A BRITISH FOUR-TONNER.
Page 16
Page 17
If you've noticed an error in this article please click here to report it so we can fix it.
The Peace-time Ensign Chassis.
OST COMMERCIAL-VEHICLE ,manufac turers Whose *energies have been assiduously
. devoted during the past years of war to the
production of ;national. essentials are now settling down again into a more normal channel of productive activity. -Particularly is this the case with the manu facturer'posSessing a relatively small output, who has not been affected to any great extent by the complex .question of reconstruction. Several of the smallol British manufacturers have been engaged in their ordinary-pursuits during the war, building industrial vehicles of their own type and design, as supplied for civilian uses, with :the result that, with the changeever period from war to peace, their works organization has been little disturbed, and delay in proceeding with civilian orders in hand has been negligible.
. • British Ensign War Laurels. • . British Ensign Motors, Ltd., whose 'works ase situate at Willesden Green, are fortunate in being placed in these suiVantageous circumstances. The activities of this all-British concern have been chiefly devoted 'during the past four years to the production of their 4-ten chasSis,'WhiCh hai been supplied for duty with the Allied Armies in certain spheres Of operation: • AlthoUgh the output Of the 'Company is strictly limited, the:fact that they nave been kept -busy turning out their lorry. chassis provides, sufficient evidence, commendable in the extreme, of the faith and trust which
the authorities have placed in the inherent qualities of reliability and design of the Ensign chassis. As proof of this thoroughness of design and construction, emphasized when the lorry is working under adverise circumstances, it would be as well to point out that many of the lorries built by the company were shipped for duty with the Russian Army, before internal. disruption obliterated their military campaign, and that they covered • themselves with distinction under rigorous condition of service,
Although no startling modifications have been effected in the design of the Ensign chassis, since it was last described in the pages of this journal, certain relatively small but _nevertheless important details, making for increased *efficiency, have been embodied ; possibly the most *striking of these is an extension piece of the gearbox housing which accommodates the transverse shaft operating. the gear-striking mechanism, the housing _hieing 'extended beyond the frame side member. This construction overcomes in a simple manner. the effects of frame twist which was experienced in the original design; wherein the shaft was supported by abearing in the frame member. • Before we proceed to give a brief description of the chassis; let us here eecord that the design and con.struction of the vehicle evidences an intimate knowledge Of the varied conditions Under which a modernday motor lorry operates. 'Stoutness Of construction, particularly in those vital parts where strength is 80 essential, and the absence of anythingin the natifre of freakish embodiments are strikingly apparent.
Engine Details. .
The engine which is to be used in the peace-time model is the 35 h.p. Tylor unit This make of power unit was Standardized for the.four-ton chassis when.
-originally, designed but during the war the Dorman engine has been used in accordance with official-.;re .quirements.: So' far, as the Tyler unit is concerned, little description is needed. • It conforms, as is generally well-known, to the W.D. subsidy specification and is noted forits-robast construction. Its cylinders have a bore of G ins.. and a stroke of 6 ins., and it develops 45 bh.p. The cylinders. are cast in pair and the valves, inlet and eihaust, are all positioned' on the near side of the engine. The valve tappets, of
ease-hardened steel, have adjustable ;heads and are enclosed by dustproof aluminium covers. Ample water 'jackets arepro•Sided.—• • .
• A feature Of the Tyler engine is the .accessibility'of the water pump and magneto.••.These are driven by a
cross-Shaft at the forward end of :the 'engine and are mOstsacceSsibles For carburation, the potentiaLpurchaserhas the option of a-Zenith -autornatic, or the standard Claridel-Hobson .accessory. It can be operated' either by meana of'hand or foot.
• Lubrieation has. received.very careful consideration at the hands of the designer and is entirely automatic.. A positively-driven gear: primp forces. oil under pressure to all the big-endand crankshaft bearings. '.The oil pump is fitted at the bottom of the 'crankcase and is at all times' subriterged in 'oil. A' large oil filler, which also acts as an air vent, is attached to the out side of the crankcase, And an oil-level cock is provided.The..usital-type of pressure indicator is fitted on the dashboard.
Cooling is effected by 'a gilled tube radiator of ample dimensions with cast. aluminium, top • andbaton' headers. Water 'circulation is inaintained by .a centrifugal pump. A large belt-driven fan also aids
in.the cooling. •
• The gearbox; as we have already said, is one of those component parts which has been improved. it providesiour speeds and reverse; and is particularly outstanding on account of its stout construction ; it is mounted on a sub-frame. Between gearbox and clutch is interposed a universal joint, the clutch being of the leather-faced inverted cone type. The centre portion of the rear axle is a steel casting of substantial construction and carries integrally the spring pads, seats and pivots for the brake shoes and operating toggles. The final drive is by means f■f overhead worm and wheel with differential of the bevel type, the whole of the gearing being earned by one casting which forms the -cover for the rear axle casing. The torque and thrust are taken by a substantial ball-ended torque tube, the rear end of which is bolted to the axle casing, -the fore end being housed in 'a specially cast steel cross member ; the ball end serves to enclose -a universal joint of the twoJaw type. Between this joint and the rear axle, the propeller shaft runs to a horizontally-sliding joint which tranSmits the power to the worm shaft. The steering is of the stereotyped worm and wheel type. and is adjustable to take up all'wear. The brakes take effect on the rear road wheels and are of the internalexpanding type. The road wheels can be manufactured of cast.steel or pressed steel, and the rear ones are of the Y-stioke type, and have the brake drums attached by means ofbolts. The wheelbase is 14 ft. 9 ins. ; a.chassis of 13 ft, 9 ins. wheelbase, however, is available: The price of the chassis is to be 2950.
The output of the company -is considerably restricted for sale to privately-controlled concerns, but a limited number of lorries can be supplied. To the potential buyer we would point out that the great point about the Ensign chassis is that it is built for wear, and on this score alone merits the attention of all users or likely users as a good commercial proposition.