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A.E.C.. 59
Page 4
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TEM latest additions to this company's range, described in our issues dated September 29th and October 20th, are the Mammoth Major six-wheeler, the Matador four-cylinder 5-tonner, the Mandator high-speed six-cylinder 6-tonper and the Regal Four single-deck-bus chassis.
The first two of these new models are seen at Olympia, the Matador in the collective chassis exhibit, and the Mammoth Major on the company's own stand. It is a pity the new Mandator 6-tonner is not to be shown, but there is no room for all, and if visitors specially interested in the 6-ton class will imagine a Regent double-deck-bus chassis with a Mammoth-type double-reduction back axle and a stiffer frame, that, briefly, is the specification of the fast, lowframe Mandator.
On Stand 59 are the Regent doublesaloon, 56-seater, two examples of the Regal Six (one coach and one service bus), a Mammoth Major platform lorry, and a Renown six-wheeled passenger chassis without body. All these have the 120 b.h.p., six-cylindered petrol engine, except the Renown chassis, which is shown with the A.E.C. 130 b.h.p. six-cylindered oil engine.
In its latest form the Regent, a favourite corporation vehicle, embodies all the latest engine improvements giving extra power, having, of course, the standardized silent-third speed and a three-cylindered vacuum braking system. The body weight has been reduced to 2 tons 4 cwt., and the body, which is a product of the Brush Electrical Engineering Co., Ltd., of Loughborough, has aluminium panelling and light seats.
The Regal coach and bus on the stand are both 32-seaters and embody the same chassis improvements as the Regent.
n14 The Renown six-wheeled 60-65-seater double-deck bus chassis is a type which is gaining ground ; the London General Omnibus Co., Ltd., already has more than 500 similar machines, but equipped with petrol engines. Single rear tyres, possible with a six-wheeler, permit a wide frame to be employed, thus giving stability, and, as the result of this, resilient springs can be fitted without loss of steadiness. The springs used are actually longer than the distance between the bogie centres. The example shown is equipped with the company's latest oil engine.
The Mammoth Major is a trunk-road 12-ton freighter, a rigid ex-wheeler with trailing axle, and it will be seen with a flat-platform body built by Oswald Tillotson, Ltd., of Burnley, the northern distributor of A.E.C. products. On the platform which this fine vehicle provides, visitors will be able to see one of the most interesting oil engines, the A.E.C. six-cylinde.red unit. Experimental work in conjunction with Mr. Ricardo has resulted in an output of 130 b.h.p., as against 95 b.h.p. in the original engines made, and the high speed of 3,000 r.p.m. is obtained. Over
a range from (300 r.p.m. to 1,500 r.p.m. the b.m.e.p. rating is 100 lb. or more per sq. in. With flywheel the weight is 1,414 lb. The new type of cylinder head is arranged to contain a spherical combustion chamber, into which the fuel is sprayed, the injector being placed at a slight angle to the vertical. An orderly swirl is produced in this combustion chamber, so that the air is flowing at a rapid rate past the injector nozzle during the period of injection.
The improved 120 b.h.p. petrol engine, in the form of a working sectioned model, also is displayed, as well as examples of other components, such as the " silent-third" gearbox, which is now fitted to all models, and the new steering gear that has been adopted for the series of passenger chassis and for the Mandator. Finally there is an example of a patented fluid transmission gear.
In connection with the 120 b.h.p. petrol engine, as well as with the fourcylindered engine which now develops 80 b.h.p., it is interesting to note that the improved output, which is the feature that characterizes the two power units now offered, has not been obtained by means of any increase in either bore or stroke dimensions. It is simply the result of altered valve and inductionmanifold design, the increase in size of ports and passages, etc.
The new kind of worm-and-nut steering gear is most interesting. The main shaft is carried in a large-diameter ball race between two thick rubber rings in a housing forming the upper end of the steering column. The shaft has no bearing at its lower end and moves through the arc taken by the nut, the rubber rings affording adequate flexibility.— The Associated Equipment Co., Ltd., Southall. Middlesex.