GUY'S
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Two Important New
GOODS MODELS
The Successful 'Passenger-vehicle Engine Embodied in a Heavy Four wheeled Goods Chassis. An _Entirely New Two tonner Added to the Range. Offset Transmission on the Bigger
Passenger Machines
HITHERTO concentrating on models of up to thive tons pay-load capacity—so far as four-wheeled goods chassis were concerned, the Wolverhampton works of Guy Motors, Ltd., has now produced a 6-ton four-wheeler incorporating the latest type of Guy six cylindered engine. The machine is to be exhibited at Olympia next month on the stand of the well-known tipping,gear manufacturer, Bromilow and Edwards, Ltd., of Bolton.
Nor is this the only newcomer to the extensive range of Guy vehicles. There is an entirely. new two-tonnet with four-cylindered overhead-valve power unit--a type of machine for which-there-is quite a good demand.
-Almost all the Guy models embody improvements of design and appearance. The double-saloon, two-axle bus—the now famous FC48 model—has a lower floor level and lower platform level, these improvements being obtained by setting engine and transmission line obliquely in the frame and by lowering to a height of 121 ins, the tail ends of the main frame members rear of the axle arch. The six-wheeled passenger chassis —both pettol-driven and trolley-bus types—have the same features.
All the passenger models are now equipped with a new and distinguished radiator. More important technically, however, is the fact that on all the six-cylinder chassis, which incorporated the Guy patent cylinder head—the shape of the combustion chamber has been modified considerably, with the result that a high compression ratio has been seeured (it is now 5.2 to 1) and with it a more favourable brake horse-power.
This peculiarly -efficient head is now made of aluminium and the water-jacketing around the-combustion chamber is even better than it was before. Aluminium
pistons are now used AnoAher feature of the heavier models IS that the B42 pneumatic tyres, the spare wheel carrying a solid tyre. Mechanically actuated brakes work on the rear wheels, the brake cross-shaft being spherically mounted.
The new engine is of the overhead-valve four-cylintiered type and, with the dry single-plate clutch and four-speed gearbox, forms a unit which is rubber-block mounted at three points directly into the main frame. Whilst of slightly Smaller capacity (and therefore more economical) than its predecessor, it develops more power at the normal speeds, brake tests showing 24 h.p. at 1,000 r.p.m., 35 h.p. at 1,500 r.p.m. and 42 h.p.
at 2,000 r.p.m. The road speed at 1,000 r.p.m. in direct drive is 13.8 m.p.h. The bore is 90 mm. and the stroke 130 mm, the capacity being 3,308 c.c.
The overhead-worm back axle gives a 7.75-to-1 ratio, the indirect gears reducing this to 13.5, 20.2 and 40.7 respectively, with 63.6 as the ratio in reverse.
In place of the, old-type single propeller shaft there is now a double shaft with self-aligning centre bearing, the rear ball carrying two Spicer joints and the front half a self-centring Hardy fabric coupling. The 16gallon fuel tank is now under the driver's seat, feed being by vacuum tank.
The UINTA chassis carries a very full equipment, including 12-volt starting and lighting set, speedometer (with helical drive from gearbox), air filter and air control to carburetter. It is intended for gross loads of 2 tons 12 cwt., the body allowance being 12 cwt.
The new 1'C-type six-tonner is a straight-frame, forward-control machine, and has the same model pow.er uhit as the FC48 that is, the very latest six-cylindered engine, with the improved patent cylinder head, to which we referred above. The engine is well known to our readers but we may mention that the bore is 4/ ins, and the stroke 51 ins., the maximum output
being now 105 b.h;p. The
auxiliaries: are., gear-driven, the magneto coupling incorporating an automatic advance device. . Engine, single-plate clutch and separate four-speed gearbox are carried. in the Oily patent sub-frame, this .being spherically mounted at three points in the main frame.
As in the 2-ton model, drive End torque are taken by the springs, the propeller shaft, central bearing and joints being similar. The rear• axle Is of the fully floating kind .v.ith overhead-worm drive. By 1.-.-ithdrawing shafts and disconnecting rear universal joints the whole of this drive and
differential gear may be removed. Pneumatic tyres, 36 ins. by 8 ins., are fitted, twin tyres on the rear wheels. Both pedal and hand-controlled brakes act on the driving wheels, the foot brake being Dewandre assisted.
As regards the dimensions of this new chassis, the wheelbase is 14 ft. 6 ins, and the overall length 22 ft. 3 ins. The height of the straight frame under load is only 3 ft. 01 in., the frame being 8 ins, deep and having a 3-in. flange. It is straight in plan as well as in elevation and is of uniform section for its entire length. The distance from back if forward-control to tail-end of frame is just 17 ft., but the frame overhang of 5 ft. Si ins. may be reduced to 2 ft 10 ins, if a tipping body be required. The framewidth of 3 ft 21 ins, would appear to be ample. The method which has been adopted to obtain the offset Dark-axle drive on the FC48 bus chassis (and, for that matter, on all the double-deck-bus chassis, including sixwheelers) has been simply to set the entire sub-frame (carrying engine and , gearbox) at an angle in the main frame, the front of the engine being central. The sub-frame is suspended in ;the original manner, ball-jointed to the front cross-member and to two cast brackets hanging from a tubular cross-member amidships.
The FC48 and the six-wheelers have underslung worm drive, the worm-wheels being no less than 8 ins. in diameter. An oil gland of improved selfadjnsting type is fitted to each axle shaft. Another minor improvement is the grouping of chassis greasers in four accessible galleries (with dust covers), these being located on the off-side dumbiron, beside the clutch, on the penultimate frame cross-member and on the rear axle-case. The Merles steering is particularly light and comfortable, and the patent wick-feed lubrication to the ball joints is a sbund feature.
We have had the opportunity for taking out on the road one of the FC48 chassis, and can speak from experience of its performance. The chassis weight is 3 tons 15 cwt. (including a full 35-gallon fuel tank and all equipment), but we turned the scale at over nine tons when we left the works, the difference representing the maximum intended load.
Now the top-gear ratio is 6.25 and third gear 9.86 to 1, and, with the 105-b.h.p. six-cylindered engine, there is quite good speed in third, combined with satisfactory slowrunning and pick-up in top gear. The first gear of 26.5 and the second of 14.2 to 1 will take care of any hills and they provide an excellent getaway. We found the Dewandre brake highly efficient ; it would pull all four wheels very nearly to a skid on a good, dry road surface— further power would have been unnecessary.
The chassis is commendably quiet ; we sat above the exposed gearbox and concluded that its central web was a sound point, in keeping with the 8-in, worm-wheel in the final drive. The single-nlate clutch is neither fierce nor noisy. As regards speed, there is, with that powerful engine, more than enopgh. The test chassis was very hew, but seemed to get into its stride when approaching 50 m.p.b., and beyond that we did not try it—it is for double-saloon bus work, after all.