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UNDERFLOOR-ENGINE]
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)1\TNER
a Six ieeler
GREATER manceuvrability and easier entry and exit have been achieved by Albion Motors, Ltd., Scotstoun, Glasgow, in a new underfloor-engined 4-tormer which is admirably suited to local delivery work. One example of this chassis will be shown at Earls Court next week, together with another new model, a six-wheeled version of the Chieftain, which is rated for gross vehicle weights of 151 tons for home markets.
The 4-tonner uses many running components already common to the normal Claymore range, but the 3.83-litre oil engine has been modified for mounting horizontally and the chassis frame is completely new. The driving position, being devoid of obstruction from the engine, affords access from each side of the vehicle and by reason of the dropped frame at the front, step and seat heights are reduced. The seat height is not such, however, as to reduce visibility when in traffic
Because of the isolation of the engine, the cab is free from noise, heat and fumes, and two, or even three, passengers could be carried in addition to the driver. The short wheelbase brings the weight distribution of a Paden vehicle to the theoretically ideal ratio of 1 to 2, and, combined with a small turning circle, should improve handling in congested streets.
The EN 219 horizontal oil engine is a four-cylindered, direct-injection unit which develops 60 b.h.p. at 2,200 r.p.m. and has a maximum torque output of 160 lb.-ft. at 1,100 r.p.m. All major components are interchangeable with those on the vertical version as fitted to the standard Claymore, but the surnp is a different casting and the drives to the ancillaries are altered. Lifting lugs are fitted to facilitate removal through the body floor.
A C.A.V. AA-type fuel-injection pump is mounted on top of the cylinder and crankcase casting, where it is well protected from road dirt, and is gear-driven from the camshaft through a centrifugal advance-and-retard mechanism. In contrast to the usual Albion practice, a pneumatic governor is fitted to the pump, thus reducing engine height.
Shaft-driven Fan
An oil-bath air cleaner and silencer is placed in the cab and is enclosed in a soundproof box with louvres to the outside, and the complete exhaust system is rigid with the power unit, with the silencer attached to brackets at the bottom of the gearbox. The 12-in.diameter clutch has a Layrub flexible centre plate and is operated mechanically.
Baulk-type synchromesh is provided for the engagement of third and top gears in the new four-speed gearbox, which has straight-toothed constant-mesh gears. This box has the selector mechanism on its ,top face, from which projects a short lever connected to the frame-mounted gear lever by a tube with knuckle joints at each end. When the gearbox is fitted to the vertical-engined Claymore the short selector lever is replaced by a cranked gear lever.
fhe engine and gearbox unit is mounted at three ints in the frame. The single rubber-bushed swinging at the front is suspended from a tubular frame mber and attached to the engine block. Bell-crank era are fitted to each side of the clutch housing and ball-mounted to the frame at their lower ends, with ubber damper fixing at their upper ends.
itandard front and rear axles are fitted, the rear e having an overhead-worm final drive with 6i-in. itres and fully floating axle shafts. There is a wide ge of axle ratios from which to choose. Semi-elliptic ings form the front and rear suspension, the spring gth being 51 in. and 54 in. for each axle respectively. leaves are 2* in. wide and no dampers are fitted. he Manes cam-and-double-roller steering has a ratio 24.7 to 1, giving five turns of the 20-in.-diameter ml from lock to lock. The box is bolted to the ward end of the off-side frame member, whilst the npact instrument panel is carried onthe steering umn.
making on all wheels is by Girling two-leading-shoe Iraulic units, and the combined master cylinder and
reservoir is mounted within the frame width behind the clutch pedal. All drums are 16 in. in diameter, with 2*-in.-wide front shoes and 3*-in. shoes at the rear. The pull-up hand brake is linked through relay levers to therear shoes only.
The Isherwood radiator is flexibly mounted ahead of the front axle, with a third of the block projecting above the top of the frame. It is a cross-flow, high-efficiency unit, the water entering at one corner, passing part way down the side tank, then through the horizontal tubes and into the other side tank, where it falls and passes back through the lower tubes and out to the engine via the bottom section of the first tank. With this arrangement all the tubes are fully used and the water velocity through the radiator is increased. There is a thermostat in the system, set to operate at 160 F., and the filler neck is alongside the driver's seat.
Flat-topped Frame
A parallel width of 2 ft. l0 in. is maintained
throughout the frame, the main longitudinals having flat upper flanges rearwards from the front-axle centre line, forward of which the frame is dropped 61-1-4in. Five tubular cross-members brace the frame and there is a pressed-steel channel-section member above the front axle which carries the gear-change and hand-brake levers. A cylindrical 15-gallon-fueltank is mounted on outrigged brackets on •the , near-side -frame member between the axles. There are two wheelbases-10 ft. and 11 ft. 10 in.—and the laden frame height at the rear axle is approximately 2 ft. 8 in:
The electrical equipment includes a 75-amp-hr. battery and combined switch and control board. Two tyre sizes are specified, according to load requirements. These are 7.00-20-in. or 7.50-20-in., both sizes having 8-ply rating. The smaller tyres are specified for the short-wheelbase model and allow a 3-ton payload. When 7.50-20-in. tyres are fitted, 4 tons is permissible, but this figure is reduced to 3i tons with a wheelbase of 11 ft. 10 in.
As exhibited at the Commercial Motor Show, the underfloor-engined Claymore will have a demonstration cab with clear Perspex side panels in order to emphasize the low floor line, roomy seating accommodation and easy accessibility for the driver.
The Chieftain six-wheeled chassis has been designed to give light axle loadings, this being particularly impor
iant in overseas countries where there are sev restrictions on these weights. The gross vehicle rat for export purposes is 131 tons and the Albion 4.88-1 founcylindered oil engine provides ample power working under arduous conditions. '
Power output of the engine has been raised to b.h.p., an increase of 10 b.h.p., and 225 lb.-ft. ton is now developed. A five-speed constant-mesh gearl is specified and both rear axles have overhead we drive. The wheelbase is 16 ft. I in., thus making chassis suitable for body length of up to 21 fi. 6 internal dimension.