The Bessemer Chassis.
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A Comprehensive Range; American Origin; Familiar Components Embodied.
The Bessemer Motor Co., of I, .Albemarle Street, has7;readyfor immediate delivery a range of chassis with load capacities varying from 25 cwt. to 80 cwt. gross. Further supplies are also coming in at regular intervals for replacement of stock, and it is evident that here is suitable opportunity for the purchase of a commercial vehicle of almost any desired capacity. Specifications of these machines, as would naturally be expected, vary The starting handle swings back to this out-ofharm's-way position immediately on its being released.
according to capacity. There is also, it should be noted, some difference as between one model and another in the manner of the final transmission of power to the road wheels.
Chassis Capacities up to 80 cwt. Chain or Worm Drive.
In brief, the list of those at present available is as foliows :-25cwt. chassis with chain drive, twoton with chain drive, 50-cwt. and four-ton, the final transmissions of which are worm and wheel. In each case we should point out that the stated capacity is that of the chassis ; that is to say, the weight given refers to the gross load and includes that of the body, fittings and driver as well as the useful load to be carried.
A detail .description of. a new model of American assembled chassis such as the Bessemer is by now rendered unnecessary. It will be sufficient for our purpose if we refer briefly to the units employed, dealing in detail only with those points which call for special notice either on account of their novelty
or for sonic other reason. The models we have personally examined are the two-ton chain-driven one and the 50-cwt. with final transmission by over-type worm. We find that in general they conform very closely to our preconceived ideas, based on experience gained in the course of examination of many recently-imported chassis of a similar nature.
From the radiator so far as the rear joint of the cardan shaft between gearbox and clutch the two chassis are identical. The radiator itself is of the tubular type, the container being of pressed metal. The engine is the Continental, for a description of the features of which we must refer our readers to ?the many recent descriptions of other American vehicles ; the model used on this occasion is the monobloc, a four-cylinder 4* in. by 5.-1 in. bore and stroke respectively, the lep. by 11.A.C. rating being 27.2. The steering gear, which is also common to both chassis and which is of the standard worm-and-sector type, affords evidence that the needs of users in this country have been considered, in that it, has the column situated on the right-hand side of the chassis. The hand brake and the change-speed lever, which latter works through a gate, are centrally placed. The steering lock is ample, the frame of both types of chassis being inswept just behind the dash.
Three-speed-and-reverse Gearboxes Standardized.
All the models embody threespeed-and-reverse gearboxes. It is with regard to this unit, of course, that the difference between the two types is to be noted. The live-axle machine is fitted with a very compact box, carried on an underframe, and immediately behind is the front joint of a propeller shaft which conveys the power to a Timken-David-Brown over-type rear axle. The latter needs no further description in this journal ; we might refer to the brakes, both of which take effect on drums on the rear wheels, the foot and hand operating externally and internally on common drums.
. Supplementary Springing.
An unusual constructional feature is the provision of taper helical supplementary springs supported from the main frame and so placed as to impinge on the centres of the rear semi-elliptic road springs ; they conic into operation
only when the load on the chassis is approaching a maximum. We are enabled to illustrate this feature and it will be noticed that these springs are very similar to those on the L.G.O.C. " B " type chassis. On these chassis the gearbox is-threepoint suspended, the extensions covering the cross-shafts are carried on brackets bolted to the main frame and the front of the box is carried by a spherically-bored bracket bolted by one bolt only to a cross-member of the frame. The easing containing the differential gear and main drive bevels is bolted to the gearbox itself so that gether they form one unit. toUnusual Type of Radius-rod Adjustment.
The adjustment which is provided on the radius rods is somewhat unusual in operation, the lengthening or shortening of this component being effected by revolving an eccentric bush in the fore end of the rod. This, of course, is not an entirely novel method ; it has, how: ever, the merit of simplicity and in this case a special spanner is provided so that the adjustment may be more readily effected. This adjustment may be locked in any one of a number of positions by means of a small set-screw which we show in one of our illustrations.