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A New A.E.C. Regal Six-cylinder Oiler
Page 84
Page 85
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ASTRIKING feature of the 1936 range of commercial vehicles manufactured by the Associated Equipment Co., Ltd., Southall, will he a redesigned Regal Mark II chassis
equipped with a new A.E.C.-Ricardo six-cylindered oil engine developing 100 b.h.p. This unit, although robust in construction, is light in weight, and complete with auxiliaries weighs but
1,145 lb.; it incorporates the Comettype of Ricardo combustion chamber and the C.A.V.-Bosch fuel pump and injection system. Overhead valves a,re employed, operated by push rods from the camshaft, which is carried in a rigid crankcase.
The top half of the crankcase and the cylinder block is a single casting, and wet liners, which can be easily detached and replaced without removing the engine from the chassis, are provided. Seven lead-bronze bearings support the crankshaft, and the cooling system embodies a thermostatic temperature control.
The remainder of the chassis retains many features of its prototype, having a single-plate clutch and four-speed gearbox, the latter having a constantmesh mechanism for top and third gears. A single-point adjustment for the clutch stop is accessibly located under the driver's cab, and the changespeed lever is carried in an oil bath mounted on the side of the engine.
Of the underslung worm-driven type the rear axle has fully floating shafts, the axle forging being of one-piece nickel steel. Lockheed hydraulic brakes, actuated through the medium of a vacuum servo, are provided on all four wheels, an interesting feature of the braking system being the elimination of -the' usual rotary exhauster; the vacuum for the servo is obtained from the induction pipe, following usual petrol-engine practice. A butterfly valve is directly connected to the brake pedal, so that a complete vacuum is obtained whenever the brake is applied. A vacuum reservoir is also provided.
A further new model in the A.E.C. range is a six-wheeled trolleybus chassis, an outstanding feature of which is its light weight. Complete with full regenerative equipment, motor generator and battery-shunting apparatus, the outfit weighs a little over LIA• tons, Batteries are provided for propulsion in the event of the overhead supply failing, and this feature should also prove of use for moving in the depot and in other circumstances.
Air-operated brakes on all four wheels are used in addition to the regenerative control, a 5 cubic ft. compressor, driven by a 500-volt motor, maintaining a pressure of 85 lb. per square in., in • a steel reservoir. In order to overcome noise from the compressor unit, it is now rubber mounted, and a tubular frame cross-member is used as a, silencer for the intake.
The electrical equipment is of the. English Electric electro-magnetic ,remote-control type, and the motor develops 80 h.p. at 550 volts. The rear axles are of the fully floating type.
with underslung worms, the forwardaxle worm housing carrying a third differential through which the rearmost axle is driven by means of a short propeller shaft.
The Mark II range comprising the Matador, Monarch and Mammoth Majors with lower licensing weights, bigger pay-load capacities, redesigned power units and modified chassis is to be continued for the forthcoming season without change. The reduction In weight of these chassis has been largely accomplished by the adoption of lighter frames and springs, and further weight economies have been effected in numerous details.
The Matador, Mammoth Major and Mammoth Major 8 models are powered by the 7.58 litre A.E.C.-Ricardo sixcylindered oil engine, whilst in the case • of the Monarch a 6.6-litre four-cylindered A.E.C.-Ricardo oil engine is* used.
Whilst outside the main province of this journal, it is of interest to note that Hardy Motors, Ltd., an associated company, will be exhibiting at the Show a new type of railcar chassis which has been built at the A.E.C. works.