse collection, and similar purposes, a,s well as to inamitacturens who, unfortunately, have somewhat .confined yards and narrow entrances to their warehouse, and who, therefore, need a. vehicle which is capable of turning and manccuvring in., such confined spaces.

.Another typical Pagefield product, an example of Which will be shown at Olympia, is their five-tonner. The show vehicle, if not one of an actual order for the Liverpool Corporation, will he one of the same type, namely, a tip wagon. The chassis differs front the ones already described, in several important particulars, apart from that due to the difference in load capacity. The engine is a Tyler four-cylinder,having a bore and stroke of 5 ins. and 6 ins. respectively. At the normal speed of 1,000 revs, per min. it develops from 4-5 h.p. to 50 h.p. The cylinders are cast in pairs, and are of the L-head type, with the valves arranged along the near side of the chassis.

The four-Speed gearbox is of the-same type as that in the other chassis, that is to say, constant mesh, with dog clutches to actuate the. third arid fourth speeds, the first and second being engaged by 'sliding the gears into mesh one with another. On account, however, of the wider gearwheels in this box, involving increased length of shafts, it has been found advisable to fit centre bearings in the box to each shalt, so that, each rests in three bail bearings, one at each end, and a third in the centre. This is undoubtedly a good feature, making for, besides longer life of both gears and shafts, rigidity of those shafts, and resulting in a quietly running transmission.

Another important difference between this 'chassis and the lighter ones is in regard to the final diva gearing. The worm and wheel is not esed in the larger models, the firm having a preference, where heavy loads have to be sustained, for the double-reduction gear type of axle. This, in Pa.gefield chassis, is arranged as follows: The first reduction is through a bevel pair, of which the pinion is keyed to a short shaft driven by the propeller shaft-. It engages a crown wheel on the differentiil gear. The differential shafts are quite short, and carry at their outer ends substantial pinions, each of which is la mesh with a larger spur wheel on the end of a final drive shaft. The axle is of the full floating type, that is to say, the outer case takes the whole of the weight imposed by the vehicle and its load, while the drive shafts transmit only the power of the engine-. The road wheels are driven by dogs on the ends of the drive shafts engaging with corresponding dogs cut in the wheel hubs. Particular care has been taken in the design -of the axle and casing to ensure that all the parts can be reached and removed, .if necessary, without the need for even Jacking up the rear end of the chassis.

On the lighter chassis the torque and reaction of the drive are. accommodated by the upper leaves of the rear road springs. In the heavier machines, however, both ends of those springs are freely shackled, and a substantial torque and thrust member of peculiar design takes care of those forces.

There is little more to be stated which we have not already written about the other chassis. The same commonsense system of braking is embodied in the heavy chassis, as also the simple and accessible means of adjusting those same brakes. The tipping gear is a special PagefieId feature, and is engine-driven through the gearbox. Two pairs of screws, of which one of each pair is inside the other, are _mounted at the front of the body. The inner screw of each pair is driven through a system of gearwheels from the gearbox. As the tip commences the outer screw is unscrewedout of the nut on the body. It continues to do so until the whole length of the screw is passed through the nut, when the inner screw begins to wind itself out of the outer. The arrangement provides a high lift without the need for an unwieldy length of screw.

The Beardmore Taxi and Van Chassis.

rrnE SCOTTISH concern of William

• Beardmore and Co., Ltd., are one of the largest organizations in the British engineering industry, with their steel works and rolling mills and their famous shipyard at Dalinuir. The well-known Arrol-Johnston car is made by one of their aubsidiary concerns, and so is the s Beardmore-Precision motorcycle. Then, in their own factories, the Beardmore Co. are building a light car of 11 h.p. and also a O h.p., while the standardized Beardmore commercial chassis is being built at the original Arrol-Johnston factory at Underwood, Paisley. Naturally, such an organization has exceptional resources in the way of obtaining material, skilled labour, and all the technical services required to produce a successful utility vehicle in quantity.

The Beardmore commercial chassis has been priniarily designed for taxicab work, being built to conform to Scotland Yard requirements, but the qualities which make for success in a taxi are also those requjred for a delivery van, and the Beardmore can be obtained with either type of body. At the present time, seven to eight complete vehicles are being turned aut per week, although this can be doubled AO soon as a little more space for body shops, etc., is available.

The first impression of the Beardmore chassis is one of sturdiness. The frame is a sound piece of work, and the product of the firm's Parkhead eteel works. It is of channel section, well upswept at the rear and inswept forward, to give an ample steering lock. From the curved front member, two members run back to a cross-member behind the gearbox, the under frame thus formed being set at such an angle as to give a straightline transmission under normal load.

On the under-frame members are small face plates for the engine and gearbox

bearer arms and for the pedal crossshaft, these making accurate alignment a simple matter. ' The four-cylinder en-. gine is a neat monobloc with a very simple detachable head. The bore and , stroke are 3i ins. and 4, ins., which is approximately 80 mm. by 120 mm., the power developed at 1,200 revolutions being about 22 h.p. The crankshaft is of Beardmore aero steel, heat treated so. that failures are practically unknown. It has, of course, three main bearings, and -these, together with the big-ends, are of the white metal type, while the one-piece camshaft is mounted in phosphor-bronze bushed. bearings. Lubriese tion is forced 'throughout, leads being, fitted to the main bearings and the oil reaching the big-ends through the drilled crankshaft. A separate lead is provided for the camahaft bearings, while external leads supply the small ends through the hollow gudgeon pins when each piston reaches the bottom of its stroke. A simple external adjustment is provided for the oil pressure, and there is a notably large and accessible filler on the off-side rear engine bearer. A silent chain drive is used for the camshaft, and this -has a vernier adjustment for obtaining tit, utmost accuracy of timing, a good feature being the very clear marking of the flywheel and the provision °tea

pointer to simplify valve settings—a detail often omitted nowadays.

Induction piping and exhaust trunk are both situated on the nears side of the cylinder casting, but do not prevent easy access to the enclosed valves, which are provided, of course, with adjustable tap-pets, which rotate so as to give even

wear of the lifting surface. The meg :, neto is on the off-side, and is driven

-through a universal coupling, having a vernier adjustment.

