NEW HEAVY GOODS CHASSIS With Chain Drive
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The Peerless Trader Six Has a Cambered Rear Axle and is Designed to Carry a Useful Pay Load of Eight Tons
AN addition to the rapidly increasing number of largecapacity goods-carrying chassis is the latest Peerless Trader Six eighttonner which, as its name implies, embodies a powerful six-cylindered engine driving through a four speed gearbox which houses the differential, and thence through jack-shafts
lid-tyred wheels of and chains to the lid-tyred wheels of and chains to the so Lisommiastemal„ the dead rear axle.
The new model is made by the Peerless Trading Co. (S. and R.), Ltd., Trading Estate, Bath Road, Slough. The chassis costs 1898, whilst for 1100 more it can be supplied as i drop-side lorry with an enclosed cab. The hydraulic endtipper with a St. Paul gear and an enclosed cab costs £1,098. Three-way tipping gear costs 150 extra, whilst a drawbar attachment for a trailer is priced at ;95—the chassis is sold as capable of hauling an additional six tons on the trailer, or 14 tons total load.
Two wheelbases1 are offered, 13 ft. 8 ins. and 15 ft. 6 ins., the available body space behind the driver being 10 ft. 3i ins. and 14 ft. 5 ins, respectively, whilst the overall lengths are 20 ft. 51 ins. or 22 ft. 10 ins. Dimensions common to both types are :—Width, 7 ft. 6 ins. ; loading height, 3 ft. 41 ins. ; track, 5 ft. 101 ins. ; ground clearance, 114 ins.; turning circle, 60 ft.; the annual tax is £60.
Channel steel, 8 ins. by 2i. ins., is used for the frame, riveted construction being adopted. The cross-members are liberally gusseted and the end of the frame—when a drawbar attachment is specified—is amply braced to take the
stresses imposed by a trailer. Semielliptic .springs are used fore and aft, those at the rear being shackled at both ends, the axle being located by radius rods which pivot about the same centres as the driving chains.
Longitudinally, the frame is trussed, the rods having a turn-buckle adjustment: The engine is mounted on the three-point principle, the two rear points embodying a spring suspension for the engine-clutch unit. The radiator is carried upon two laminated brackets anchored to a cross-member. Steel castings are used for the dumbirons and other vital points, whilat the 21-gallon tank is carried in a steel casing below the driving seat and feeds fuel to the engine vitt an Autovae.
Merles steering gear is carried upon a bracket bolted to the off side of the frame. Both gear and brake levers are disposed to the left of the steering wheel, and the small instrument panel is immediately ahead of it, the starter switch being adjacent to the accelerator pedaL Turning from the general details of construction to the power unit we find that this is of 110 mm. bore and 140 mm. stroke, being rated at 45 h.p. and developing 115 h.h.p. at 2,200 r.p.m. The disc-web-type crankshaft runs in seven 3-in. bearings and the camshaft also has seven hearings. From the crankshaft power for the auxiliaries and camshaft is distributed by roller chain with an
automatic tensioner. This drive includes the fan. The camshaft is mounted in the crankcase and operates the overhead valves through push rods. The cylinder head is detachable.
A double oil pump is provided, one portion of which attends to the ordinary pressure circulation, feeding oil to a drilled crankshaft, whilst the other can, if required, circulate the oil from the crankcase through a cooler. There is an independent pump on the camshaft for feeding the overhead-valve gear. Water circulation is by a pump mounted on the near side. No fewer than five gallons of oil are carried in the engine sump, and an Auto-Mean filter is provided.
Four-bolt big-ends carry white-metallined bronze shells, whilst the gudgeon pins are clamped in the upper ends of the connecting rods, and take their bearings in the bosses of the die-cast aluminium pistons.
Automatic advance and retard mechanism is incorporated in the magneto drive, this instrument being accessibly located on the near side of the engine. A little distance to the rear of it is a Zenith IT-type carburetter, the mixture from which is led to a flat-ended induction pipe; there is a very efficient hot-spot.
A single-plate 16-in, dutch drives the gearbox through a propeller shaft having disc-type couplings. The gearbox is somewhat similar to that employed on smaller Trader chassis ; it incorporates an extremely robust differential. The main shaft is on the off side and the layshaft on the near side, the driie from the former to the differential being by straight-toothed bevels. The main shaft runs on roller bearings and the layshaft on ball bearings, whilst Timken taperroller bearings are employed for the differential.
From the differential the drive is taken to the Primary sprockets by jack shaftsconstructed of 80-ton steel, and the drive is by 1i-in.-pitch chains. The selector mechanism has a special oil gland around the three sliding bars and adjustable clevis-type connections are employed. If desired, a power take-off can be arranged directly from the forward end of the layshaft.
The wheels run on Timken taper-roller bearings and the rear axle is cambered so that the rear wheels can conform accurately to the camber of the normal road.
The driver's effort upon the brake pedal is made more effective by the use of a variable-leverage booster mechanism, an illustration of which we reproduce. The foot brake operates two compensated external-contracting bands upon drums secured to the jack-shafts, whilst the band-controlled set consists of internal-expanding skies in the rear-wheel drums.
At the front 38-in. by 7-in, pneumatic tyres are specified, and a spare tyre is provided ; at the rear twin 40-in. by 7-in, air-cushion tyres are employed.
An M.C.L. five-lamp set is used, and all wiring is encased in stainless-steel braiding. A starter ois provided.