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A New Maudslay 30-m.p.h. 5-ton Oiler

21st August 1936, Page 49
21st August 1936
Page 49
Page 50
Page 49, 21st August 1936 — A New Maudslay 30-m.p.h. 5-ton Oiler
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REGULATIONS, however irksome they may be for a time, have not always the malevolent influence upon an industry which stems apparent in the initial stages of • their application. There is, for instance, a redeeming feature in those relating to weight and taxation, namely, that chassis manufacturers have been spurred on to greater efforts to take full advantage of the existing conditions, by producing lighter vehicles for

a given carrying capacity. The 5tonner, weighing under 2+ tons complete, is now an accomplished fact, and the attendant gains, which have resulted from the concentrated efforts on the part of manufacturers to attain a high power-weight ratio are well known and are good for the road-transport industry as a whole, so far as the reduction of uneconomic dead weight is concerned.

The foregoing remarks were inspired by a detailed examination of ' a new model—designated the LL1—just introduced by the Maudslay Motor Co., Ltd., Coventry, which, although sturdily constructed, and powered by a compression-ignition engine, weighs but 37 cwt. as a chassis. This relatively low weight has not been attained by cheese-paring essentials, nor by reducing the wheelbase dimen sion unduly. Actually the standard chassis is robustly constructed, having side members no less than 8 ins, deep amidships, whilst the wheelbase measures 13 ft.

Ample Body Space.

Forward control is, of course, employed, the layout of the various auxiliaries permitting the use of a flat platform, 16 ft. long by 7 ft. wide without the overall length exceeding the maximum legal dimension of 21 ft. Whilst dealing with the general particulars, it might be mentioned that generous tyre equipment is included in the specification, a spare detachable pressed-steel wheel and tyre of g4-in. by 7-in. section being included in the chassis price Of 649& Turning now to a consideration in detail of the mechanical features, the power unit is the well-known Perkins Leopard II four-cylindered oil engine, which, with a cylinder bore of 105 ram. and a piston stroke of 127 ram., develops 60 b.h.p. At 2,400 r.p.m., the maximum torque being 160 lb.-ft. A feature of its design is the high camshaft, which is so positioned that the cylinder head can readily be removed for valve grinding, decarbonizing, etc.

The unit incorporates a nickelchrome-alloy steel crankshaft, running in five main bearings, all of which, together with the big and small-end journals of the connecting rods, are fed with oil from a pressure system. The auxiliaries, such as the fuel pump, the dynamo and starter, are of C.A.V.Bosch manufacture, two fuel filters

being incorporated in the supply system to ensure freedom from atomizer trouble. It is interesting to note that these filters are mounted on the powerunit itself, so that the Pipes are not subjected to the stressing due to relative movement caused by the torsional oscillation of the engine. This last remark should be qualified by stating that the whole poWer-unit, comprising the engine, clutch and gearbox. is mounted in the frame at three points, and insulated from it by rubber.

Attached to a plate, which is bolted to the rear of the cylindencrankcase casting,is a pair of brackets which are carried • by frame bearers, Floatex rubber bushes being interposed between the two elements. The third support for the unit is at the front, where a rubber bush, 4 ins. „ in diameter, is inserted in a housing formed in the front cross .member and is compressed on a boss, surrounding the crankshaft, by means of a gland.

The Transmission System, A 12-in, diameter single-dry-plate Borg and Beck clutch transmits the drive to a Moss four-speed gearbox, the shafts of which run in ball or roller bearings. A divided Hardy-Spicer propeller shaft, with an intermediate selfaligning roller bearing mounted in a steel pressing spanning the main frame, connects with a fully floating spiralbevel rear axle, having a ratio between the pinion and crown wheel of 5.75 to 1. The indirect gear ratios are 10.46, 18.74 and 32.83 to 1, reverse being 47.32 to 1. It is interesting to note that the road speed at the governed engine speed of 2,400 r.p.m. (with 34 x 7 tyres) are 42.2 m.p.h., 23.2 m.p.h., 12.95 in1),11. and 7.4 m.p.h. respectively for the four forward gears, whilst the engine speed

at 30 m.p.h. in top gear is 1,714 r.p.m.

Both the pedal and hand lever operate expanding-shoe brakes on all four wheels. The pedal applies the shoes through a Lockheed hydraulic system, whilst the lever is connected to the same shoes by a mechanical linkage. The rear drums (which are no less than 16 ins, in diameter) and the shoes can be detached without disturbing the hubs and the axle shafts. Slightly smaller drums of '14 ins, diameter are mounted on the front wheels.

Steering is effected through a 14Iarles Weller box which is attached to the forward end of the chassis frame, the movement of the drop arm being communicated to the wheel pivots by means of a short drag link in the usual style.

Ingenious Cab Mounting.

A good deal of ingenuity is apparent in the design of the forward part of the chassis, where provision is made for mounting a cab. Around the powerunit is a built-up angle-steel framework, to carry the floor, besides forming a support for numerous other items, such as the radiator, steering column and accelerator pedal. Across the front of the frame there is a channel, running in line with and attached to the anchor brackets for the forward eyes of the front springs. _ A measure of rigidity is afforded to the spring assembly by making extension pieces from the brackets a tight fit in this channel and locking up the assembly by bolts passing through the webs of the channel into the brackets. This cross-member, which is extended to the full width of the vehicle, serves to carry the radiator and the front ends of the wings. The former is mounted on steel plates, rubber pads being interposed under the radiator feet.

In connection with this forward superstructure, an interesting feature lies in the shape of the bonnet, which, although of small dimensions, gives excellent accessibility to the powerunit. The bonnet itself ismade in halves joined by a longitudinal hinge pin, the forward support being provided by the cowling around the fan. At the rear, a dome-shaped pressing

n36 completes She housing. Protruding from the bonnet is a short pipe, from the engine air intake, surmounted by an AC. air cleaner, so that the cab is continuously ventilated while the engine is running. All the instruments are grouped neatly in a panel, incorporated in a cast-aluminium bracket which forms the steering-column support. Such items as the starter button and the fuse box are accessibly mounted on the panel, whilst the top of the bracket forms a tray to carry the driver's log book, etc. An arm extends from the steering column, under the wheel, and carries the horn and the head-lamp dipper switch. The fuel tank is located on the near side of the chassis and has a capacity of 15 gallons.

At its price of £495 the vehicle represents an excellent value-for-money proposition and, due to its ingenious construction, should be eminently suitable for export in " knock-down" form. In view of its size and tyre equipment, the low weight is also something of an achievement.

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Organisations: US Federal Reserve
Locations: Coventry

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