The clutch used is a Ferodo-faced cone, with an easily adjusted spring and a very accessible greaser for the spigot. Between clutch and gearbox is a fabric universal, whilst a cross-shaft, mounted on the under frime, carries the clutch and brake pedals, the latter being provided with a very handy butterfly nut adjustment for the pull-rod. The gearbox is a substantial unit with a full-sized cover ahd a smaller inspection plate. It gives four speeds, and is operated by a rightband lever of the laterally hinged type, .moving in the usual type of gate. There is a locomotive type foot brake . at the rear of the gearbox, while the compensated hand brakes are of the in ternal-expanding type. The propeller shaft has a-fabric type of universal joint at each end, and the drive to the rear axle is by bevel. The live axle is a very neat piece .(if work, the differential case being divided vertically and machined from a high-tensile steel forging. The sleeves bolted to this

eating are tapered, and consist of solid drawn steel tubes. The rear wheels, like the front wheels, are mounted on Timken roller bearings,-which are also used throughout the axle. The rear springing 114 by three quarter elliptics lying outside the frame, semielliptics of tho usual type being used-for the front axle, which consists of a -very sturdy forging with heavy swivels machined from solid forgings.

The five-seated body is of the threequarter type, having a window to the rear-Of the door. A single seat forward is fitted, beneath which is the gravity petrol tank, whilst at the side is a space for luggage, a strap being provided for securing anything carried here. The luggage platform consists of a trapdoor, which, when Opened, gives ready access to the gearbox. •

THE BELSIZE 12 cwt. van is built on a chassis which, as regards practically everything but the radiator, frame, and springing, is the same as that used for the same company's well-known touring car. This means that engine, gearbox, transmission, rear axle, con\ trols are all being turned out as part of the works' prodUction plan, which consequently helps considerably to reduce the cost of the vehicle.

The four-cylinder engine has the cylinders in one casting. The valves lie along the near side of the engine, being operated by a single camshaft, which is driven by inverted-tooth chain timing gear. The bore and stroke are 90 rem. and 110 mm. respectively. The normal speed is 1,000 revolutions per minute and the horse-power, according to R.A.G. rating, 20.1. Lubrication is on the most popular principle, of combined force and splash. The oil is drawn from an inde. pendent reservoir in the crankcase by a gear pump. It is delivered to a longi. tudinal passage in one of the crankcase walls, thence it passes to the main bearings. A portion of it is diverted to lubricate those bearings' and the -remainder then passes through holes, drilled in the crank itself, out to the big end bearings. The surplus from these jeurnals is thrown on to the gudgeon pins and interior of the cylinders.

The construction of engine and gearbox is on what is commonly known as the unit principle. That is to say, the gearbox is bolted direct to the crankcase, the walls of the casting being extended for the purpose, and the two, thus. united, form what is practically one component. In order to mitigate consider, ably a frequent drawback of such construction, the whole of the top half of the extension from gearbox to crankcase, which extension, natiirally, surrounds the flywheel and clutch, is left open, as that there is no difficulty whatever about reaching the clutch and the clutch control gear for occasional inspection -and. adjustments.

This one unit, of engine and gearbox, is three-point suspended from the frame, and one feature of this suspension is rather ingenious and worthy of special note. About the rear end of the engine there are arms wtch extend practically to the frame members. Pivots on these arms take bearing in suitably designed brackets On the frame. At the front end of the engine the third point of suspension is the starting-handle bracket. To order to obviate the necessity for the rather troublesome spherical journal and bearing which is necessary if this idea of three-point suspension is to be properly carried out, the makers have simply turned a plain cylindrical surface for a portion of the length of the starting handle bracket, and mounted it in

Skeiko ball bearing, which, as every• one knows, is capable of oscillating in all directions in such a manner as cornpletely to fill the requirements in this particular manner.

The gearbox itself provides three speeds forward and one reverse, and is operated by 'the usual gear change, the lever being located near the driver's right hand, but is, nevertheless, carried on a bracket which is bolted to the gearbox, so that temporary vibrations as between frame and box will not disturb the ease of operation of the change-speed gear.

Unit construction has, amongst other things, the advantage of eliminating the necessity for universal joints between engine and gearbox. In the Belsize we have, therefore, only two of the some times inconvenient portions of the anatomy of a motor vehicle, and they are of the flexible disc type at each end of the propeller shaft. • The final drive is by bevel gear, and the axle is a fully floating one, each road wheel being mounted on a pair of substantial ball bearings on the outside of the tubular axle casting. Both brakes are of the internal-expanding type, and take effect on drums bolted to the rear wheels. They are moreover, entirely covered and protected from the elements. It may interest those who are acquainted with the Belaize touring car chassis to know that the main difference between that chassis and the van chassis is in the springing. In the touring car the springs are long and flexible, and are located beneath the frame. For van work there is not the same need for luxurious springing. Utility, and ability to resist the rough treatment to which vans are usually subject., are the objects to be sought. The springs are, therefore, not so long or flexible as those of the touring car, and, probably in order to simplify the frame construction, they are carried outside it on the conventional arrangement of brackets and shackles. In both cases, however, the torque and drive reactions are sustained by the top leaves of the springs.

Before dismissing this part of our subject, it may be worth while to mention that the taxicab chassis is like that of the van, except, again, in respect ot the eptinging. For taxicabs a three-quarter elliptic is used for the rear, whereas on both van and touring car semi-empties are fitted throughout. The whole chassis bears evidence a considerable attention having been paid to what mightpossibly be termed minor details of construction, as well as to the general essentials of gooddesign. Small points such as the easily adjustable clutch stop, the simple reverse gear catch, and the neat aluminium bonnet rests are illustrated by some of the sketches which accompany this article. The petrol tank is carried behind the chassis and the Antovac fuel feed is used, to ensure a proper supply of spirit to the carburetter.

The Vulcan 30 cwt. Lorry.

