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SAFE SIMPLICITY

25th July 1947, Page 35
25th July 1947
Page 35
Page 36
Page 37
Page 35, 25th July 1947 — SAFE SIMPLICITY
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The New Albion

Says C. P. Read THE announcement by a famous manufacturer of the introduction of a new model is inevitably succeeded by a spate of speculation as to its probable performance and road conduct. It was, therefore, with keen expectation that I took the wheel of one of the first production Albion FT.7 4-tonners, built by Albion Motors, Ltd., Glasgow. That interest remained unabated throughout the 90 miles which encompassed the test.

• Straightforward The chassis was described in "The Commercial Motor " on June 27, and is a forward-control 4 by 2 machine of orthodox design, powered by a four-cylindered side-valve 2.8-litre engine with a " squish " head (88.9" mni..bore by 114.3 mm. stroke). The R.A.C. rating is 19.6 h.p., and the maximum b.h.p. output is 48 at 2,800 r.p.m.

Mounted as a unit with the fourspeed and reverse gearbox, the engine is carried on a single rubber support at the front, and on an ingenious arraingetnent of rubber-damped and spring-loaded bell cranks at the rear, one on each side of the dui& housing.

A 'simple point, but one worthy of note, is that the entire exhaust system, with its transverse silencer and tail-pipe, is mounted on the engine unit, thus reducing the risk of fractured connections through relative movement.

The open two-piece propeller shaft is supported in the centre by selfaligning bearings mounted in one of the frame cross-members, and is provided with a friction torsional oscillation damper to eliminate vibration. An overhead worm drives the fully floating 7.25: 1 reduction rear axle, carrying the twin wheels, which, like those at the front, are shod with 7.50-in. by 20-in. low-pressure tyres.

No shock absorbers are fitted, but the eight-leaf rear springs are progressive, the ends of the second leaves being extended around the anchorages, as well as those of the master leaves, to give security in the event of the latter failing. There are 13 laminations in each of the front springs, which, like the rear springs, are anchored in front and shackled behind.

Braking System Vacuum servo and Lockheedoperated Girling brakes are fitted, the hand. lever being connected to only the rear shoes. In the long, forwardcontrol form, in which I received it for trial, the Albion was stripped and in test rig.

The dry weight of the bare chassis was 1 ton 191 cwt., with an imposed load of 4 tons 15 cwt. The gross weight was 7 tons 2 cwt. 14 lb., including approximately 4 cwt. of fuel, oil and water, thus representing 0.338 bit.p. per cwt. In addition, the crew of three scaled 4 cwt. 3 qrs.

14 lb.

Readers' who are familiar with the northern .environs of Glasgow will appreciate that, here, ready to hand, are examples of road • capable of showing up the " form " of any vehicle, commercial or otherwise, but I soon discovered that the Albion could deal easily with any of them.

From the outset the machine " felt right" and handling in busy city streets was above reproach, although the steering tended to be rather on the heavy side—an impression which, to be fair, became progressively less obtrusive with practice.

Once I had it fixed in my mind that the clutch pedal must be fully depressed to bring the efficient stop into operation, gear changing, either way, was found to be certain and noiseless, if a trifle slow. The engine, partly because of its compression ratio of 5.8: 1, lowered to this point in order to " digest " Pool petrol, proved to be as flexible as that of many cars.

Although a practice not to be recommended, I experimented with getting away from stationary in second gear of 23.49 : 1, and the engine pulled away without hesitation, assisted by the smooth, single dryplate clutch. In the direct top gear it was possible to creep down to 5 m.p.h. on a level road arid, without slipping the clutch, the Albion could be felt to "get its head down" and drive away smoothly with no sign of pinking or snatch.

Tireless Speed Once out on an open, but undulating, road between Glasgow and Stirling, the Jekyll and Hyde-like characteristics of the power unit became obvious. Tirelessly, mile after mile, the vehicle swept along at 35 m.p.h. and 40 m.p.h., the accuracy of the speedometer being checked with stop-watch and milestones.

At these speeds the steering was good, although at somewhere about 37 m.p.h. a rather pronounced wheel flap set in. This could, however, be "driven through," and, once the critical period was passed, no complaint could be made.

am informed that the designers are aware of this difficulty, which is probably caused by unbalanced wheels and tyres, and that all steps are being taken to obviate it on future machines.

