Bristol.

22nd November 1927, Page 139

22nd November 1927

Page 139

Page 139, 22nd November 1927 — Bristol.

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A LTHOUGH the appearance of the

Bristol vehicles is somewhat striking, the design has been dictated by experience gained in connection with the operation of transport vehicles over a long period of time. Interest in the bodywork lies chiefly in its exceptionally low weight without sacrifice of strength. Pressed-steel brackets, etc., have very largely replaced the ordinary wooden structures used in the past, which has resulted in a far stronger structure, which is durable as well as light in weight. The particular methods employed avoid entirely any necessity for morticing or other cutting of the timber, which, of course, weakens it.

There are two standard bodies, the type E.B., with rear entrance and front exit on the near side, and the CB. type, with front entrance on the near side and an emergenek exit at the rear. The former is shown.

The low-loading passenger chassis is of the half-bonnet type, providing very good accessibility to the engine. All the valves, the magneto and the carburetter a* located on the near side and are capable of adjnstment therefrom, which is, of course, an important point with forward-type steering. Rated at 32.4 h.p., the four-cylindered engine de velops 75 b.h.p., which is ample to give a very satisfactory road performance.

All students of suspension systems should make a special point of visiting this stand to inspect the variable springing device, which automatically reduces the effective length of the spring as the load is increased, thereby putting up its strength and increasing the frequency. The spring actually functions, not by shackles in the ordinary way, but by lying on a flat cam face, with a strip of Ferodo interposed between the two elements ; thus, as the spring flattens, so the point of contact with the cam alters.

Running and maintenance costs are claimed to be exceptionally low, whilst all modern requirements, such as comfort, safety, power and speed, are amply satisfied. With a frame height of 2 ft. 1 in. and a wheelbase of 15 ft. 7 ins„ the unladen chassis weighs 2 tons 16 ewt.

A 26-seater all-weather coach is also on view mounted on the low-loading passenger chassis. Many interesting features are apparent and ample space has been allowed for each passenger in semi-bucket-type seats. The three seats at the rear are removable, so that extra luggage accommodation can be provided if required. The exterior lines are distinctly imposing and, as will be seen by examination of the window arrangements, ample weather protection is afforded for the occupants of all the seats, as well as for the driver.

A 20-seater bus is shown mounted on the Bristol 30 h.p. 2-ton chassis with forward steering. The chassis is powered by a four-cylindered engine of 4-in, bore and 5-in, stroke, which develops 50 b.h.p. at 1,850 r.p.m. Ample water spaces are provided and 3-in. diameter pipes ensure good circulation through the radiator. A single-plate clutch. facilitates gear changing, an provides a light pedal action. Mounte. separately, a four-forward-speed gearbo is used in conjunction with an ingeni ous form of selector gear, the select° rod, the locking device and the gat being enclosed in the gearbox.

The vehicle is well braked. Th pedal applies external-contracting shoe! Ferodo-lined, on a drum immediatel behind the gearbox, whilst the leve

applies internal shoes in 18-in. diarnete drums attached to the rear wheels. Thi wheelbase is 12 ft. 6 ins., and the tree] at the front 5 ft. 4 ins, and at the sea: 5 ft. 5 ins. Exceptional clearance i, provided for both axles. At the fron there is 13i ins, and at the rem ins. The length from behind thi driver's seat is 14 ft. 3 ins., with in overhang of 4 ft. The overall length ii 18 ft. 3 ins.

The 20-seater bus body is constructer very largely on the same lines as tin body of the 32-seater Superbus, hut o course it is smaller to suit the chassis.

Bristol.

Page 139

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