PERHAPS the best indication of how happy achoice was 30 cwt. as the load capacity of the Vulcan Co.'s production model commercial vehicle is to be Observed in the variety of uses to which this make of chassis has already been put. Certain. evidence -of this will naturally be afforded at Olympia. We need only state here that they range from a farmer's general-purpose vehicle (which will be one exhibited on the company's stand) to the highly-finished station bus or char-a-bancs, both of which will also be in evidence there. For ourselves, our present concern is chiefly with the chassis, which serves as a base upon which to erect all these various superstructures, and of that it might almost be said that it is too simple and straightforward to call for much description. The engine of the chassis is, as may be observed from some of our illustrations, a, monobloc, and bears evidence of having been made the subject of a tolerably ericcessful attempt to eliminate unneces eery parts -or complicated construction. All the valves are arranged on one side of the engine, the near side, where also is disposed the magneto and water-pump. On the off side the carburetter is located, the induction pipe being taken through the main cylinder casting. The lubrica'ion is chiefly by splash, the pump delivering oil to troughs, one beneath each connecting rod, and dippers on these last=

named components deliver the oil to the various points where lubrication is required. A Ferodo-lined .cone clutch transmits the drive from the power unit to the four-speed-and-reverse gearbox. The clutch itself is normally kept in engagement by means of three light coil springs easily accessible, for adjustment.

The gearbox is neat, compact, and accessible. The whole of the interior is exposed to view on removal of the cover, on which. are carried the change-speed

gear and hand-brake levers. A secondary cover, released by one turn each to a couple of wing nuts, serves the dual purpose of inspection door and oil-filling orifice. The gears provide ratios which, with the engine running at 1,200 revolutions per minute, allow of 4.9, 7.6, 12.6, and 19.6 miles per hour. Behind the gearbox is the substantial foot brake drum which surrounds the foremost uni versal joint Of the propeller shaft, that universal joint being of the star and pin type. The foo,t brake gear is simple,' and the adjustment accessible. The rear axle is of the overhead worm gear type, and is full floating, the . wheels running on bronze bearings on the axle casing.

Mention has already been made of the foot brake drum. The hand brake, it should be noted, is of the internal-expanding type, taking effect on drums on the rear wheels, the shoes and cams being entirely enclosed, and protected, by means of sheet-steel covers with internal flanges, from ingress of niud and dirt.

The chassis is designed so as to be suitable for use with either solid or pneumatic tyres. In the case of the former the road wheels are of cast-steel, and the tyres themselves are 860 ram. by 90 mm. singles on the front, and twins on the rear wheels. The pneumatics etandaMized are 880 rem. by 120 mm., and again singles on the front., twins on the rear. A spare wheel is provided when pneumatics are fitted.

The chassis is turned out in two forms. There is what is called the standard, which is as above described and which

has no spperstructure,.whatever beyond the inevitible honnerand dash. Slightly athended,' however, it is. listed and sold as what IS termed the " general' purpose cliassis.".,• This consists of the standard chassis with the addition Of a, useful and well-made driver'Seab, fully enclosed and provided :witha windSereen side. windows; and doers; etc. 'Half Of the windscreen, that part facing the driver, is divided, and -is: of the .41f-deflecting type: Electric lighting is also fitted to

the " general purpose this equipment consisting of battery,' dynamo, and complete set of lamps. The price of. the standard ,chassis, on solid tyres is £575, and of the -seine on pneumatics £750. The price of the "genera purpose chassis" on solids' is £775, and' of the same fitted with pneumatic tyres £850. •

Considerable interest Will attach-to the tipping wagon which will be one of the features of this .company's stand. The tipping gear is the hydraulic type, there being two rams near the rear of the chassis, the cylinders being supported in trunnions on the frame, while the upper portions of the rams are knuckle-jointed to the under side of -the body, which itself is attached to the, rear.of. the chassis by a substantial hinge. About the middle of the frame and carried from it by special cross members is'•an oil reservoir, within which is A gear pump. A flexibly jointed shaft 'couples, this pump to a friction wheel carried on the end of a lever withineasy reach of the-driver. There is a' tap between the oil pump, and the

rams. ;_This tap is normally open. .

The driver starts the tip by releasing the lever. The friction, wheel is then pressed 'into engagement with another on the clutch centre. This sets the pump.

in motion and'delivers oil under pressure to the base of the rams, lifting them and the wagon body. The operation of tipping does not-take long, and, when up, the body can be retained in that position merely by closing the tap between ram and pump. To lower, the tap is opened, 'when the weight of the bOdy forces the oil back into the reservoir. '",Incidentally, the process of lowering m.rtY.-: be stepped at any point merely by closing the tap.

Star -Models for 1921.

PRE:STAR Engineering Co:, Ltd., of ..Wolverhampton, have ,varied their programme, or. perlaaps. it would be as well to say, have extended the range of their activities for the coming year by the' introduction of an additional type of commercial chassis, which now brings the number of models made up to a total of three. That is to say that three, distinct types of chassis are to be marketed, the finished models being of is 'still greater number, according to the various requirements of purchasers i,ri the way of body work. .

The first two of these three types are old friends of the trade, viz., the 30 cwt. and the 50 cwt., but, the third model is a new production designed for a nominal load capacity of 3 tons, but bearing a great resemblance and being, in fact, identically similar in many of its features with its two sister. vehicles. The 30 cwt., as its designation denotes, is specifically' built for light mediumweight loads, and, consequently, as the number' of trades catered for by a vehicle of this' class beasts a considerable variety, the option is given of buying•this chassis equipped with eithersolid or pneumatic

016

tyres. To commence at the beginning, however.

'rho power unit is one having four cylindeis cast in pairs, each having a bore and stroke of 90 mm. and 150 nun. respectively, and the nominal horsepower being 20.1. ignition and carburation are by a Fellows high-tension mag• ---neto and a vertical type Zenith carburetter respectively. Lubrication is by means of a pump in the crankcase, which. forces oil through

the drilled, crankshaft to all thenrain and big. end -bearings, and thence by splash

to the cylinder walls. . A centrifugal pump dtiven from the'

rear end Of the camshaftcirculates the— cooling Watet,--which is•Cooled in a tubular kadiator mounted on a cast-aluminium tank or body at the forward end of the chassis in front of theengine a beltdriven four-bladed' alurnininm fkn being employed. Side-by-sideValves are employed, 'with 'an aluminium valve cover to'each pair of Cylinders.

From-the engine power is transmitted to the road' wheels .througha clutch of theleather-faced inverted cone type, to a four-speed-and-reverse gearbox with gate change, and thence by open .Propeller • shaft.. to the rear axle, which is 'of the

overhead worm type.

As regaids the back axle, the worm and axle shafts are mounted on' ball bearings, a large double ball thrust race also being embodied in the constFuetion. The axle sleeves support the dead weight of the vehicle in such a manner that the shafts themselves are employed solely for the purpose of driving the rear wheels.

