A SCOTTISH MAKER'S NEW RANGE.
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Details of the New Passenger Vehicle Chassis Produced by the Albion Motor Car Co., Ltd., with Particular Reference to the Low Load-line Bus with the 30-60 h.p. Engine.
finHE remarkable non-stop run be tween Glasgow London Glasgow made a few days ago by a new model Albion 28-seater bus, loaded to a total weight of 51 tons, has focused the attention of many potential users on the latest products from the Scotstoun During a recent visit to the works we were able to obtain details of the new range of passenger models of which this bus forms a unit. The range will be known as the Model 26 series, and four types are being built. These are :— (1) A 30-seater bus on a 16-ft. wheelbase, with low frame level of 1 ft. 111 ins, between the wheels when laden and 1 ft. 5i ins, behind the rear axle ; (2) a 24-26-seater bus on a shortened chassis, the wheelbase being 14 ft. 4 ins.; (3) an 18-seater coach with single-step entrance on a 14-ft. wheelbase chassis ; (4) a 14-seater coach chassis with a 11-ft. 3-in, wheelbase. These vehicles are all purely passenger vehicles, and not designed nor intended for the conveyance of goods, and it is important to note that the whole of the design is strictly in accordance with the proposed regulations of the Ministry of Transport, both as regards chassis and bodies. All four are also designed for pneumatic tyre equipment only.
One type of power unit suffices for these chassis. It has a bore of 4 5-16 ins. and a stroke of 44 ins., and with an R.A.C. rating of 29.8 h.p. develops 60 b.h.p. This engine is of clean, straightforward design with the four cylinders cast en bloc, but with the heads in pairs, these, together with the gaskets, being interchangeable. The valves are all on. the near side, the operating gear being protected by cover plates. The magneto is also on the near side, immediately behind the timing case, the dynamo balancing this at the off water pump form a unit based on the Albion-Murray patents.
The pistons are cast in aluminium alloy, and have full-floating pins located by a patented device, consisting of Daralumin studs drawn inwards by the action of a compression spring. The crankshaft is supported in three bearings, and it is notable that the centre bearing (which is always found to wear more rapidly than the others) provides a much bigger bearing area to reduce this tendency.
A neat pump forces oil through the drilled crankshaft, there being no troughs. It is sucked through a 9-in. by 12-in, gauze, any heavy matter falling back into a miniature sump, thus rendering the filter almost self-cleaning; apart from this, it is easily detachable. The timing gears are lubricated from the by-pass valve.
The valve tappets are specially lightened, and a most unusual feature in design is that the cylinders are inclined from the vertical some three or four degrees. This enables the employment of an efficiently shaped combustion chamber without inclining the cylinder head.
It is noticeable that both in the engine and in the other units accessibility has received the greatest attention, every unit being detachable separately without disturbing any others. "
The clutches are of the single dryplate, type, with Ferodo rings on the flywheel and on the pressure plate. The pedal is extremely light, so that no fatigue should be felt even after a long
period of driving in traffic. Two adjiwtments are provided for the clutch, one by altering the fulcrum of the toggles and the other on the pedal.
separate gearboxes are employed on all the new, models, with the familiar Albion gear-type universal joint at the clutch and a single Hardy joint between ditch and gearbox.
Whilst the engine is three-point suspended in the frame, the gearbox is mounted tit four points on the sub--frame. It provides four speeds forward and a reverse, all the pinions having ground teeth. The whole gearbox can be dropped from its sub-frame so that the body does not have to be disturbed. The . clutch can also be removed without disturbing the engine or gearbox. Incidentally, a Hyatt roller bearing is provided for the clutch spigot. • The change-speed and brake levers are at the right of the driver and mounted on the frame, but so coupled that they cannot bind owing to frame flexion and require no disassembling when the gearbox is dropped. The gearbox ratios are :—Top, direct ; third, 1.65 to 1; second, 2.94 to 1;*first, 4.88 to 1.
At this point it will be interesting to give the final-drive ratios, which are :-14-seater, 4 2-7 to 1; 18-seater, 5 to 1 ; 24-26•seater, 51 to 1; 30-seater, 61. to 1. Alternative ratios can, however, be supplied to 'cope with particularly arduous conditions of usage. • . Behind the gearbox is a transmission brake with a drum 13 ins, diameter, and having a ft-in, face, the shoes being 'external-contracting and foot applied. Except in the case of the 14-seater, the propeller shaft is divided with a Skefko self-aligning bearing in the centre. The universal joints are of the Hooke type, protected from the entry of dirt and water by spring-held spherical covers. Fore and aft movement of the rear portion Of the propeller shaft is permitted by a sliding splined joint at the front end, and the engine and gearbox are both sloped to give straight-line drive to the rear axle.
In the ease of the coaches provision is made on the gearbox for the fitting of an ,air pump, but this equipment is provided as standard on the buses.
In both the buses the final drive is by underneath worm, and in the coaches by overhead worm, the gear being the David Brown.
Taper reller bearings are used for all the wheels. This is a striking.
• departure fr om former practice, as bushes were previously employed.
• All the rear axles are of the full floating type, allowing the final drive and differential gearing to be dropped or lifted, according to the type of axle, after withdrawing the axle shafts.
In each of the bus chassis the frame is downswept at the front close to the driver's seat and upswept over the axle; it is then .downswept a further 6/ ins.
at the back. . • Disc Wheels are employed all round, these being equipped with 34-in. by 7-in. single pneumatics on both the coaches, and 36-in. by 6-in. (singles and twins on the front mid rear wheels respectively)
on the buses. •
The electrical installation includes a positively driven dynamo. Provision is also made for a starter, a detachable, high-carbon steel toothed ring being scented to the flywheel.
The hand-brake drums, which are secured to the rear-wheel hubs, are 10 ins, diameter with a 3-in. face. This brake is exceptionally powerful, and it is intended to be used as a service brake, 'for which purpose the lever is arranged in the most convenient position, close to the steering wheel, The company have done a lot of experimenting with four-wheel brakes, but do not yet feel, justified in fitting them. The elearanct on the buses is 11 ins. up to the back axle and 6i ins, under the axle (laden).
The rear axle embodies the forged horizontal double-banjo easing with the Albion patent -Webs.
Albion vehicles have always been noted for their wonderful reliability, but , as passenger vehicles they could not be placed in the category of highspeed machines, and it has been the aim of the makers in their new range of passenger vehicles to combine this trustworthiness with speed capabilities which , should meet the most exacting user. At the same time, the company have no intention of developing the passenger side at the expense of other products.
We were afforded an opportunity for a short run on the new bus while at the works, and we found the running of this vehicle was a revelation of smooth riding combined with rapid acceleration and high speed, 40 m.p.h. being easily attained.
Its handling is more like that of a private car than of a bus. While rounding sharp corners at 25 m.p.h. there was practically no side rolling,