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• NEW SHORT-WHEELBASE A.D.C. CHASSIS.

19th October 1926
Page 56
Page 56, 19th October 1926 — • NEW SHORT-WHEELBASE A.D.C. CHASSIS.
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Which of the following most accurately describes the problem?

Designed to Facilitate Manceuvring in Congested Areas in the Neighbourhood of Docks, Warehouses, etc.

it/TORE attention is now being paid by manufacturers Bel_ and users to the importance of the ready manoeuvring of vehicles in confined spaces, such as in the dock area or in goods yards and approaches to warehouses. Taking into consideration the fact that many vehicles are often being loaded and unloaded at the same time or being moved about from point to point, the amount of space for manceuvring that had been left when the docks and buildings were originally constructed is now found to be extremely meagre.

To obtain the full advantage of mechanical transport it 3s 'essential that the wheelbase of the vehicle should be as short as possible consistent with the provision of a platform that gives an ample load capacity.

With this end in view the Associated Daimler Co., Ltd., have now produced a short-wheelbase large-body-space chassis in the category of 4-5 tons, and to distinguish it from the well-known 506 model of that capacity the new product will be known as the 508 model. The wheelbase is reduced to 12 ft. 6 ins., which means a saving of about 4 ft. on that of the -eonventional 5-ton lorry. It has been designed to carry a net useful load im to a maximum of 5 tons, with an allowance of 15 cwt. for the weight of the body. With a frame length of 14 ft. 7 ins, for the body, the total overall length, including the starting handle, is 21 ft., the overhang beyond the back axle being 5 ft. Of in. The height of the chassis loaded is 2 ft. 81 ins., an extra 1 ft. being allowed to the surface of the platform in order to clear the Ns-dee' arches. The turning circle of the new chassis is 47 ft. 6 ins., as compared with 55-60-ft. titruing circle for the conventional 5-tonner.

Our illustrations will show that the act of placing the driver beside the engine, with forward steering and pedal control, has helped greatly to conserve space. There is no loss of accessibility by thus bringing the driver forward, as all parts that may require attention—as, for instance. the magneto, carburetter, water pump, valves, etc.—are easily accessible from the near side of the chassis on raising the half-bonnet which is provided.

If necessary the chassis can be fitted with a fullsized cab, which allows for a driver's mate or The final reduction gear is 8/ to 1, and the speed of the vehicle, with an engine speed of 1,000 r.p.m., is as follows: On first speed, 2.8 m.p.h.; on second speed, 4.98 m.p.h.; on third speed, 8.5 m.p.h.; or, on fourth speed, 14.3 m.p.h. The speed when reversing is 2.8 m.p.h. The engine is four-eylindered with a cylinder bore of 120 mm. and a piston stroke of 150 mm. It develops 45 ha). at 1,000 r.p.m., ignition being provided by a magneto, and a Zenith carburetter being_ employed, whilst the cooling water is circulated by a pump. Engine speed is limited by a totally enclosed governor. A pump, feeding the oil into troughs, serves for the lubrication of the crankshaft, connecting-rod bearings and cylinder walls, whilst the temperature of the cooling water is controlled thermostatically. A gilled-tube radiator of ample dimensions is fitted. Power is taken through an inverted cone clutch faced 'with Ferodo, the thrust being self-contained when the clutch is in, an adjustable stop being fitted. The clutch-operating gear is carried on a cross-shaft mounted on spherical bearings. The gears are all very wide and the shafts are exceedingly large, the gearbox being of robust proportions and calculated to ensure long life under severe working conditions. Fabric disc universal joints are used on the front eardan shaft, whilst on the rear carder) shaft hardened steel joints in waterproof and grease-tight cages are employed. The front axle is a sturdy job, and the rear axle is made from a nickel-steel drop forging of great strength, the worm transmission being carried in a detachable casing. The wheel hubs run on taper roller bearings of large load capacity. The tyre equipment consists of 140 mm. tyre for 850 mm. rims, with twin tyres at the rea., the wheels being steel castings of special A.D.C. design.

Semi-elliptic springs • are provided, together with an arrangement of buffers which aim at securing a graduated suspension system.

The frame is a very sturdy job, parallel from end to end and having stiff cross-members.

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