The deep section pressed-steel frame is strongly braced with deep cross members, and alsoby enrnar braces in the rear bay, whilst the front axle is an H section steel stamping, fitted with substantial steering joints and ball bearing steering head. -Norm' and wheel 'type steering is employed, and is made adjustable for taking up' wear.

Pressed steel disc Wheels are used, on which, in the :case‘of the 30cwt. vehicle,. either Dunlop 720 rem. by 80 sum. solid or 880 mm. by 120 mm. pneumatic tyres can be fitted. In either case, single front and twin rear wheels are standard. Fitted to the rear wheels are two power. ful internal-expanding brakes, compensated as to their applicatinn, • and operated by the usual hand ail:1.e lever, but no dust covers are fitted to the brake' drums. The foot brake is a broad contracting band which closes on to a drum mounted immediately behind the gearbox. -Semi-elliptic springs' are used all

round. . ,

.A variety of _types .of coachwork is made for all chassis:turned out from the Star works, to _suit the requirements of different'trade's,' but only one finished eXainple will be shown at Olympia, viz., a light van on pneumatic tyres. A 30e,wt. bare chassis will also be shown. ' The 50 cwt. 'model Star can be. ads

' quately described at much leas length, since in many respects it is exaotly similar to the smaller model ;' in fact, from. its forward end to behind the gearbox/ it is the same, the same 'engine, cluteh, and gearbox serving in both models.. The frame is, of course, longer and stronger,, but the outstanding departure in design is in the'back axle. This latter component is, on the 50 cwt. modal, of the double-reduction type, and designed

tocarry heavy loads, The propeller . shaft is again of the open type, but stout torque rods are coupled from one of the frame cross members tothe top and bottom of the rear axle., These torque rods converge 'towards their forward attachment, W•here they finally, merge into a "Yee " casting. This casting is allowed a limited amount of movement up and down a short rod suspended from the, gross bearer, the -shock of which movement is absorbed by a rubber buffer above and -below the moving attachment.

The engine and gearbox are carried in a. separate sub-frame. The wheels in

this case are steel castings, with oval section spokes, or steel discs, and are • shod with Dunlop 720 mm. by 100 rum. solida single front and twin rear. The leading dimensiona of this model are :—Wheelbase, 12 ft. 6 ins.; track, 5 ft. ; dash to rear axle, 9 ft. 31 ; dash to end of frame, 13 ft. 8 ins.

The 50 cwt. chassis can also be supplied with a wheelbase of 10 ft. 6 ins. for tipping wagons, and an example of this type of complete vehicle will appear at Olympia.

The third and last, of the-types to be manufactured by this concern for the coming year is the 3 tanner, and here again the same engine, clutch, and gearbox are used.

These particular units hate proved so universally satisfactory during the past year that it has not been thought necessary to modify them in any way, and although they will naturally be called upon to do considerably more work on this new 3 tanner, the manufacturers have satisfied themselves by a series of tests carried out over a considerable

period that there would be no advantage gained by eparting from their present specification.

The back axle on this heavy model is of the worm type, and is a new and very substantial production. Apart from this, the remaining specification is as the 50 cwt. model, except that the engine is carried slightly farther forward in the frame, to give more platform space, and that the frame itself is proportionately stronger to withstand the heavier loads. We have already stated that one of the models to be exhibited at the Show will be a 50 cwt. tipping wagon,, and the tipping gear is worth a short description,. since it is marketed by the Star Engineering Co., Ltd., as a separate unit for other well-known manufacturers.

Three types axe produced—asingle screw for loads up to 30 cwt., a twin screw for loads up to 3 tons, and a similar pattern with reduction gear winding for loads up to 5-6 tons. .

The bevels for eperating the screws are protected by a easing which acts aia a support for the tipping screw, and which works in trunnions carried on the frame and not on the shaft. This design reduces the manual labour required to work the gear Vp a minimum, as compared with the type of gear in which the weight is carried on the shaft,.

At the bottom of the screw there are also thrust washers carried on the easing, totally enclosed and having their own greaser fitted. • A stop at the end of the screw renders overwinding an impossibility, whilst. the angle of tip is sufficient to clear any load.

In the ease of the 5-6 ton type, it should be noted that the reduction gear is fitted without interfering with the .direct gear. The pn.cea of Star chassis, and of the complete models to be shown are 30 cwt. chassis with solid tyres, £800. 30 cwt. chaasis with pneumatic tyres, £837 10s.

50 cwt. chassis with solid tyres, .£900. 3 ton chassis with solid tyres, £1,050. 30 cwt. van With pneumatic tyres, 1,002 10s.

50 cwt. tip wagon with solid tyres,

Commer Car Show Models.

A MOST COMPREHENSIVE exhibit ,C1 of Commer Car vehicles will be shown by that famous Luton concern, Commercial Cars,. Ltd. The vehicles will comprise one 3 P. passenger chassis complete with a special 19-seater char-a-hence body ; a standard 31 ton R.C. type chassis with close-boarded tilt van body; and the two latest productions from the Luton works; the 2 G. goods-carrying chassis with a capacity of two toms, which will be shown bans; and the 30 cwt. Express model, which will be fitted with a box van body.

Of these exhibits, the B.C., type is so well known as to require only a brief

description. The engine is four-cylindared, with a bore and stroke of 110 mm. and 140 ram, respectively, all working parts being lubricated by a pump situated in the sump, and driven by skew

gear from the camshaft. From the engine, the drive is taken through an external cone clutch to the Linley patent gearbox, giving three speeds forward and reverse, in which the gears are always in mesh.

Behind the gearbox, and situated between it and the footbrake drum, is a cushion drive device, consisting of rubber blocks bearing against each other, half the blocks being supported on the gearbox main shaft, and the other half by extensions from the brake drum casting.. One of the drawings we reproduce clearly shows the device. From this the drive is taken through a bevel countershaft and stout roller chains to the rear wheels.

The 5 P. chassis is perha,pa the most

'nteresting of the series. It has the isual type of Commer Car engine, 115. mm. bore and 140 mm..atroke, supported at three points; at the front by a stout malleable iron bracket bolted to the timing gearease, and held in a split socket formed in a malleable iron cross-member ; at the rear by a cross-member, -which is .permanently bolted to the crankcase, and removed with the engine when necessary. The crankcase is unusual, it being a single casting.

