A New Halley Colonial Model,
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First-published Particulars of the 3.1.-ton Chassis Suitable for Overseas Conditions.
We are happy to he in a position to include amongst the large nun/her of our illustrated articles, giving first-published particulars of new models which will be shown at the approaching Olympia Exhibition, an example from the Halley works. Ever since the Commercial Motor Vehicle Trials, held under the auspices of the R.A.C. in 1907, Halley vehicles have enjoyed a high reputation amongst users. It is some time since we described the big Halley chassis designed for service in the "back lands." But for being fitted with cast-steel wheels of still greater breadth this chassis, of which an example will be shown at Olympia, remains the same. Mr. Russell, of the Halley firm, who has lately returned from Australia and South Africa, reports great interest in this type. The new Halley model, xvhile termed a Colonial type, is not unsuited for service in these islands, but it has the ample clearance demanded by Colonial users, efficient chain cases, high factors of strength and a large-capacity petrol tank. The result is a very workmanlike vehicle constructed on the same practical lines which characterize all the Yoker productions.
The chassis is designed for 3i-ton loads ; it has an engine nominally rated at 35 h.p., but its four 4?; in. by 6 in. cylinders give 40 h.p. on the brake at 10n0 revolutions.
The cylinders are in pairs with the enclosed valves all on the near side. 'Tappets and guides are easily removable, each pair being held by a single clamp, while the tappet cleatiance is adjustable. The cam shaft, like the crankshaft, has three bearings. The water pump and magneto are set across the front of the engine, being driven through a skew gear, this position giving maximum accessibility to both details. The fan is belt driven and the spindle is carried eccentrically to allow of easy belt adjustment. The fan itself is not fixed positively to the spindle, but is held up to the pulley flange by a nut and spring. Lubrication is by a gear-type pump supplying oil under pressure to the main bearings, and to troughs into which scoops on the big-ends dip. The oil filler is conveniently situated on the valve side of the engine, and there is a circulation indicator on the dash of the projecting pin type. The engine is carried directly from the side frames by dropped brackets. The whole of the tops of the water jackets are removable, making it an easy matter to clean the spaces at any time. The carburetter is a Zenith drawing warns air from around the exhaust pipe. Inlet anti exhaust. connections are carried high so as not to interfere with access to the valves, and are easily detachable, as they are held in place by two wedge pieces only, each being secured by a pair of studs. The ignition is of the Bosch dual type, the magneto used being of the waterproof pattern.
The engine is governed, and, so that the speed control cannot be tampered with, the governor is mounted on the vertical oil-pump spindle and enclosed in the crank chamber. It is set to cut out. at 950 revolutions, so that this Halley engine is decidedly of the moderate speed type.
The clutch and its operating mechanism is of the standard Halley type, the former being leather-faced and offering ample surface. The clutch ring has its own drip-feed lubricator mounted on the dash, and a good feature is the total enclosure of the squared end of the driving shaft at the clutch, so that the lubrication of the surfaces is ensured.
There is a large universal joint on the shaft line a. little way in advance of the gearbox, as shown in the illustration. This is also enclosed, and should protect the transmission from the effects of any frame distortions. The gearbox gives four speeds, all of which are indirect, and in accordance with Halley practice the gears are in constant mesh and engaged by means of dog clutches. In the gearbox plain bearings are used, but ball thrusts are freely included in both gearbox and differential, while the inner ends el the camshafts are mounted in load bearings of the ball type. Otherwise plain bearings are used in the transmission and for the road wheels, the surfaces being large enough to render wear very slight.
The gearbox is oil lubricated and provided with an air vent. The casing is of cast iron and provided. with three covers, giving ready access. The cross-shaft is carried in a really adequate casing, and the road wheels are driven by chains enclosed in very substantial aluminium chain cases. These are divided vertically, but, to facilitate chain removal, the outer halves are divided horisontally also. The cases take no driving or torque stresses, these being provided for by adjustable radius rods of the conventional type. The feet-brake is carried on the forward end of the layshaft and is of the metal-tometal type, a sound feature being the strong anchorage provided by a bracket bolted to a cross-member. The two brake segments are pivoted to the operating callipers and centred by means of small compression springs. The side brakes are of the expanding type and are operated and balanced by wire cables. The brake-operating arms are turned upwards so as not to reduce the clearance, which is 15 ins.
The road springs are long, and the rear springs have sliding ends. The front spring shackles are large and, like other details, very adequately lubricated, the side chains, for instance, lowing large-sized wick lubricators. The wheels are of the emnposite type with east-steel centres and felloes, and a wood fellee iwtween steel felloe and time rim. Polack tires are fitted, the fronts being 850 mm. by 120 mm., and the twins at the rear 1010 mm. by 120 mm.
The side frames have their channels outwards, and are very slightly in swept to admit a maximum lock. The cross-members are all of the channel type well gueseted to the main members, which are 5 ins, in depth and reinforced towards the centre by in. flitch plates.
The dash is of steel plate, and this is to be standard Halley practice in future, On the dash are but three fittings, the lubricator for the clutch ring, the Bosch dual-ignition switch, and the lubrication telltale. The petrol tank is under the driver's seat and has a capacity of 21 gallons.
The steering is well and strongly designed, the column being provided with both ball journal and thrust beat ings. Very strong ball and socket joints are used for the connecting-rod cads, while the adjustable tie turd which is placed forward of the axle has very largesurface cylindrieal joints, which_ should resist wear at this point indefinitely. Throttle and ignition controls aro placed beneath the steering wheel, but the former is controlled by a pedal also. The gate lever has a double reverse catch, while the sids brake is of the
pull-on type. Almost an unnecessary refinement is an undershield extending from the front or the engine to the rear of the clutch, unnecessary because the engine forms its own shield and has an underside singularly free from mud-collecting protuberances.
Altogether the 3.1-ton Halley Colonial chassis is a very wellthought-out job, which should be quite suitable for hard service in this country also. It will no doubt attract considerably attention accordingly at the forthcoming Show.