Tested for acceleration from a standing start through the gears and on a wad having no perceptible gradient (there was no wind either), the Albion registered the following figures: 0-20 m.p.h., 36.7 secs.; 0-30 m.p.h., 52.6 secs. In top gear only from a rolling start, the figures were: 10-20 m.p.h., 23 secs.; 10-30 m.p.h., 46 secs. The maximum speeds attained in the individual gears were: 2nd, 10 m.p.h. (2,186 r.p.m.); 3rd, 28 m.p.h. (3,202 r.p.m.), and top, 41 m.p.h. (3,000 r.p.m.).

At no time was any vibration felt, nor was there drumming of the engine cowling, and it was evident that the unit mountings were doing their job admirably.

By way of an aperitif before lunch, it was decided to put the Model FT.7 to some real climbing, and the favourite local test hill, Cult Brae, rising from Blanefield station in the beautiful Blane Valley, was chosen.

The length of the hill used was a dead half-mile, having an indifferent approach, a couple of wicked hair pins and a gradient increasing from 1 in 10 to just short of 1 in 8 in the middle of the second bend. Taken before the climb, the water temperature read 158 degrees F. (atmosphere, 72 degrees F.), After a standing start, third gear was engaged before the end of the short run-up, and second went home just before the first bend, remaining engaged until well past the hairpin.

As the speedometer needle began to "drop off the clock," bottom gear (47.7. 1) was employed, the engine pulling its "7 tons plus" burden steadily and comfortably to the summit, like a lift. The elapsed time for the climb was 3 mins. 41.4 secs., or an average speed of approximately 9 m.p.h. A water-temperature reading, taken immediately the machine was stopped at the top of the hill, showed a rise of only 14 degrees.

This extremely valuable " lowdown " power, so characteristic of any Albion engine, will be more readily appreciated when it is realized that the maximum torque of 130 ft.-lb. is attained at only 1,220 r.p.m.

Consumption Tests After lunch, fuel-consumption tests were made, for which purpose a separate container was connected up to the pump and filled to a predetermined point.

A give and take 10-mile country course was chosen for the first test, and a consumption rate of 10.7 m.p.g. was revealed. After a check in town streets and on flat roads, the resultant was within a few decimal points of the same figure, which showed that a consistent, and by no means gluttinous, appetite was another of the Albion, virtues. The average speed during these tests was maintained as closely as possible to 20 m.p.h.

It was on braking, however, that the Model FT.7 really showed its mettle. So good were the results of the tests— taken on a dry tar-macadam road with but the slightest of gradients—that, in order to remove the human factor, a second driver was employed to repeat them—with similar results.

A curious feature was that the percentage of efficiency increased with the speed, the probable answer being that the inertia of the mass caused the front wheels to " bite " harder when braking at the higher than it did at the lower speed.

Be that as it may, after several runs the confirmed mean figures against the gradient were: From 20 m.p.h., 20 ft. 8.5 ins. (66 per cent, efficiency); from 30 m.p.h., 30 ft. 11.5 ins. (98 per cent.). With the gradient: From 20 m.p.h., 21 ft. 6 ins. (62 per cent.); from 30 m.p.h., 32 ft. (96 per cent.). Using the hand brake alone, the

stopping distance from 30 m.p.h. was 54 ft

What critic of braking on a heavy vehicle could find fault with those figures?

To wind up the run, the Albion was taken over the stiffish climb of Stockiemuir and for some four miles had to put up with unremitting collar-work. The average gradient of this road is not on record, but all

who know it acknowledge it to be a fair test for any vehicle.

Second and third gears were used mainly, with occasional brief excursions into top as the gradient eased off momentarily, and the Albion did remarkably well to average a speed approaching 16 m.p.h. over the whole section.

The Model FT.7 is not only an efficient, but fundamentally a " safe "

machine. In the hands of an expert driver it is the essence, of tractability; should, however, in these days of labour shortage, one less experienced find himself at the wheel, he need have no misgivings, for this bonny Scottish chassis is a friendly creature.

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Locations: Glasgow, Stirling

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