The clutch is of the external cone type, leather covered; for withdrawing this, two annular ball races, supported in a Cork, are pressed against, a collar on the clutch centre. Between the clutch and gearbox is a laminated steel flexible joint, and the gearbox side of this joint is free to slide on a splinecl shaft. The compact four-speed-and-reverse gearbox is suspended from an arched cross member at the front. by bolts passing right, throogh the aluminium casing, and at the rear from a tubular" Cross member. The striking gear is particu larly neat, and forms the subject of one of our illustrations. Behind the gearboa is a wide footbrake drum, on to which the cast-iron brake shoes are contracted by a crossbar carrying special cams. A short shaft with a combined sliding and cardan joint consisting of a rounded tooth pinion meshing with ,an internally toothed ring, the pinion being free to slide on the splines at the front end, takes the drive to the forward end of the propeller shaft, which is enclosed in a steel tube forming a. torque member bolted to the worm casing at one end, and supported at its forward end in a spherical housing. The final drive is by an overhead worm.

The 2 G. and Express. m-odels are practically miniatures of the 3 P. chassis, particularly as regards the 2 G. type. This embodies a four-cylindered engine of 100 mm. bore and 120 mm. stroke, supported at three .point a as in the case of the 3 P. model, from which the drive is taken through an external cone clutch and a flexible steel disc joint to the three-speed-and-reverse gearbox slung on two slightly arched crossmembers of channel steel, at the front by bolts passing right through the top and bottom castings of the gearbox and at the back by a malleable casting bolted to the cross-member. Behind the gearbox is the-usual type Commer footbrake, operated by a cross-shaft and cams. The cast-iron shoes swivel at their centres on the main shoe carriers, and thus give even pressure on the drum.

A shaft, spliced at each end, and carrying a, gearwheel-type .universal joint in the brake drum centre, takes the drive to a fork-and-pin-type cardan joint contained within the spherical front end of the torque member, which is stip

ported in a pressed channel steel cross • member.

The main difference in the Express model lies in the rear end of the chassis, as in this case the torque member is dispensed with, and its place taken by an ordinary cardan shaft. The final drive is by overhead worm, as in the 2 G. type; the rear wheels, however, are shod with single solids instead of twins, ma in the 2 G. type.

The char-l-banes body will prove of

considerable interest. There are five rows of seats in pairs, all except the central row being carried right across the body. This central row is provided with a gangway, because of the absence of doors over the wheel arches._

The Seammell Six-wheeler.

ONE of the most, interesting post-war

• .chassis which, will be shown at Olympia is the Scammell six-wheeler. This was described in detail in Our issue

The Vulcan 30 cwt. chassis. Control lever and friction wheel of hydraulic tipping gear. •

dated February 17th, 1920, and the Show model, although incorporating certain improvements, will, in its essential details, be of a similar type to that previously described.

The chief modifications and improve-ments which have been effected are in the elimination of '` handed" parts; with one exception, all brackets can be used right or left hand. To carry standa,rdization still further, one size of union is now employed on all pipes. As regards the enaine, the pistons are fitted with scraper rings, and the flywheel has been increased in size. The radiator has been entirely redesigned, and now has a hinged cap. The universal joints on the propeller shaft have now been replaced by flexible couplings, the driving sprockets-have been redesigned, and the dash has been widened. Many other small improvements, mainly to reduce noise, have been made, and the vehicle is one which possesses great potentialities, as, although the weight of the tractor and trailer portions together does not exceed that of an ordinary three ton lorry, its loading capacity is 7 tons 10 cwt., and this without any axle weight exceeding the legal limit of six tone for a vehicle designed to travel at the legal speed of. 12 m.p.h. In addition to carrying this load on the trailer portion, it, can also pull six tons. To those who are not conversant with the Soammell six-wheeler, a short description will not be out of place. The complete vehicle consists of a four-wheeled tractor unit, on which is mounted, by heavy springs fastened direct to the driving axle, a turntable, on which rests the forward portion of the trailer unit. This has two wheels onlyThe tractor unit being separately sprung and never having to bear any additional weight, can have very light springs, which, inci.a dentally, are underalung, particularly as the strain of driving is taken through stout radius rods.

One of the interesting points about the machine is the braking system for the trailer portion. The trailer-brake, which acts on drums bolted to the trailer wheels, is operated by a pin passing through the centre of the turntable spigot, and is thus unaffected by the turning of the trailer portion to any angle in relation to the tractor unit. The engine, which is also a Scammell production, has four cylinders cast in pairs, with a bore and stroke of 5 his. and 5i ins, respectively, provided with separate heads and overhead valves totally enclosed in aluminium cases. It develops its maximum power at 1,000 r.p.m., and is lubricated through a hollow crankshaft. A centrifugal pump, in which 1i0 bearings are in contact with the water, circulates the latter through the cylinder jackets and radiator. .. An internal cone clutch, covered with F-erodo, conveys the drive through a . clutch shaft provided with two star type universals to a three-speed-and-reverse gearbox. Behind the gearbox is a heavily 'constructed foot brake, and tho final drive is through a jack shaft and heavy roller chains.

Another exhibit which will be of interest is a trailer known as the " Billingsgate " type. This trailer is double ended and has two draw-bars, either, of which can be used whilst the other is turned round and held by a hook situated under the chassis, thus, incidentally, acting as a radius rod.

The Palladium Exhibits.

DALLADICTM AUTOUARS, LTD.,

have earned an enviable reputation for thoroughness and for their farsighted policy, and 'the models which they will exhibit at Olympia should do much to 'increase this reputation.

The exhibits will comprise a bare 3hassis in which the gearbox and the box .containing the striking mechanism will be provided with glass covers so that their construction can clearly be seen, and a novel saloon corridor coach with a special folding roof which enables it to be used equally well in good or bad weather. The body is divided by a centrally positioned partition, and the seats are arranged, in pairs at each side of the gangway, sliding tables being provided to allow for picnicking or card .playing on long journeys, whilst illumination isafforded by suitably positioned electric lamps, the current for -which is supplied from extra large accumulators charged by a dynamo driven by the engine. During fine weather the side windows can also be let down, and, being held in position by rattle-proof fixing devices, they are not affected by vibration.

