V-6 Diesel and Rubber Springs
Page 79
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>rde 2,500-gal. six-wheeled tanker, th Cummins 200-b.h.p. engine and sandwich ,rings, is expected to cruise at 70 m.p.h.
RING completion at the wqrks of irth Derbyshire Engineering Ltd., Dale, Derbys, is a new NoAle :axle six-wheeled rigid tanker. ti by a Cummins V6-200 diesel It is equipped with rubber susunits at front and rear, which eveloped by the company and have proved in arduous trouble-free over 18 months fitted to a Norde :eled drop-sided lorry. It is antithat the tanker will cruise corny at around 70 m.p.h.
of the most valuable features of gine is that its overall length of 3 ft. s it to be mounted under the seats Bedford TK cab and that it does cupy any .payload space. For this Ltion the Cummins engine is A from 200 b.h.p. at 2,600 r.p.m. to i.p. at the same speed, the maxitorque being 444 lb. ft. at 1,800
With a bore and stroke of 5.5 in. 125 in. respectively, the unit has a ty of 588 Cu. in., whilst its dry is 1,475 lb.
drive is transmitted through a Borg :ck hydraulically operated clutch of diameter to a David Brown fiveoverdrive gearbox, thence to an 18800 two-speed axle. Pirelli (14-ply) tyres are fitted at front .ar.
tank is of steel construction, with acity of 2.500 gal., is lined with is enamel and insulated with glass The vehicle will be employed by iociated company of haulage conrs, Toft Bros. and Tomlinson Ltd., ,ng-distance deliveries of bitumen. h the front and rear suspension are based on Metalastik multipleich springs, and in each case the iches are mainly stressed in shear the vehicle is running light. With
• loading, however, compressive is added to shear stress and this les near-constant-periodicity characA. Two 17/694 sandwiches, each load rating of 18,500 lb., are used at the front and permit a maximum deflection of 2.75 in. A total of four 17/563 sandwiches is employed at the rear and the overall load rating is 80.000 lb., maidmum deflection being 1-7 in. Armstrong Selectaride electrically-controlled dampers are fitted to the front axle, but none is used at the rear.
Each front-suspension unit has a main trailing arm and a short parallel rebound link, the spring being located at an angle of ablaut 290 between the end of the arm and a bracket dropped from the front cross-member. A trailing A-frame stabilizer acts as a radius rod and provides lateral stability. Metalastik conical rubber bushes being used at both front and rear mounting points. The axle is a standard A.E.C. unit.
An A-frame stabilizer with the same type of rubber bushes is fitted to each rear axle, the rear stabilizer being a trailing unit. 1 he axles are connected on each side by an underslung articulating beam incorporating a central triangulated bracket on which a shorter parallel member is pivoted. This carries the lower ends of the two inclined sandwiches, the upper ends being attached to brackets on chassis cross-members. Metalastik rubber bushes of the Spherilastik type are employed for mounting the articulating beam and a cylindrical rubber bush for the sandwich-carrier mounting.
The Norde rear suspension has been fitted to a tandem-axle semi-trailer also, and is to be applied to a Commer 7-ton tipper. No trouble has been experienced with the semi-trailer's suspension after 50,000 miles, and its constant-periodicity characteristics are particularly valuable when fragile loads are being carried.
A feature of the air-pressure braking system is the use of an additional diaphragm on the trailing axle which operates the wheel brakes in conjunction with a Lockheed transmission disc-type handbrake, a pull valve being incorporated in the linkage of the disc-brake mechanism. The footbrake system is designed to give a higher-than-normal braking force at the front, drums of I5-5-in, diameter with a width of 6 in. being fitted to the front wheels, whilst the wheels of the driven and trailing rear axles are ' respectively equipped with 15-5-in. and 16.5-in. drums with a width of 7 in, The use of nylon pipe lines affords a considerable saving in weight.
The wheelbase of the chassis is 14 ft. 8 in.. and it is anticipated that the unladen weight of the vehicle will be around seven tons. Supplied by Rubery, Owen. the main dhassis members are of 0-3125-in, material, the depth and flange width being 11 in. and 3 in. respectively. The longitudinals are flat and parallel, and the upper flanges are " reversed " at the front end to accommodate the engine cylinder banks, which are at a V angle of 90°.