New Selden Models.
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Another 'Two-tonner—This Time with Internal Gear as Final Drive, and a Worm-driven Chassis for One-ton Loads. •
If variety in the means of transmitting the power of the engine to the road wheels be a recommendation, the Selden range of models takes a high place in this respect. On the 3rd June last we described, in some detail, the twoton chassis, which was then being offered in two models. In one of these the final drive was by sprockets and roller chains, and in the other overhead-type worm gear was utilized for this purpose. In all other respects the two chassis were identical, A Third Method of Final Drive.
The Selden Co., however, is evidently bent on meeting the requirements of any and every purchaser, whatever his idea as to what the best form of transmission. may be and we were invited the ether day to inspect yet a third model of these chassis, in which a. double-reduction gear has been adopted. The first part of the drive is by bevels, thence bymeans of a differential and two shafts to spur pinions which mesh with internal toothed gears on the rear road wheels.
Engine Previously Described.
As we devoted in our issue of 3rd June last some considerable space to the description of the monobloc 411,in. by Ei in. bore and stroke four-cylinder Continental
1344 engine, there is no need for us to go into detail with regard to this unit on the present occasion. Any of our readers may refer to the issue named for further particulars. It may not be out of place,
however, to point out that this new chassis is fitted with the latest model power unit, and although the engine itself, with the exception of a slight alteration to the lubricating arrangements, differs in no respect from that previously described, it has been brought up to date in respect of such components as the carburetter and the magneto. For the former the Stromberg Co.'s product is still used, and the one previously utilized was that type embodying a separate glass float chamber ; in the present instance the float is a concentric one and surrounds the choke tube. The advantage of this arrangement is that. it considerably reduces the amount of space taken up and improves the appearance of the engine on the whole froth the point of view of neatness. An upto-date American Bosch magneto is fitted, and we notice an improvement in the arrangement of the drive of this component inasmuch as the original metal coupling has been replaced by one in which drive is taken through a leather disc ; the accessible adjustment, which was a feature of the original coupling, is, however, retained in the new design.
Pierce Governor Fitted.
This engine, it may be remarked, is fitted with the Pierce governor, which is a mechanically driven device operating on a throttle valve situated between the carburetter and cylinder. It is of the centrifugal type and driven by flexible shafting from the timing gear. Transmission from the engine is the standard Brown Lipe, embodying a multiple-disc clutch employing thirteen discs, six Raybestosfaced ones alternating with seven of steel ; this is totally enclosed and is run dry. The three speeds and reverse gearbox is bolted up to the flywheel housing, so that the engine and box complete form one unit, which is three-point suspended from the frame. The change-speed gear is carried on the top of the gearbox, and consequently is situated in the centre of the chassis.
• In the double-reduction-gear model, as in the worm-driven one, the arrangement of the parts involves a rather long propeller shaft ; in order to avoid, so far as possible, the effects of whip at high speeds, this is made of a large diameter tubing with the sockets for the universal joints welded on at each end.
Neat Rear Axle.
The rear axle is of quite neat design. The bevels and differential gear are carried in a casing slung from the dead axle, which is a solid round bar. Tubular extensions of this casing serve to protect the pinion shafts, and the dust-proof covers for the brake drums are cast with the spring brackets, and also serve as supports for the live-axle outer bearings.
The whole of the transmission is completely enclosed and should not suffer from any trouble owing to the ingress of dirt or owing to the exudation of the necessary lubri-. cant.
The foot and hand brakes both take effect on drums on the rear wheels, the former is an external one, the latter internal. In the course of a short run we were able to test both of these, and they seemed to be amply efficient.
On the whole, the machine would seem to be well able to carry the two-ton net load. The frame is a pressied steel one, substantial in construction, the springs are long, and of good width, whilst additional coil springs are fitted to supplement the usual semielliptics, and the load-carrying portion of the rear axle would seem to be sufficiently robust. American-sized tires are fitted on demountable rims,
A One-tonner.
Another model made by the same company is suitable for a net load of one ton. In many respects it resembles the two-tonner, final transmission, however, being by means of the well-known Timken worm-driven rear axle.
We observed that on this model the Timken Co. has introduced a special form of brake gear which we have hitherto only noticed on the heaviest types. We refer to that in which four shoes are fitted so as to bear on each brake drum. Each shoe occupies slightly less than a quarter of the circumference, and one Pair is operated by means of the hand brake, the other by the foot brake. Details of this arrangement were given in our issue of 20th January, 1916, when we gave extracts from Mr. Watson's paper on "Live Axles."
Particulars of the prices of these models are not yet to hand, but we have pleasure in referring interested readers to Messrs. Gaston, Williams and Wigmore, Ltd., Alexandra House, Kingsway, London, W.C., who will, we have no doubt, be pleased to give any further particulars, which may be required. Early delivery of either model can be given.