Doubts have been expressed in many quarters as to whether the present type of char-a-banes body will long retain its supremacy; even when provided with a hood it is by no means an ideal vehicle to travel in when the weather is wet or very windy, and there is an urgent need for a type of body which will combine the advantages of th,e char-a-bancs and the saloon type bus. \ The Palladium body appears to be a very successful effort in this direction, and will certainly create a tremendous amount of interest amongst both manufacturers and the general public.

The novelties in this exhibit do not end here. The chassis is a standard type Palladium except as regardsthe springing and wheels. The latter are the well-known Michelin steel discs fitted with pneumatic tyres, twin at the rear and single at the front. These tyres must not be confused with giant pneumatics, whith, in the opinion of the makers of the Palladium, are not so

satisfactory as twins -with a pressure considerably below that required for the single giant tyre. The springing is a very interesting development and is an entirely new departure as regards commercial-vehicle work. It is of the double cantilever type, which, quite apart from its wonderful resiliency, has

many advantages, such as a great re. duction in the unsprung weight. The extra cost of manufacture is . so little that chassis fitted with this type of springing will be sold at present list prices. That it is efficient we proved during a severe test on a saloon bus fitted with this type of springingand solid tyres. Over roads filled with pot holes the vehicle wiirh its load ofapproximately 5 tons rode so smoothly that the presence of the deep pot-holes was hardly noticeable.

, The Palladium chassis is designed as a 4 tortner, and is mainly built up , of 'high-class units made by some of the largest manufacturers in America.

• Many of the parts, such as the steering connections, springs, spring brackets, change-speed operating gear, etc., are manufactured by the company from steel stampings produced by one of the largest works in England, and everywhere the material einployed is the finest • obtainable : for instanne, the spring clips are made -in K.E.805 steel, and have an elastic limit of in.

. The-engine is four-cylindered, with the cylinders cast in pairs, with a bore and stroke of zik ins. and N ins. respectively, giving a b.h.p. of 45 at 1,500 r.pan. All the. valves, which are interchangeable, are positioned at the near side and operated by a, single camshaft. The crankshaft has a diameter of 2i ins., and its bearings consist of brass shells dined . with white metal. For ignition, a 'B.T.H. magneto is employed, together , with an M.L. impulse starter, whilst the lubrication is by a pump of the plunger type driven from the camshaft ; this delayers oil direct to the main bearings and' timing gears; and to troughs under the

, big ends. A centrifugal pump employed for the cooling water circulation, cooling being assistedby a fan of large diameter. , The radiator is of strikingly handsome design. It is of the cast aluminium type with separate header and bottom /tanks, Three-paint suspension is employeda the front end nf the engine being suspended from a bridge piece by a single trunnion bearing. From the engine the drive is takeu. through a clutch consisting of eight steel plates and 16 Ferodo rings. This runs dry and needs remarkably little pressure on the clutch pedal when disengagement is required. Two universal joints of the jaw and pin type enclosed in oil-tight cases are positioned between the clutch and the gearbox. The latter gives four speeds ferward and a reverse, the re

' verse pinion being idle when the vehicle

• is travelling forward. ',All the shafts run in Timken bearings, including the spigot'.

Behind the gearbox is a foot brake of large diameter and of the external-contracting type.

From the gearbox the drive is taken through a tubular cardan shaft provided with two jaw-arid-pin type universal joints to the overhead worm-driven Timken rear axle. This axle is provided with four brake shoes in each wheel drum, the whole being coupled together and operated by one lever.

All 'the wheels, whichare of the hollow-spoked, cast-steel t ' ype run CIL Timken bearings, as also a., the worm and axle shafts.

Albion Show Models.

AFULL RANGE of Albion models will he on view at, Olympia, and special interest will attach to the new 20 h.p. 25 cwt. chassis which now makes its first appearance after some two year of experimenting and testing.

No Albion model is ever off ered_to the public until the firm are absolutely satis, fled on every point in its design, and, _ in view of the demand for an absolutely reliable chassis of the 25 cart, type, the new Albion comes on the market with an assured. welcome. A chassis will be shown, and even the most casual observer will be impressed with the very

fine work put into this model: The Albion works have certainly never produced a prettier piece of construction; and the engine, in particular, is a model of neatness and accessibility. As the details of the 32 h.p. and the SO cwt. models are well known, we will deal fairly fully with the specification of rim newcomer' and, starting with the engine, we find that thie has a bore and stroke of 3eins. and 5 in,e.e23 h.p. being developed at 1,100 revolutions. The four cylinders are cast en bloc, and are fitted with a detachable head. The valves are on the near side and enclosed, the cover being entirely unmasked by exhaust, trunk or magneto; while, on the off side, the special type of horizontal Zenith carburetter is directly attached to the cylinder casting, so that the very maximum accessibility is secured for the jets. There is a hot-air intake from the exhaust pipe, the air tank passing over the cylinder head. The petrol filter is also conveniently mounted on this side of the engine, and below the carburetter Is the Murray mechanical lubricator, which consists of a horizontal cam plate and a separate plunger pump feed for each main bearing, cylinder, and bigend, whilst an additional feed supplies the timing eeear and the governor, which is completely enclosed in the crankcase, the throttle actuating rod being also encased, so that it is absolutely impossible for a driver to. interfere with the action of the governor.

The cooling circulation is .asSured by i the use of an mieller in the water space in front of the engineethis being mounted on the ball-mounted fan spindle, a wide flat belt providing the drive. The radiator is of the gilled tube type, with top• and bottom tanks of cast aluminium, and it is mounted on rubber blocks that, give protection from vibration.

The engine has a three-point suspension, there being bearer arme on either side at the rear, while a bridge piece passes between crankcase and timing gearcase, and gives the single forward suspension poled. The clutch is of the single dry plate type, and the clutch shaft is provided with a coupling of the internally toothed type. The gearbox is carried on a short subframe, and is provided with a quickly

removable full-sized cover. The gear lever is of the pivoted: type, arid the selector mechanism is outside the gear and unenclosed. The live axle is wormdriven, and the casing is a .one-piece alloy steel forging from enif to end; the worm, in keeping with current practice, is mounted in the cover plate. The axle is of the full floating type, and the wheels are dog driven. The driye and torque are taken through the forward halves of the semi-elliptic springs, and the side brakes are operated from the camshaft by double strips.

This model can be fitted with solid tyres or peetunaties-880 mm. by 120 mm.—on the -front wheels and solids On the back, or else 895 mm. by 135 mm. pneumatics on all wheels.

