THE COMING OF THE REO-MAJOR.
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An interesting Chassis Embodying a Six-cylindered Engine, Multiple-disc Clutch, Separate Gearbox and Spiral-bevel Drive.
TIlE LATEST chassis to be placed on the market in this country by Harris and Hasell, Ltd., of London and Bristol, is known as the Reo-Major: it embodies the Hen six-cylinder monohloc engine of 24.3 R.A.C. rating, developing 50 h.h.p. at 2,000 r.p.m. and provided with a monobloc head. A peculiar feature of this engine, which is also utilized on some of the other models, is that the inlet valves are overhead, whilst the exhaust valves are of the side type.
The self-starter is of the rather unusual Reo design with chain drive.
The frame is inswcpt and tapered slightly to the front from the back of the driver's seat. A neat steel bracket is provided under the real of the frame to support the spare wheel, which is slid into position and locked by L-headed bolts secured by wing nuts.
The frame flanges are also tapered to give strength where c36 required without undue wear, and a novelty is the provision of rubber inserts in the cross-members to prevent brake-rod chatter. The height of the frame leaded is 2 ft. 5 ins.
The chassis is designed for a gross loadof 45 cwt. and a net load of 36 cwt., or 18-20 passengers.
Reverting to the engine, there is a Water pump at the near side, and the drive is carried through this to the dynamo, which has a distributor mounted at its end. A swinging arm with screw adjustment is utilized for mounting the fan and for adjusting the tension of the V belt. A hotspot is provided in the inlet manifold. The engine.and gearbox and also the radiator core are mounted on a sub-frame.
The gearbox forms a separate unit and gives three speeds forward. The drive to it is conveyed through a multipledisc clutch and the gear control is by a central lever with an invisible gate. A divided propeller shaft takes the drive to the spiral-bevel rear axle, which has a vertical, welded and riveted banjo casing with a pressed-channel torque arm having a laminated-spring cushioning device at its front end. The final drive ratio is 5.7-1. The axle IA of the semifloating type with Timken bearings both for the wheels and the internal mechanism.
Both brakes act direct on the rear wheels, the hand brake being internal-expanding, whilst the foot brake has toggleoperated external-contracting bands. The brakes are not compensated. Cables are employed in place of brake rods at the rear.
The low chassis height is obtained by undersling,ing the rear springs, the centres of which are 4 ft. 2 ins. apart.
In the ease of the springs for the front axle, rubber pads are provided above them.
The wheels are of the steel disc type and include a spare. We have already mentioned the radiator core, but not the shell. This is built of pressed steel and has protecting bars across it. Incidentally, a large bumper bar is fitted in front of the frame. The standard position for the petrol tank is under the driver's seat ; it can, of course, be modified to `meet the circumstances.
The chassis includes front wings and steel running boards. The tyres are 32-in. by 6-in, pneumatics at the front and 84-in, by 7-in, singles at the rear, or, if required, those at the rear can be 32-in. by 6-in. twins. The main dimensions of the chassis are : wheelbase, 13 ft. ; track, front, 4 ft. 8 ins., rear, 4 ft. 101 ins.; length overall, 18 ft. 10 ins. ; width overall, 5 ft. 6 ins. ; dash to rear of frame, 14 ft. 8 ; platform space behind driver's seat, 13 ft. by 6 ft. Chassis weight, 1 ton 15 cwt.
We have not yet referred to the steering gear. This is of the enclosed bevel-and-spur reduction type, resembling that used on the other Reo products. It provides good control with a long wearing life.