THE TWO TON HUFFMAN CHASSIS.
Page 16
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An Arrival from America Produced in Two Models of the Same Capacities. One Having Worm Gear Final Drive and the other Internal Gear Drive.
WE RECENTLY had the opportunity of a trial run, in the Liverpool district, on a Huffman chassis recently imported into this country by the sole concessionnaires for the British Isles, Messrs. Lindsay and Co., 77-79, St. Anne Street, Liverpool, who were very enthusiastic over this latest arrival from America, During the test we found that the vehicle bore, out all thepromises of the manufacturers Huffman Bros. Motor -Co., Elkhart, Indiana, TJ.S.Ai, as no gradient encountered on the route was too stiff for the machine, even on top gear, though it must be remembered that we were testing a chassis and not a complete vehicle. The Huffman proved,exceedingly quiet in running and readiV responded to its controls.
-The actual model which was tested was model B, which is fitted with worm drive having a gear ratio of 8 to 1. We have not yet had the opportunity of testing the model C chassis, the-final drive of which is by internal gears, the • axle being a Torbensen, and the gear ratio 8 to 1..
The particular chassis tested, though built for 2 ton loads, has ;successfully carried 2 tons 15 cwt., which shows its capabilities, but at the same time we do not recommend overloading, not only for the sake of the vehicle itself, but because the owner is liable to lose the benefits of the guarantee. With this heavy load, however, gradients of 1 in 9 -were taken on top gear, and the speeds varied from
to 17 m.p.h. Both models have governed engines, the maximum speed allowed 6eing 18 m.p.h.
We will continue by giving a more detailed description of the two models, commencing with model B. This has a four-cylindered. Continental Red Seal engine with a bore and stroke of 3g ins and 5 ins. respectively. This engine is well known for. its reliability, and is employed . on a considerable proportion of the American vehicles imported here. •
Cooling is on the thermo-syphonic principle. The radiator, which is of cast-iron construction with a tubular core, being of ample dimensions, cooling is satisfactory at all times. The Eisemann mag-net& is provided with an impulse starter. Carburation is.attended to by a Zenith instrument, which draws its hot air supply from a muffle. The drive ie taken through an accessible, dry-plate clutch of Fuller manufacture to a three-speed and reverse gearbox of the same make built, up as a unit with the engine and clutch. This gearbox has centre control of the ball-andsocket type.
A 2 in. tubular shaft, provided with two universal joints, conveys the drive from the gearbox to the rear axle. A steady bearing on this shaft prevents undue whipping, and assists in reducing wear on the universal jowls.
We have already mentioned that the model "B " has worm final drive. This in contained in a east steel axle of the pot,type, the worm gear and differentiel being supported by the cover, and being thus -easily removable, when required, for inspection or repair Both bra,kes operate en the rear wheels, the two pairs of shoes being of the internal expanding type, and situated side by side.
The wheels themselves are of the wood artillery straight-spoked type, which we usually associate with vehicles of American manufacture.
• The springing, has received considerable attention, the rear springs being 50 ins, long and 3 ins, wide, and the front springs 42 ins, long and 21ins. wide.
Solid tyres are fitted throughout, those on the front being 34 ins. by 4 ins., and those at the rear 34 ins. by 6 ins:
Easy steering is given by the 18 in. _ steering wheel and Lavine screw and nut sear. The usual I-beam drop force, ing is employed for the front axle, an
the steering tfe-bar is situated behind this.
The frame is perfectly straight from front to rear except where it bends down to the dumb irons. It is constructed of heat-treated, pressed channel Steel, 4 ins. deep and 24 ins, wide, strongly gusseted zit the cross-members. The centre cross-member is arched to allow for up and down movement of the card= shaft.
The petrol tank has ample capacity for long journeys, as it holds 16 gallons. It is situated under the driver's seat, the petrol being fed by gravity to the carburetter. We understand that, with a full load, the petrol consumption has proved to be at least 12 miles per gallon.
The model C cha.sis is similar in many respects to the model described above, but it is provided with a fourelindered Ruda W.U. engine, with a bore and stroke of 3i ins. and 5,1, ins. respectively, in lieu of the Continental engine -fitted to model B. Thermo-syphonic cooling is also employed' with this engine, as is the automatic impulse starter for the Fisemann magneto. This model has a Torbensen internal gear drive axle, which has proved so ettecessfat in use on . Many other commercial vehicles af American manufacture.
Both brakes operate on the rear wheels; but, as is to be expected °wins to the internal gear rings,, one brake is of the internal expanding type, and the other of the external contracting type.
-The wheelbase of both models is 140 ins., and the loading space from the rear of the driver's seat to the end of the frame is 10 ft. 6 ins.
The equipment includes the driver's seat, tool box and tool kit, radiator guards and oil-lamps, and the prices are as follow : Model B £715 model C, 655.
The conceesionnaires are willing to give Oriel runs at any time;