This particular model is to be shown at Olympia in chassis form, and also as a 15-seater motor coach. Roth of these exhibits will be fitted with electric light, A dynamo platform and belt pulley being stariclard fittings.

We certainly consider that the Albion stand will be one of the most interesting at the Show.

The Leyland Exhibits,

EYLAND MOTORS, LTD., will, as Li usual, stage a most comprehensive series of exhibits, comprising a 4 tan 36-40 h.p. model " 0 " passenger type chassis, fitted with 33-seater Edinburgh type single-deck bus Body, ready for delivery to the Edinburgh Corporation.

The sfleolla vehicle wilt be a 3 ton 30-32 h.p. model " C.L." passenger chassis, fitted with 23 seater deluxe char-a-bancs body, Smith's electric lighting set, Michelin Steel disc wheels shod

with pneumatic tyres of the same make, and domed mudguards, to the order of Turner's Garages, Ltd., Swansea.

The only lorry shown will be a 5 ton 40 h.p. model "P," fitted with platform body, cab, stanchions, and chains, for delivery to W. M. Parley; Ltd., Thorne, Yorks.

The Leyland exhibits would not be complete without one of their famous fire-engines. The example shown will be a standard 65 h.p. 500 gallon engine with a Rees-Roturbo rotary pump, C.A.Y.

self-starter, and Shrewsbury and Chal. liner cross-ribbed tyres. This engine will carry a 40 ft. escape, and ia one made to the order 'of the Broadetaire Corporation.

In addition to these machines, a standard 3 ton model "C" Leyland chassis, fitted with a special eoveredsheet-van body, will be shown at the stand of Bayley's Ltd., the well-known London coach builders. The 3 and 4., ton chassis both embody a four-speed gearbox and overhead worm-driven rear axle, whereas the 5 ton chassis has a fourspeed gearbox and heavy type bevel and

spur double reduction rear axle. The latter machine will also incorporate the new 40 h.p. 5 in. bore by 6 in. stroke engine, to which particular attention should be paid by those who are inter

ested in Leyland productions. In this engine the diameter of the crankshaft has been increased, and four bolts are fitted to the big-ends in lieu of two. To assist cooling, an eight-bladed fan is employed.

We camiot afford space to describe all the models in detail, se will confine ourselves to to a brief description of the 4 ten passenger type. This has a fourecylindered engine, with the cylinders east in pairs, with a bore and, etroke of 4/ ins. and 6 ins., developing 40 b.h.p. at marinal engine speed. The magneto and pump are positioned across the front of the engine, the magneto drive being through a flexible leather coupling. Large inspection doors are provided in the crankcase.. The four-bladed cast aluminium fan is supported on a rocking arm with a positive screw adjustment for the fan belt. A centrifugal pump is employed for circulating the cooling water, A Ferodo-faced cone clutch, totally enclosed, conveys the drive through a short Clutch shaft with two block type universal joints to a four-speed-andreverse gearbox, slung at four points from two tubular cross-members. InCidentally

four-point _suspension is also used. for the engine, which is held in the frame bysteel brackets and screwed tubes, by .which. its position can be adjusted. Behind the gearbox" is the usual footbtake, and a short shaft with two block type universal joints is situated between the gearbox and the propeller shaft, proper, which is enclosed in the tubular torque member. The latter is bolted to the worm casing at one end, and at the other end is spherically shaped, and rests in a spherical housing carried by a stout cross-member : The final drive . is by overhead • worm, the Worm gear and • differential being carried by the axle casing cover, and can be removed as a unit without disturbing the wheels or jacking up the chassis. The . frame is constructed with pressed channel section steel side-members, each of which is ;supported by a stout truss.

The Hallford Show Mod-els.

AMONGST the chain-driven models which will be found at the Sli2w, thbse exhibited by J. and K Hall, Ltd., of Dartford, will certainly prove of considerable interest. Five vehicles in all uill be shown—a 2iton C.C. type chassis, fitted with a. special callapsable meat van body to the requirements.of the Crown Agents, long Kong ; a 3 tots E.A. type chassis, with a box van body painted blue and with lettering in gold outlined in blue on black medallions, to • the order Of Messrs. A. Wander, the manufacturers of Ovaltine ; a 4 ton E.A. type bare chassis, and another fitted with a furniture removal van body; and, lastly, a 5 ton E.E. type chassis, fitted with a hydraulically operated tipping body. The Wood tipping gear employed on this exhibit will be shown in operation. The body of the tipper is a most elaborate production in varnished teak. Messrs. J. C. Beadle, Ltd., coa,chbuilders and engineers, will alsa show a 4 ton Hallford fitted as a brewers' dray. The 2& ton ehassis has a pressed channel-section steel frame, tapered ,to front and rear, though otherwise straight, no rivets whatever being employed in its construction. The engine and gealbox are supported on a rolled channel steel tub-frame, which is rigidly attached to the main frame. Four cylinders, with a bore and ,stroke of 100 mm. and 140 mm. respectively, cast in. pairs and Theaded, are emp'oyed. The magneto is_ "driven direct from the timing gear at the ooff side.; at the near side" is situated the centrifugal water pump, on the driving . shaft of which is carried a small bevel pinion driving the oil pump bevel wheel. This gearing is totally enclosed. A Feeedo-covered cone clutch of the internal type takes the .drive „through a shoi.t whiled clutch shaft and fair:c 'flexible joint to the three-speed-andreverse gearbox, in which the ehangespeed mechanism is all mounted on the box itself. Behind the gearbox. is 'a, aubstantial foot brake with balaneed cast-iron shoes anchored to a cross-member. . . A novel univmsal joint is employed between the gearbox and the front end of the propeller shaft.. Each side of this joint has two jaws, the outer parts of which are cut with chain sprocket twat. A short length of roller chain is passed round the joint, thus holding the two sets of jaws apart; in the improbab'e event of the chain breaking, the drive is taken through the jaws. The bevel-driven counteishaft has a stout torque tube, which is anchored at its front end of the cross-member carrying the brake shoes, and the final drive to the road aYlieels is by roller chains totally enclosed lw chain cases made in two oast-aluminium halves;. these are not called upon to take stresses, as stout radius rods are also provided: The .chains run in an oil bath, and for this reason give exceptionally long life.• In the 4 toss chassis, the 'engine has headed cylinders, with a bore and stroke a 110 mm. and 140 ram. rek;ectively. the cast phosphor-bronze centrifugal water pump and the magneto are situated across the frortt.of the engine at an angle !so that the ILIEteeto is exceptionally, accessible. . The timing. gears are all of the skew type, and' contained in the timing .gearcas.e is a governor.. of the centrifugal type. Large inspection doota in the crankcase permit inspection of the big-ends, etc. One of the novel features of this engine is the absence of visible water piping. To -attain this. de.sired Lecture, the water pump disChargeZ into a pipe carried through the • interior of the crankcase, and then up to a short water connection leading to the water jackets Of the rear cylinders.. . — AS in the susaller model, the 'engine and gearbox are carried en a substantial, sub-frame, and a fabric type universal joust is interposed between the Clutch and the four-speed-and-reverse' gearbox: .

