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A NEW ALL-BRITISH 15-CWT. VAN.

22nd January 1924
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Page 10, 22nd January 1924 — A NEW ALL-BRITISH 15-CWT. VAN.
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A Production with Air-cooled Engine, Double Chain Drive, Three-speed Gearbox and Differential-less Rear Axle.

THE SOLUTION of one of the industry's problems—that of providing an efficient substitute for the one-horse van—is brought appreciably nearer by the introduction of the new 15-cwt. Burford chassis. This vehicle, although not embodying any ,striking new individual feature, so far as the commercial vehicle is concerned, is yet in its entirety such a departure and a novelty that it is no exaggeration to say that its designer and manufacturer, Mr. H. G., Burford, M.I.M.E., M.I.A.E., pioneer at the very commencement of the commercial motor industry, is pioneering again to-day.

This chassis has been designed to answer a, definite demand on the part of large concerns such as the railway companies, the Post Office and the large stores for a handy mechanically propelled vehicle, low in first cost, economical in running and maintenance, easy to start, handy in use and not calling for any special provision in the way of garage accommodation, nor being liable to damage if left out in the open all night.

.These requirements necessitate a' light chassis, simply•made in such a manner as to he more than ordinarily accessible. By its lightness it ensures economy of petrol ; its simplicity enables the first cost tokhe kept low, and its accessibility is of value On keeping maintenance expenses down. The

demand thatshall be easily started and that it may e left out all night during the

winter, without risk of damage, obviously points to an air-cooled engine. The need for handineas suggests the forward-dash type of vehicle as offering the maximum of body accommodation with the least turning circle. It is chiefly in this way, at any rate, that Mr. Burford has interpreted these requirements. Briefly_ put,', the new chassis incorporates a two-cylinder air-cooled engine disposed with its crankshaft across the chassis and driving to a three-speed-and-reverse gearbox by invertedtooth chain and, again, from there to a solid rear c26 axle by a roller chain. The frame is, as regards the side members, of plain, straight channels with the flanges turned outwards so as to facilitate attachment of interior brackets ; the springing embodies quarter-elliptics at the front and half-elliptics at the rear. The axles are tubular and the wheels plain discs, interchangeable, and may be had designed to accommodate either solid or pneumatic tyres.

The engine is a British Anzani, V-type, with two cylinders of 85 mm. bore and 95 mm. stroke. It has a Zenith carburetter and an M.-L. magneto, both located at the off side and controlled through the medium of Bowden-type wires by levers secured on the steering column. In addition to having a couple of fly-wheels inside the crankcase, there is another on the near side outside the case and Of considerable weight, and the combination is such as to afford the engine a capacity for slow running which has to be experienced to be believed. A fan, also mounted on the near side, directs a current of air on to the cylinders, keeping them cool, and we are assured that, notwithstanding some gruelling tests in hilly country, carrying a load of over a ton, no overheating of any kind has been experienced.

The flywheel encloses a single-plate dry-disc clutch, on the driven member of which is a. sprocket wheel which transmits the power by means of an inverted-tooth chain to the three-speed-and-reverse gearbox mounted .amidships. An ingenious feature

of the chassis, worthy of note at. this point, is the manner in which a standard unit has been utilized.

A n ordinary gearbox is mounted transversely in the frame, having a chain sprocket wheel mounted at what would be its front end and another on the shaft protruding from what would, in the ordinary way, be its rear end. The tubular extension carrying t h e change-s pe e d lever, which would, in a normal chassis, project to the off side, in this vehicle takes a forward direction, bringing the gate just forward of the driver's seat with the changespeed lever conveniently to his hand, and in the centre. This means, of course, that movement along the gate is across the chassis, whilst movement across the gate is on the longitudinal line of the chassis—a very unorthodox arrangement, which does not, however, appear to be in the least inconvenient.

A single roller chain of substantial dimensions transmits the drive from the gearbox to the rear axle, which is a plain shaft tapered at each end for the reception of the road wheel hubs. The shaft is mounted in two pairs of ball bearings which are caged in the spring brackets in a most ingenious manner—best illustrated in one of the accompanying line drawings.

A feature of this chassis is the arrangement of the springing, which has been designed to allow corn The position of the gear lever to the left of the driver's seat. paratively high speeds of the chassis, whether loaded or light, without excessive vibration. The springs are both long and wide, the half-elliptics at the rear being no less than 24 ins, wide and the quarterelliptic,s at the front 2 ins. -On the first chassis, which has been built to the order of the Great Western Railway Co., solid tyres are fitted, of 30-in. diameter and 3-in. section. The standard equipment will, however, be pneumatics of equivalent load capacity.'

As has been stated, the arrangement of the driver's cab and control follows that of what we term the fcrwa.rd-dash type of chassis. The dashboard, as a matter of fact, rises straight up from the extreme forward end of the chassis, giving the vehicle an appearance closely resembling that of many of the small electric battery vehicles. The engine is enclosed in what is facetiously termed a bird-cage, but which is, in fact, a Renault type bonnet with wire mesh side. It is hinged at its rear end to the driver's seat and secured at the front at the floor level inside the dash by a simple clip. Removal of the hinge when required is facilitated by making the hinge pin with a handle at one end and the bonnet itself can be taken away in a few seconds and as quickly replaced. The hand brake lever is at the off side of the chassis and operates direct by cable on to the drum attached to the rear wheel on that side The pedal is at the end of a cross-over shaft and, similarly, operates shoes in the drum in the nearside rear wheel. Thus compliance is given, in a most simple way with the requirements of the law, that two separately acting brakes shall be provided.

An outstanding feature of the chassis is its accessibility. Removal of the bonnet in the way we have described gives complete access to the engine, which, by the way, has overhead valves and automatic lubrication, the oil being gravity fed through a sightfeed lubricator, to which the lubricant is raised by means of a simple screw-thread pump in the crankcase. If it be desired to remove the engine entirely, this is possible on removal of four bolts holding the

tubular cross-members on which it is supported. The gearbox is similarly held in the frame and has slots for its holding-down bolts, for the adjustment of the tension of the forward driving chain, an adjustment which, with this type of chain, is only necessary initially. The rear chain is tensioned in the usual manner by radius rods which are fitted with turn-buckles.

It now only remains to indicate the handiness of this chassis, which is, we think, sufficiently exemplified by the fact that, although its wheelbase is but 6 ft. 6 ins, and the track 4 ft. 4 ins., it nevertheless accommodates, without wheel arches, a body having a platform area of 6 ft. by 3 ft. 8 ins., the latter dimension being capable of increase to 46 ins. if wheel arches be embodied. It is not possible at this stage to quote a definite price for this chassis, and more precise information on that point may be obtained on application to the makers, lEt. G. Burford and Co., Ltd., 24, Haymarket, London, S.W.1.

We learn from Mr. Burford that arrangements are being made for th.Cmanufacture of the necessary component parts in various suitable factories, and that assembly will be undertaken at the works of the company in South Row, North Kensington, where there is every convenience for the work, with an ample supply of qualified labour in the surrounding neighbourhood. Orders are already coming in from those users who have seen and tested the demonstration van, and there is thus every prospect of a highly satisfactory and successful model being established on the British market.

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People: Burford
Locations: London

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