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A New Range of Models.

18th March 1915, Page 11
18th March 1915
Page 11
Page 12
Page 11, 18th March 1915 — A New Range of Models.
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Which of the following most accurately describes the problem?

Two, Three, Four and Six-ton Garner Live-axle Chassis.

Mr. Henry Garner, principal partner in the firm of Henry Garner, Ltd., of 120-124, Aleester Road, Birmingham, needs no introduction to any of our Birmingham readers, nor indeed to many others. Better known in the touring-car world, he has nevertheless had considerable experience in that section of the industry dealing with commercial vehicles. Amongst others, he has for some years been -known in connection with the sale, in Birming ham and district, of Alldays and Austin lorries. lt is therefore not a matter fat surprise that the company with whichhe is connected should have decided to strike out on its own account, particularly at such a time as the present when there is room for the introduction of new makes.

Calling recently, with a view to investigating this latest development, we were interested to note that the company was producing four sizes ; two-ton, three-ton, fourton and six-ton chassis are to be marketed. We were enabled to inspect the three-tan and four-ton machines, and as all four models are similar in design' we shall confine ourselves to a description of the three-tonner, merely remarking that all models are fitted with engines of a generous size and, of course, the-various components-are of such a strength as to be suitable

for carrying the rated load.

A three-speed gearbox is fitted to the two-ton and three-ton machines, and a four-speed to the four-ton and six-ten. The engine in the particular model to which we are referring is 4 ins. by 5ins. bore and stroke, respectively, has four cylinders, and develops 35 hp. at 1000 rpm. Pair-cast cylinders are employed, and the engine is carried in an underframe which is itself supported in steel castings bolted to the main frame. This Component strikes one immediately as being substantially built. The bearinFs are of white metal, and of good size.

,Lubrication is as follows : to main bearings, forced ; to big-ends, gudgeon pins and other internal working parts, by splash,*the oil being contained in troughs, one to each connecting rod, and maintained at a constant level by means of a pump. A suitably-placed level indicator is fitted on the crankcase, and the oil filler is also very accessible. The valve gear is particularly well designed, a point worthy of note being the especially-large bearing surfaces on the tapnets The valves themselves are of generous dimensions, and all the gearing, etc. is enclosed by means of quickly-Cietachable covers. Two inspection doors are fitted to the crankcase ; both of these are removable after releasing one nut. The engine is governed, the governor being arranged so that it can be set to come into operation at a pre-determined engine speed. It is then possible to seal it in such a ws,y that the driver cannot tamper with it, without the knowledge of his employer. A Zenith carburetter will be fitted as standard, in place of the one shown in our illustration. The ignition is by Bosch high-tension magneto. Pump circulation is employed, and the water is delivered to a substantial radiator. The cooling is further assisted by a

fan, which is placed in a cowl. An unusual feature is the tensioning of the fan belt, this being effected by means of a jockey pulley. The suspension of the radiator is a good point, it being carried in trunnion bearings, between springs. Further, the bonnet is-so carried as to be entirely separate therefrom, leaving the radiator free to follow the flexure of the frame without suffering any damage.

The clutch is a substantial component, the power' being transmitted through nine alternate discs of steel and-Raybestos. It is very " sweet " in action, and should be practically foolproof. The clutch spring is of large diameter, and easily adjusted; the thrust from this is entirely self contained whilst in engagement: The spigot is carried in a ball bearing, with ample provision for lubrication. A double jointed propeller shaft transmits the power to the gearbox..

This gearbox has evidently been designed and constructed so as to fill two. requirements—that it shall be foolproof, and also that it shall be everlasting. All the gears are of ample width, and the shafts are particularly strong. No clashing gears whatever are used in this box, the various speeds being engaged by means of dog clutches. These are specially designed, as our illustration of the box shows, to facilitate engagement. There are six claws on each member. Of these, alternate ones are k in. lower than the others. Consequently, if we suppose that, when being engaged, the higher portions meet, in a sixth of a revolution these will have progressed in. It will then be impossible for either member to come out of engagement, owing to the fact that the next claw

is in. higher. The size of the layshaft in this box is remarkable ; it is probably 50 per cent. larger than usual. Such a feature must undoubtedly assist in maintaining the quietude of the box through its life; as it is well known that this shaft is liable to become slightly bent, with the result that, in operation, the gears are alternately too far in mesh and not far enough, thus causing a whirring sound.

A long propeller shaft comes next in the line of transmission, with a universal joint at each end. These joints, as well as those between the clutch and gearbox, are of the twojaw type, with intersecting pins. The final drive is by overhead worm and wheel. These gears are made by David Brown and Sons, Ltd., Huddersfield. They are carried in ball bearings, with thrust bearings where necessary. The worm and wheel are self-contained in one casting, and can be lifted clear of the axle casing after withdrawal of the driving shafts. A bevel differential gear is fitted, and is of substantial size. From this the main driving shaft transmits the drive to the road wheels, these being fastened on to the tapered and keyed ends of the shafts: It should he noted that the axle is of the semi-floating type, and the driving shafts carry the load.

A novel feature of 'this chassis is the steering gear. This may be described as being of the differential screw-and-nut type. Our illustration Shows a portion of the gear. The phosphor-bronze sleeve which we show, and which has a quick: pitched thread on the outside, engages with two nuts fixed to the casing. A slow-pitched thread on the steering spindle itself engages with this sleeve internally. The steering lever is fixed to the bottom end of this sleeve. Briefly, the action is as follows. Turning the steering wheel has the effect of lifting this sleeve, owing to the action of the thread at the end of

claimed for this type of steering are, that greater wearing surface is provided and that it is possible easily to adjust for wear. The remainder of the control, though sound in design and execution, possesses_ no features calling for special notice. The changespeed and side-brake levers are centrally placed, thus obviating, in the case of the first-named, any binding due to frame warp.

During the course of a trial run with two tons up, we were able to observe in the first place that the springing. was remarkably easy. The steering is very free, the clutch light-, and the change-speed gear also is quite simple.

Interested inquirers may be pleased to learn that delivery of any of these models can be effected in three weeks. Arrangements are being made for future deliveries to be made at the rate of one per day. The chassis prices are, in the ease of the two-tonner £495, three-tonner £645, four-tonner 2765, and sixtonner £865.

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Locations: Austin, Birmingham, Alldays

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