The latter has three-point suspension, by two arms at one side, and a single arm at the other.

A short, shaft is positiOned between the gearbox and the bevel-driven countershaft; the latter has 'no torque tube, but at its front the casting is extended and suspended from a stout cross-member. , Micrometer adjustment is provided for the meshing of the bevel gears, and to obtain access to this adjustment it is only necessary to remove .a sman inspection plate.' The final drive is by roller chains totally enclosed by chain eases similar.. to those employed on the 2i. tonner, but,.. of course,. much stronger. They are relieved from stress by powerful 'radius rods.

The

fooelsrake,. which operates on the transmission, is one of the most powerful we have observed :on. a commercial vehicle chassis.

Straker-Sqlike Show Mode's.

MUCH INTEREST is bound to.. centre upon the vehicles which are being shown at Olivmpia. by Straker-Squire, Ltd., of Edmonton. The new Straker-Squire 3-5 ton " A " type chassis is one of the few tidily postwar chassis which will be shown, and it is one a the most interesting we have had the pleasure of inspecting. Three examples will be staged, all of the " A " type. The first is a single-deck melbas as supplied to the Plymouth Corporation. This will be painted cream, and will Bear the Plymouth coat of arms. It will be fitted with C.A.V. electric lighting, the interior being illuminated by seven bulbs. Apart from the chassis, the body

itself is of considerable interest. The windows are made in halves, one of which can be folded down over the other; ventilating windows are also provided over the top, and these, when partly open, are held in .position by leather straps. The second exhibitis a stripped chassis. The third and last vehicle, which should prove of. particular interest to municipal authorities, is a large galley cleaning wagon, which is of the company's own design. One of the most. Interesting features in the Straker-Squire vehicle is the positioning of the engine, or rather, of the dashboard. This is carried forward so that it is partly over the engine; the engine, being eased at the front by the usual bonnet, and where it protrudes within the dashboard by a special casing with a removable cover. By carrying the dashboard forward, the weight of the load is more equally distributed between the front and back axles; and it can carry a load of five tons without either, axle weight exceeding the six-ton limit allowed by law.

The engine itself has four cylinders cast en bloc with the top ,half ot the crankcase, the cylinder heads forming a single separate casting held by long studs. The valves are all situated in this casting, and

are operated through the medium of long push rods and rocker 'arms. The latter are Spring mounted, and this' a point where wear and noise can occur is eliminated: Twa bearings only are utilized for the crankshaft, but as the. latter is 3 ins., in diameter and comparatively short, no whipping occurs. It runs in two 7 in. diameter roller bearings, held

in the crankcase by Steel 'cap's. The water circulation is On the thermo-syphonic principle, assisted by. an impeller driven from a continuation of the fan spindle, which in .tiirn is driven by a Whittle belt, to adjest, Which one of the pulley flanges is movable; The h.-t. magneto is provided with an impulse starter designed in the "Straker-Squire works.'

The engine and gearbox are carried on a sub-frame, the front end of-which rests at one point on gunmetal brasses, and is permitted a quarter inch movement. The rear suspension of this sub-frame is by. a cross-naember situated between the clutch and the gearbox.; The selector-box is carried by the gearbox, tfie selector, gear being, totally enclosed and working' in

in oil. From the engine, the drive is taken through a single-disc clutch to the four speed-and-reverse gearbox. Owing to the way in which the engine and gearbox; are lined up, no universal joints have to be introduced between these units The front carden joint of the cardan shaft. is socketed into the end of the gearbox shaft, and held in position by two bolts, the withdrawal of which permits it to be dropped, when the gearbox can be removed from the sub-frame with out disturbing the other units. Both the front and rear cardan joints are of the star type, great care being taken to render them dirt-proof and oil-retaining. The final' drive is by overhead worm gearing, supported, together with the diffarential, by the cover of the pot type rear

axle. The axle casing is a one-piece casting, which includes the spring seats, and which is carried right up to the wheels, these being of tht hollow-spoked cast-steel type Tasker Exhibits. THAT WELL-KNOWN Andover concern, W. Tasker and Sons, Ltd., will be showing two of their steam vehicles at Olympia. One will be a "Little Giant " steam tractor of standard type, and the other a 5 ton "Little Giant steam wagon on rubber tyres, this also being one of the company's standard models.

The steam tractor has a two-cylindered compound engine of the overtype and a loco-type boiler 'built from mild steel plates and tested to an hydraulic pressure of 280 lb. to the square ;nth, the working pressure being 180 lb. All the gears are cut and not merely cast, as is sometimes done. Thefinal drive is by roller chain, and is knov. as bares patent. This drive permits a wide spring base, and the springs can also be%much longer than with other forms of drive, thus making the Tasker one of the best 'sprung tractors on the market. Ample water capacity is given by a, tank in the tender,' and another -situated amidships, under and at the sides of; the boiler. •

The diiving wheels have a diEuneter of 5 ft. and a face width of 10 ins. A good point is that the tractor is.-fitted with Ackerman type, steering .-ge'ar.:1• ' The 5'ton -wagon bas a.-boiler working pressure of 200 lb per squaile inch. It also, has' ctit gears,' and -the _two:cyline dered cainpound engine is arranged sd that the high and low pressure cylinders cal b utilized its.-ciotable high pressure cylinders' when _required • for, starting with a heavy -load or for hill-climbing;

i for this purpose. a separate exhaust s provided .for each cylinder.

This vehicle is capable of carrying 5tons on the body and hauling a trailer with a 3 ton load.


comments powered by Disqus