THE VIM 10-15 CWT. CHASSIS. ,
Page 17
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A Substantially Built American Chassis With Worm-gear Final Drive.
ATYPE of commercial motor chassis whiph is becoming very popular in this country, and of which there are at present very few examples, is that which will carry loads of between 10 and 15 cwt. Those few manufacturers who are producing machines of this type are overwhelmed.
• with orders, and cannot hope to meet the :demand for some considerable time to come. Vehicles of this capacity are particularly useful to small tradesmen, to ;whom larger vehicles would not bean 4conomical, as they would be eunning half-laden for the greater part of' the time.
h. chassis which would appear to meet. the requirements cif this country in regard to this particular class of vehicle Is the Vim 10-15 cwt, model, a large latch of which is expected here very .ehortly. The concessionnaires for this vehicle are F. G. R. Browne, Ltd., the registered offices and temporary sales office of this companvebeing at 17, Eldon Street, London, E.C. Concerns which are desirous of taking up agencies for this vehicle are requested to communicate with the company. The retail price for delivery in London is B395, complete with full equipment
A certain number of van lorries are already in service in this country, but they are not very well known, although the manufacturers state that 55,000 of their chassis are in service, chiefly in America. They are manufactured in a very large and up-to-date factory with a floor space of nearly 700,000 sq. ft., . fully equipped with the most modern
and efficient machinery. The vehicles have already earned much approbation in the country of their origin.
The foundation of the chassis is a frame built of 3-16 in, high-grade .channel steel, which is so constructed that bends and offsetsare eliminated. The cross-members are of great strength, and are riveted to the side members, being further strengthened by substantial 'gussets. At the front are short, stout
dumbrirons, and a somewhat unusual feature is the provision of channel dumbirons at the rear of the frame. At the front also is a detachable epring fender, which prevents any injury being done to the radiator and engine in the event of a collision.
The engine is a four-cylindered monobloc, with all the valves on the offside, where is situated also the carburetter.
The bore and stroke are 3 ins. and q ins. respectively, giving a h.h.p. of
20. A feature which will appeal to British users i5 the provision of a magneto. This is an American Bosch. A three-bearing crankshaft is eniployed, the bearings of which are whitemetalled bronze. Lubrication is of the force-feed and splash type, a tell-tale being situated on the dash. The timing gears are of the helical-spur type, whilst the valves are of alloy steel enclosed. by dust-proof covers. The cylinder heads are removable, facilitating decarbonization and valve grinding.
Cooling is effected by a radiator of the beilt-up type, the tanks of which are constructed of pressed steel. It is flexibly mounted on a special crossmember.
The clutch is of the ordinary leatherfaced typo, provided with spring inserts to give smooth engagement.
The gearbox forms a unit with the engine. It gives three forward speeds and a reverse, the change-epeed lever being centrally positioned. From the gearbox a tubular shaft provided with double universal joints carries the.drive to a special worm-driven rear axle of the semi-floating type. This axle combines strength with simplMity.
The main axle easing is a single steel casting, which incorporates the spring. seats and the brackets for the brakeoperating levers. Both brakes act. on the rear wheel drums, the shoes being of the internal-expanding type, situated. side by side.
The worm gear and differential are supported by the cover, and can be removed as a unit. •
All the wheels are provided with .31 ins. by 4 ins. pneumatic tyres, and the front wheels run on roller bearings.
The steering gear is of the worm and wheel type, the steering wheel itself being 16 ins, in diameter—a comfortable size.
Careful attention has been paid to the springs, all of which are of the semielliptic type, those at the rear being 2 inc. wide and 50 ins. long, and those at the front the same width, but 36 ins.
long. They are securely attached to the axles by means of alloy steel clips. The front axle is a drop forging in alloy steel, and of I-beam eection. Care is displayed in the assembly of
each unit. For instance, the engine receives an electrie dynamometer test before it is passed as At to be incorporated in the chassis.
An electric lighting equipment is fitted as standard. This consists of a.dynamo, an accumulator eituated on the running board at the nearside, headlights with dimmer and a. tail lamp. The lighting switches are conveniently situated on the dash, and the outfit inandes an electrically-operated warning device.