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An Entirely New

19th April 1932, Page 52
19th April 1932
Page 52
Page 53
Page 52, 19th April 1932 — An Entirely New
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PEERLESS SIX-WHEELER

A Live-axle Product in which a Dorman Petrol Engine or a Gardner Oil Engine Can be Installed; a Four-wheeler also Available

0 NE of the few concerns which, up to the present time, has standardized chain drive for its products is Peerless Lorries, Ltd., but it is noteworthy to record that the company is now making an entirely new chassis, which is a complete breakaway from past traditions in that a cardan shaft and a live axle transmit the power to the road wheels. It can be produced either as a six-wheeler with a trailing rear axle or as a four-wheeler. The chassis length and wheelbase can be varied to suit customers' requirements, and six or four-cylindered Dorman petrol engines, or four, five or six-cylindered Gardner oil engines can be installed.

An entirely new type of radiator of handsome design and a front axle set well back give this new chassis an imposing appearance.

Briefly, to run through the principal features of the chassis, the main-frame members are nickel-steel girders, 9 ins. deep, 21 ins, wide and 176 in. thick. These are braced together at frequent intervals by cross-members, thus forming a very strum,' structure. The engine is mounted on bearers riveted to the main frame, no subsidiary frame being employed.

A Ferodo-faced cone clutch transmits the power to a four-speed gearbox, the change-speed gear lever being situated at nearly the centre of the chassis; the brake lever is also placed for left-hand operation.

Prom the gearbox a Ilardy-Spicer eardan shaft, supported in the centre by a mounting on a cross-member, takes the drive to the bevel gear. The small

C30

pinion and crown wheel are spiral bevels, and a further reduction is pro7ided by double-helical gears. The sizes of these wheels may be varied, to suit different specifications, the alternative available ratios being 7, 7.5 and 8 to 1. The ease with which the differential and bevel-gear assembly can be dis mantled is a notable feature. By withj drawing the fully floating live axles a matter of a few inches, disconnecting the coupling and undoing the top and upper half of the casing, the complete assembly can be lifted out.

In each brake drum there are two pairs of shoes. Both sets are operated, through a Clayton Dewandre servo, by the brake pedal, whilst the hand brake applies one set direet. Ribbed and grooved semi-elliptic rear springs are used, and the suspension of the rear bogie on the six-wheeler is of the type in which the rear ends of the back springs and the front ends of the forward springs are anchored to the frame, whilst the other ends are coupled by links or shackles to the extremities of a balance bar attached to a shaft running across the frame. Stops are provided on both sides to limit the movement of the rocking lever.

The action, of course, is this : as one axle and spring rise, through the tyre passing over some obstruction, the motion is transmitted through the rocking lever, and a downward force is imposed upon the end of the other spring. This system of rear suspension has, of course, been employed before in Peerless chain-driven six-wheeled lorries.

The gearbox employs spur gears of

conventional design. The ratios provided are 4.8, 2.36, 1.45 to 1 and direct drive ; the reverse wheels give a ratio of 6 to 1. Means for operating a tyre pump are incorporated in the gearbox. Provision is also made for a power takeoff for any auxiliary drive, as, for example, for tipping-gear mechanism.

Marks steering gear is used. A Pet rolift raises the fuel from a 40gallon tank mounted on the near side of the chassis. No brakes are fitted to the front wheels.

The Dorman four-eylindered petrol engine used is the JORX, type developing 78 b.h.p. at 1,800 r.p.m. The Dorman six-cylindered unit is the JUL type giving 105 b.h.p. at 2,400 r.p.rn. The oil engines available are the LW type, four, five and six-cylindered Gardners.

The petrol-engined chassis are described as the LA and LA6, the latter, of course, being the six-wheeler, whilst the oil-engined chassis are known as the LAD and LAD% respectively.

The standard tyre sizes are as follow : —On the four-wheeler, 42 ins. by 9 ins.; on the six-wheeler, 40 ins. by 8 ins., unless otherwise specified, in which case the same size as the four can be used. The unladen chassis weight of the 'sixwheeler is 5 tons 6 cwt., and of the fourwheeler slightly over 4 tons. The pay loads are 12 tons and 7 tons respectively.

The overall length of the six-wheeler is standardized at 26 ft., and of the four-wheeler at 21 ft. The standard wheelbase for the four-wheeler is 13 ft., and for the six-wheeler, measured to the bogie centre, 15 ft., but all these dimensions can be widely varied according to

requirements. The frame width is 2 ft. Di ins„ the front track 5 ft. 9 ins., and the rear 5 ft. 7i ins., whilst the turning circle is 58 ft., the maximum ground clearance 121 ins., and the frame height when loaded 3 ft. 2 ins.

We are asked to make it clear that chain-driven lorries with oil or petrol engines can still be supplied.

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