Guy.
Page 51
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Single-deck Bus. Tip Wagon.
STAND No. 30.
ON this stand are found a fine single. deck omnibus of the Chester type and a 2i ton tipping wagon, widely different examples of the uses for which the Guy 21ton chassis is eminently suitable.
As an example of the high class of workmanship employed in the presentday commercial vehicle coachbuilding industry, the ldulliner bus body, finished in maroon, with leather upholstery to match, shown on thia stand, ranks amongst the best of its class. ThZ Guy chassis was described in full in our issue of September 28th, and, as stated then, it has undergone very little alteration from the type marketed during the past year. Such alterations as have been made are in minor details only, the manufacturers' experience of the chassis as a whole being so satisfactory as to warrant their complete confidence in continuing with this type. . The observant visitor to Olympia will notice a difference in the wheelbase of the two vehicles shown. This difference —2 ft.—and the platform space are the only two respects in which the chassis soc dissimilar, all the mechanical features being identical in both cases. The power unit is exactly as last year's, and consists of a four-cylinder monobloc with detachable cylinder heads and inclined valves. The bore and stroke are 4 ins. (102 mm.) and 5i ins. (140 mm.).
X1,005 respectively, giving .a nominal horse
power of 25. Accessibility has been sought after throughout the Guy design, a noteworthy illustration being the ease with which the reciprocating parts of the engine may be adjusted or entirely removed for inspection. Lubrication is by meant of a pump in the crankcase sump through are movable and easily cleaned filter to the hollow crankshaft and bigend bearings. The valve stems are also lubricated by oil vapour, which rises from the crankcase through the apertures in which the valve rockers operate.
A four-speed-and-reverse gearbox is mounted in the same sub-frame as the power unit, and has its operating lever and gate mounted on an extension of the gearbox casting, so that the control cannot bind in the event of frame distortion. The above-mentioned sub-frame is a mechanical feature which should be examined by visitors. It is not new in principle, neither is it is recent introduction to the chassis under review, but it possesses advantages which merit observation. Detachment of the three points of suspension, and the uncoupling of the universal joint behind the gearbox, enable the engine, clutch, and gearbox to be removed from the chassis complete, as they are mounteil in the sub-frame. A -further advantage of this method of construction is that quite considerable inequalities in road surfaces will fail to throw the transmission out of lige, a point which stands this vehicle) in good stead when employed in the
Colonies. •
Suspension is by semi-elliptics, both brakes are of the internal-expanding type, and maintenance is made as simple as possible by the accessibility of all the necessary oil cups and greasers, a point which should appeal-to the owner as well as to the driver.