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The Latest Argyll Cab.

23rd April 1908, Page 5
23rd April 1908
Page 5
Page 6
Page 5, 23rd April 1908 — The Latest Argyll Cab.
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An Example of the Tendency of Makers to Construct Light Chassis on the "Unit " Principle.

A paper was read by Mr. Worby Beaumont, before the society of Motor Omnibus Engineers, in February 1907, which purported to forecast the lines on which the design of heavy commercial vehicles would develop. The lecturer, on that occasion, found it a difficult task to adopt the role of prophet, but he was detin:.te in the expression of a hope that the propelling mechanism of commercial chassis might eventually be arranged to be as readily detachable from the frame as the " works " of a watch from its case. This piously-expressed wish, at the date of the reading of the paper, drew forth scathing criticism from several of the operating engineers who were present. These same gentlemen must have watched with considerable surprise the whole-hearted adoption of the " unit " principle by those manufacturers who have lately given their attention to the production of public-service cabs, and to the lighter types of motor delivery vans.

At the recent Olympia Exhibition, only a few examples of this trend in design, so far as the heavier vehicles were concerned, came under our notice; but, with the cabs and lighter machines, the development was noticeable in many cases. The most recent production of Argylls, Ltd., is a neat and noteworthy instance of " unit " construction, as applied to the smaller classes of utility vehicles. We have but to mention the Austin, the Fiat, the Thames, and the Darracq, to show that the Argyll concern is in good company. The machine, which is now illustrated for the first time, has as its leading feature the engine, gearbox, clutch, countershaft brake, and striking gear combined as a removable " unit." This type of design undeniably makes for simplicity and cheapness of construction, and the advantages accruing from a structure in which " lining-up " is reduced to a minimum cannot be gainsaid. Certain works !managers. of our acquaintance have always fought against this combination of many parts, and have stated : (a) that they cannot handle the work so well ; (b) that one operation only can be performed on the whole main casting at one time; and (c) that the assembly of the engine, gearbox, and clutch cannot be carried on separately. There is no doubt, however, that the charge engineer will welcome any assistance on the part of designers which will enable him rapidly to dissemble any important member of the chassis, and as quickly to replace it with another interchangeable unit while the disabled portion is in the hands of the fitter. Absolute interchangeability, simplicity, accessibility, and ease of eplacement are characteristics which anust be conspicuous in a new.desig,h!of commercial chassis which is to become anything of a success. The photographs we are enabled to publish show very clearly the main features of the design. The engine has four cylinders of Sornm. bore, and the piston stroke is mornm. All four cylinders are comprised in one casting, which is noticeable for its clean design; the induction passages are cleverly arranged in the actual casting, in order that the piping may be kept as small as possible, and the whole external arrangement be simplified. A Brown and Barlow carburetter is relied upon to ensure economical consumption and efficient carburation under the most trying conditions. The sturdy cylinder casting is finished off satisfactorily with an amply-proportioned water-outlet casting, which should give full scope to the thermo-syphon cooling system, upon which this maker relies for its standard machines. If these machines are sent away for service in hot climates, they will, however, have a pump fitted. The valves ar.a. all mechanically operated from one camshaft. The crank chamber, clutch casing, and gearbox . body ar0 all constructed as one long combined casting, with four stiff arms reaching out to the main frame. In this way, no cross-members are required, and the frame itself is of remarkably simple construction. This will be appreciated upon examination of the illustrations.

The crankshaft is carried in ball bearings, the centre one being omitted, and provision is made for the rapid removal of the crankshaft by dropping the two ball-bearing caps. The usual independent attachment of emank-chamber cover is adopted. A high-tension magneto machine and a fan belt pulley are driven direct by a spur wheel in mesh with the cam gear. The multiple disc type of clutch is fitted, and is enclosed, with the flywheel, with which it is combined, entirely inside the Main-unit casting. The maker claims that with a special form of lubricant the type of plate clutch now evolved by the Argyll designers is specially suitable for any class of work where the clutch is likely to be slipped to excess. An easy method of adjusting the clutch externally is provided.

Careful examination of the chassis illustrations will indicate the way in which the company has built up all the operating gear on to the main casting. This is undoubtedly good and stiff construction, but a doubt occurs as to whether such complete methods do not necessitate a great deal of dismantling to enable some small detail to be insported or repaired. There is a distinct limitation to this class of design.

The gearbox contains three speeds forward and a reverse, the top being direct, through the usual dog clutches. A neat form of gate is provided :n diagonal lead is given both to the centre bar of the gate and to the lever itself, with the result that the hand lever follows on from first to second speed without any effort on the driver's part.

The brakes are interchangeable from countershaft to hind wheel. The same shoes are used for both brakes, a point which will automatically appeal to the garage superintendent. We could have wished they were more readily replaceable. The manufacturers state that they are using pressed steel boiler plate for their drums, and that this

The front axle is a solid drop forging, with hubs running on large ball bearings. The hind axle is of the bevel-gear type, and is a well-thought-out job. The usual casing carries the bevel drive and differential shafts, but the back part of the case is removable, and is of such a size that the

material, in combination with the special cast-iron shoes, ensures long life. Considerable attention has been paid to the springing of this cab. Long and flexible side springs, and a transverse hind spring, are employed. bevel gear and differential can be removed bodily through the aperture. To enable this to he done, the hub caps

must be taken off, in order to release the dogs which drive the road wheels through their hubs; it is then only necessary to release four nuts, and to draw back the differential. shafts, and in this way to release the bevel and differential gear.

As might have been expected, the designers have taken care to ensure that the driving shafts only assume the torque, and that the axle casing withstands all twists consequent on uneven road surface. The standard wheel base is 8 feet i inch, and the track 4 feet, 7 inches. The lock is arranged to enable the chassis to turn within the usual 25-focit circle. The usual artillery wheels are fitted with Stomm. by gomm. pneumatics, front and rear.

We had intended to describe fully the lubricating system adopted, but, as we understand that slight modifications will he made in the original scheme before standardisation, we will reserve our description for a week or two. Suffice it to say that it is forced throughout, and that the oil pump, which at present is tucked inside the gear case, is to be placed in a more accessible position.

Both two-seated and four-seated bodies are supplied by the maker, and in our report of the Olympia Show exhibits we had occasion to illustrate a capital folding arm rest, which is an Argyll patent, and which is fitted to the front folding seats.

Tags

People: Worby Beaumont
Locations: Austin

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