NEW MODELS FOR FAST GOODS TRANSPORT.
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Three Interesting Chassis Recently Introduced by the American Maker of Rugby Vehicles.
COMMERCIAL vehicles to carry ‘..._)comparatively light loads at speeds approximating to those of good-class private cars are in increasing demand for use in many trades. In order fully to meet this demand the manufacturer of Rugby vehicles is introducing a new range of light high-speed machines thtough the agency of J. H. Willson, Ltd., of Ixworth Place, London, S.W.8, which concern, of course, handles the Rugby products in this country. The new range includes two four-cylinder models, one' to carry 10 cwt. loads and the other of 1-ton capacity, and a six-cylinder chassis, also for 1-ton loads. It is stated that all these machines are easily capable of carrying 25. per cent, greater loads than those quoted as standard. Deepened radiators, with distinctive cowling and smart bonnets, add much to the appearance of the new models.
The 'nest interesting chassis of the range is the six-cylinder model, which has a monobloc engine with a detaehable L-shaped head. The bore is 24 ins, and the stroke 4fins., giving a swept volume of 169.3 cubic ins, per cylinder and 40 b.h.p. •at 2,400 r.p.m. The timing gears are driven by the Morse silent-chain system, which is noted for its easy ailjustability. Four main bearings carry the crankshaft, and these are lubricated on the force-feed principle, the engine lubrication being carried out almost entirely in this manner.
Perhaps the transmission design may be said to provide the most notable feature of the chassis. A single dry-plate
clutch, enclosed in the flywheel, takes the drive to a special Durant gearbox, which gives four forward, speeds and a reverse, the forward ratios being top, direct, third, 1.349 to 1; second, 2,390 to 1; first, 4.18, to 1; whilst 'the reverse is also 4.18 to 1; these, of course,
are not overall ratios. The internal gearing used is under-driven in third speed, whilst it is claimed that the special sliding clutch employed 'allows the fourth and third gears to be engaged at any engine speed without clashing. The main shaft of the gearbox is mounted on ball bearings, and the internal gears run on roller bearings.
Ordinary Hotchkiss drive is einployed, and the propeller shaft is equipped with Spicer universal joints fore and aft. A spiral bevel and pinion in a banjo-pattern rear axle, which has a pressed-steel casing and is of the semi-floating type, carry the drive to the rear wheels. The heavy, alloysteel axle shafts are mounted on Timken roller bearings, whilst annular ball bearings are used for the pinion-shaft straddle. Incidentally, the back axle gear ratio is 5.37 to 1.
Steering should be extremely light with this vehicle, the ratio given by the worm-and-wheel gear being 13 to 1. The high-pressure Firestone tyres of 30-in. by 5 ins, dimensions, fitted to cast-steel wheels, should also assist in this direction. Chassis lubrication is carried out on the Aletnite high-pressure system, all greasing nipples being placed, so far as possible, in the most easily accessible spots.
Four-wheel brakes of the Bendix three-shoe type are employed on this well-equipped chassis, and these are operated in all capes either by the hand lever or the pedal. The chassis frame is constructed of pressed-steel channels 5f ins, deep, there being five robust and heavily gusseted cross-members. Semielliptic springing is used for the front and rear axles, the springs being long enough to insure smooth riding even on bad road surfaces. The chassis, which, is equipped with vacuum fuel feed and which has a wheelbase of 10 ft. 8 ins., is' sold complete with startiog motor, spare rim, front bumper, electric horn and a full set of tools, amongst other accessories.
With regard to the remaining two chassis of the range, the engine of the four-cylinder 1-tonner has a bore of al ins, and a stroke of 4f ins., and gives 36 b.h.p. at 2,400 r.p.m. As in the other models, Nelson. Bohnalite alloy pistons are used, together with a
detachable L-head. The crankshaft is carried in three bearings and Auto-lite coil ignition is used.
A clutch similar to that of the sixcylinder model takes the drive to a three-speed gearbox, and from thence it is transmitted to a spiral-bevel gear. The back axle is of the semi-floating, banjo type and has a gear ratio of 6.1 to 1, Hotchkiss drive being employed. Both the foot and hand brakes operate on large drums on the rear wheels. It may be mentioned that the general equipment of the vehicle is most comprehensive and that the provision of ease of control and engine flexibility have been carefully studied.
The engine of the fourcylinder 10-ewt. chassis also gives 36 b.h.p. at 2,400 r.p.m., and is designed much on the same lines as that of the model already described. The transmission is also carried out on the same principles, whilst the Alemite system of chassis lubrication is likewise used with both these models. The springs are long and of the semi-elliptic type, and the chassis frame is sturdily constructed of pressed steel with five crossmembers. The steering is of the semiirreversible pattern.
It is specially interesting to note that this light chassis is equipped with Bendix-type four-wheel brakes, these being internal-expandingand acting on drums 11 ins, in diameter. The wheelbase of the chassis, which is supplied complete with tool-kit, electric horn and a comprehensive equipment, is 8 ft. 11 ins., and the track is.4 ft. 8 ins, at the front and 4 ft. 8f ins, at the rear. The machine has a turning radius of 21 ft.