A New Albion Two-tonner for Olympia.
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First-published Particulars of an Interesting New Chassis.—A Combination of Worm and Chain Transmission.
The introduetio.n of a new Albion model to the commercial vehicle market is always a matter of interest, for the famous Scotstoun firm never announces a new type until every detail in its design has been thoroughly tested and approved. With a unique reputation for practical design and reliability in service the Albion Co. is at times amused of moving slowly, but if it adopts new designs cautiously it invariably gets there just the same, and, what is more, stays there, which is seldom the case with the maker of a hastily conceived and marketed vehicle.
The latest Albion production is a two-ton chassis with an engine that is nominally rated at 25 h.p. The design throughout is in thorough keeping with custernary Albion practice as regards clean work and strength. But there are several quite novel details to be noted on this latest example.
The engine has a bore and stroke of V-, ins. and ins. respectively. The crankshaft governor is adjusted to cut out at 1050 r.p.m. The Albion ideal is not a high-speed engine developing big powers at
the summit -of its speed curve, but rather is it a moderate-speed engine, flexible up to the limit set by the governor and possessed of a high torque at all power outputs.
The four-cylinder engine in this model has its cylinders in pairs contrary to recent Albion practice, and the valves are all positioned on the near side, being neatly enclosed by plates held by a knurled cap. Every care has been taken to render the valves accessible, and the carburetter, which is of the usual Albion type with water-heated mixing chamber, is situated on the off side with a 1-induction pipe passing between the cylinders. This induction pipe Es above the level of the valve cover plates, while the bolted-on exhaust trunk is still higher, so a-s to leave the valves entirely unobstructed.
The magneto is on the near side, but gives plenty of clearance, while contact heater and distributer D14 are handily situated. There are no very startling novelties in the engine construction, the three-bearing crankshaft being a sturdy piece of work, while the distribution is of the gear type enclosed in a common oiltight case with the governor. Lubrication is by a force feed pump of the gear type, driven off the centre of the camshaft-. A conveniently situated cock allows one to test the oil level, while a good feature is the exceptionally large filter that is employed. This takes the form of ahorizontal gauze cylinder of a diameter of about 6 ins., which can be drawn out horizontally, the plate carrying it being provided with a handle. Close by is alarge gunmetal drain plug, the oil having, of course, to be run out before the filter is removed. Cooling is by pump, and the practice, found successful on the IS h.p. and 32 h.p. models, of mounting the centrifugal pump on the inner end of the fan spindle is adopted in the new type. The frame is of the straight-channel class of construction with the Ilangcrs outwards, this making all the holding-up bolts extremely accessible and allowing the entire transmission to be dropped without removing the body. All cross-members are of the tubular type, while the extreme rear of the chassis is stiffened by diagonal tension rods.
The front axle is,of the double or Butler type, and of very substantial construction for the weight of chassis. The cast-steel wheels run on plain bearings, but there are, of course, ball-thrusts for the load in the steering centres. These and also the wheel bearings possess exceptional surface, while the steering connections are all of the ball-and-socket type, the sockets being made in halves and bolted together so as to give free movement in all directions, and yet making it impossible for the ball to come adrift. The connection of the steering lever to the oft stub is interesting, as, instead of using a one-piece forging or of boltingithe lever to the stub through a taper, it is secured to the bottom of the stub by a square faee held by four bolts, this being considered to give a much stronger and more mechanical job.
Coming to the transmission, it will be found that the single-plate clutch, in which a thin steel plate is held between Foredo-faced rings, is used, and this takes the drive to the gearbox through a shaft with dog couplings at both ends. The final drive being by side chains, there is a combined gear and differential box which is rendered easy of access by means of large-sized plates held by thumb-across and fingers, so that the covers may be removed without screwing the thumb-screws right off their studs. A large-sized &air] plug is provided, and the gearease
is sensibly provided with a breather se that the oil used for lubrication should have no tendency to leak. The gearbox gives feur forward speeds, and the layshaft is on the off side of the main shaft. Plain bearings are used throughout the geaebox, although ball thrusts are, of course, fitted even to the layshaft. The shafts are of the castellated type, and the dog clutches, which give the top gear and throw the layshaft out of action when the direct drive is in use,
are both of very large dimensions. Whip in the shafts is prevented by giving each three beaings. The principal novelty in the transmission is the use of a worm of the "parallel " type to drive the
differential cross-shaft. The worm shaft has a tail bearing, and is continued to carry the drum for a contracting foot brake of the fablie-lined type with convenient screw adjustment. The gew box has three-point suspension from acentral banger forward and from the countershaft brackets at the rear, The cross-shaft is hung from the frame by spherical bearings which give freedom to the transmission in the event of flame distortion.
The chain eases are of a new type with a very conveniently situated chain adjuster forward of the sprocket. The torque and radius member is cambitted with the chain ease, and is bolted up to the axle bracket through fibre peeking pieces, while the chain case has a leather ring on its inner face which allow of a little lateral freedom in the easing. The rear springs are of exceptional length, and a feature is made of the adequate lubrication of the shackles, the forward shackle bolts having their lubricators carried high so as to give them a good head of oil. The front axle carries a block under the frame on each side, and the latter has a marine rubber black bolted an to it.
Control and other details follow Albion practice, but the clutch control is new ; a double horizontal lever, something on the lines of that used on Humber and Darracq pleasure cars, is used. The thruet collar is withetiown by separate horizontal levers with a common pivot on the left, the connection with the clutch pedal being through a. cross-piece with tall ends ; this eueures an equal thrust on each lever, end thus a straight line motion for the clutch collar without any tendency to bind. We had a run of a few miles on one of the two-ton test chassis which was loaded up to some 6 cwt. in excess -of normal load, and in addition carried four
persons. The springing was excellent, the vehicle being very quiet, easily acceletated, .and rapidly braked—important things in a vehicle to be used in traffit'. Tile steering we found particularly good and %wy light for a chassis of this type. On a gradient (if one ill six the loaded vehicle performed very creditably, .although handicapped with a high gear intended for passenger work. We ore sm e that this new Albion model will at-tract Tuna notice and favourable attention at Olympia.