Enfield-Allday.
Page 46
If you've noticed an error in this article please click here to report it so we can fix it.
Motor Coach.
Box Van. Tip Wagon,
STAND No.A1,32.
THREE exhibits by Enfield-Allday Motors, Ltd., are found on Stand No. 32, all very similar as regards the mechanical details, but differing in their complete guise. A bare chassis, a 2 ton tipping wagon, and a 28-seated char-abanes are all shown. The tipping wagon is fitted with hand-operated twin-screw gear, in which is incorporated a 4 to 1 reduction gear for the quick return of the empty body, and the char-a-banes is a fine example of the coachwork of John Marston's Carriage Works, Birmingham, and is tastefully finished in black end white.
Apart from the leading dimensions, all three chassis are identically similar, and exemplify the 2 ton (useful load) commercial model upon which Enfield-Allday Motors, Ltd., are concentrating at the present time. Perhaps the most noticeable features on these exhibits are the totally-enclosed final chain drive, and -the transmission sprag fitted behind the gearbox. The former of these two features is a method of construction whirl] the manufacturers
justly claim makes a most efficient and smooth drive. The final chains are totally enclosed in duet-pro-of and oiltight cases, and, the differential shaft being mounted on the chassis frame, is spared many of the road shocks, since it shares in the benefits of the springing.
As regards the transmission sprag, Tge Commercial Motor has for seine time past been urging the necessity for some form of sprag or skotch to combat the everpresent evil of running backwards, and, although the device fitted to Enfield-Allday vehicles is not new to them, it sets an example which might well be followed by other manufacturers. It consists of a toothed ring mounted on the cardan shaft immediately behind the gearbox, and a tongued lever hinged tr.) the frame member. When desired, 'this lever can be lowerci to engage with 'the toothed ring, and thus to prevent The cardan shaft from revolving in a reverse direction.
The engine is a four-cylinder unit, having a bore and stroke of 100 Irina by 130 mina and developing approximately 25 h.p.' at 1,000 r.p.m. A centrifugal type of governor is interconnected with the throttle of the Sthenos or Zenith carburetter, and limits the maximum speed to 12 m.p.h. on top, 71 m.p.h. on second, 4 m.p.h. on first, and 3 m.p.h. on reverse. Lubrication is by rotary pump and cooling by centrifugal pump circulation, assisted by a large six-bladed fan
behind the gilled tube radiator. The
Ferodo cone clutch has three "first intention" springs fitted at intervals round the male member, which lift the fabric slightly and ensure a smooth and easy clutch engagement. From the gearbox the drive is by an open cardan shaft with Hardy flexible couplings to the differential shaft.
High tensile 'alloy bar steel is employed for the rear axle, which is machined from the solid, whilst the front axle is a solid steel forging.
Pressed-steel disc wheels are fitted all round, and are shod with 970 mm. by 100 mm. solid giant pneumatic tyres, the front wheels being single and the rear of the twin type. Operating in drums at the rear wheels are the hand-controlled brakes; these are of the internal-expanding type, compensated to ensure equal application and having ample provision for adjustment.
Suspension is by semi-elliptic springs all round ; the steering is of the worm and sector type, is irreversible, and is enclosed in a grease-tight and dustproof casing. The petrol tank is fitted under the driver's seat, and has a capacity of about 14 gallons.
i
What s known as the standard type has a wheelbase of 12 ft. 3 ins., whilst the wheelbase of the char-a-banes chassis is 14 ft. Other dimenthonsof the standard chassis are :—Track, 5 ft. 6 ins. overall length, 17 ft. 9 ins. ; overall width, 6 ft. 6 ins. ; platform space (behind drivers seat), 10 ft. (special lengths to order).