A SCOTTISH 2-TON SUBSIDY MODEL,
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In This New Albion Chassis the Basis is the Standard 2-ton L.C.24 Scientifically Lightened to Meet Official Requirements.
EABLY last week the Albion Motor Car Co., Ltd., Scotstonn, Glasgow, received a certificate from the War Department to the effect that their new 2-ton chassis, which recently completed its trials under the observation of the military authorities, is now eligible for the usual subsidy of £40 per annum, according to the terms which have been published on several occasions, and of which full particulars will be sent on application to the makers.
Some weeks ago we were afforded an opportunity, while this chassis was in the London district, of examining it immediately after it had returned from its trials, and we were not only able to note its excellent condition, but also to obtain certain information regarding those features of the construction which have been so modified that what is practically a standard Albion 2-tonner has been reduced to within the limits of weight called for by the authorities.
This modified chassis has a wheelbase of 11 ft. 9 ins., or the same as the L.C.24 model, measures 14 ft. from the dash to the end of the frame, and has a net load capacity of 2 tons and a gross load capacity of 2 tons 14 cwt., including the body.
The general specification is in accordance with the subsidy requirements, and includes the fitting of giant pneumatic tyres, which, incidentally, are now called for as essential on all vehicles approved for the subsidy, differing from the old arrangement, by which, before May 1st, certain Albion subsidy chassis were permitted to be fitted with solid tyres. The equipment also includes a positively driven mechanical inflator, and, in fact, it has in every respect been brought into accordance with the stipulations contained in the W.D. Specification No. 11, being provided with towing hooks, radiator protecting bar, etc.
It must be emphasized that this chassis is not a 30-Mt, model which has been strengthened up to take a load greater than that for which it was originally designed, but is a true 2tanner scientifically lightened, chiefly by the use of light materials, so that, whilst it is of appreciably lighter weight, it may be considered as certain that no sacrifice of strength has in any way been made. It is astonishing how weight can be reduced in details which, from the point of view of efficiency, can be looked upon as almost unimportant. By the use of aluminium for the front wings, the bonnet and—perhaps of more importance—for the cylinder heads, a reduction of n cwt. was obtained.
The axles, frame and other important units are absolutely the same as in the standard 2-tonner. For instance, the frame is deeper and the axle much stiffer than in the 30-cwt. subsidy model.
The chassis we inspected was equipped with 34-in. by 7-in. Dunlop cord tyres all round and Tecalemit grease-gnu lubricators.
For those who are not fully acquainted with the 2-ton specification, we will give a brief resum6 of it. The power unit is a four-cylinder mouobloc with detachable heads in pairs, thus giving. quick and easy access to the valves and pistons for grinding and decarbonizing.' The bore and stroke are -n ins. and 5 ins, respectively, giving an R.A.C. rating of 24 h.p. An Albion-MurraY patent governor is fitted to the front end of the crankshaft, and 'limits the engine speed to 1,300 f.p.m.
Lubrication is on the forced-feed system throughout, the oil being delivered ti the three main bearings and thence through the drilled craukwebs to the crankpins. Ignition is by high-tension magneto driven through a flexible coupling, the timing being controlled by a lever on the steering column. A hotair intake, which passes right across the cylinder heads from the exhaust pipe to the Albion-Zenith carburetter, assists engine efficiency in cold weather. An impeller-type pump is driven from the tail end of the fan spindle, the pump being mounted on the front end of the cylinder casting.
The drive is taken through a single disc-type clutch with Ferodo-friction faces, and so arranged that no end thrust is imposed at any time upon the crankshaft bearings.
Four speeds forward and a reverse are provided by the gearbox, the shafts of which are kept short and ars carried in ball bearings of ample size ; direct drive is on top speed.
Behind the gearbox is a powerful brake of the external-contracting type, and a cardan shaft conveys the torque to an overhead worm which, with the worm gear and differential, is carried in a one-piece drop-forged axle of a patented triangular type, which gives great strength with light weight, the last-named feature being assisted by the use of cast-aluminium for the worm easing and bottom cover.
Very careful attention has been paid to the matter of springing, the springs being long and flexible and without excessive camber.
The steering gear is of the worm and segment type, and the front axle is a reversed Elliott, the forks forming part of the stub axles. We have already mentioned the frame. This is of pressed channel steel with pressed and tubular cross-members, giving a very rigid construction. To assist in preventing stressing of the units through any slight whip which may occur in the frame, the engine is three-point suspended, whilst the gearbox is suspended from a sub-frame, from which it can be dropped without touching the control mechanism. Throughout the chassis the importance of easy adjustment and a high degree of accessibility has been recognized. All the details of the engine are well placed, and the complete engine can be lifted out without interfering with the dashboard, etc. The clutch can; if necessary, be taken out in under a quarter of au hour, and, as regards the rear axle, the shafts eau be withdrawn and the worm gear and differential lifted.