T FIE latest arrival from the Unic factory in Prance is
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the largest of this make now sold in Great Britain. It is handled by U.M. (1928), Ltd., Canberra House, Regent -Street, London, W.1, and is designated type M80. It can be used to form the basis of a 28seater passenger-carrying vehicle or of a goods-carrying machine for which a low load-line is essential.
A four-cylindered 18-30 h.p. engine is employed. This has a bore of 85 mul. and a stroke of 140 mm. The cylinder block is bolted to the aluminium crankcase, and 19 studs hold the detachable bead to the upper face of the cylinder block. A riser is cast integral with the head. This carries the water away from the engine to the trunnionmounted radiator, whilst an integral passage in the block serves as the inlet for the water from the pump.
Accessible Dynamo Mounting.
The timing case is bolted to the front ,end of the crankcase and this carries a, saddle in which is clipped the dynamo. On the extended armature is the cooling fan and the drive is by V-belt from a pulley on the crankshaft. The saddle for the dynamo can be moved vertically in order to adjust the belt tension.
• A silent chain, driven by the threebearing crankshaft, serves as the distribution medium, conveying power to the camshaft on the near side and to the water pump and magneto on the off side. The pump is carried on the forward face of the timing case, its mounting being effected by three studs Pas-sing c22 through elongated holes. This allows the water pump to be moved toward the off side to 'take up lack in the silent chain. The gland of the pump is very accessible and is provided with a locking device.
• Driven from the rear end of the water-pump shaft is a magneto of unusual shape. It is carried in a 'trough and has'.its distributor mounted k above the armattfre and inclined slightly outward. This makes itsextremely accessible., and the adjustable coubling for timing purposes can be reached with ease. Automatic advance mechanism is included in the design.
On the near side,are the side-by-side valves located behind the cover plates, a Viel carburetter, an exhaust manifoldanifold with forward outlet and a governor, which is driven from the front 'endlof the camshaft and limits the speed to 35, m.p.h.
On the distribution case is the oil filler, and beside it is the depth gauge 'which records "danger," normal," or " excess." On this side also is the starter motor, located at crankshaft level and spigoted into the clutch pit. All the engine bearings are fed by oil under pressure. Three-point sfrspension is employed for the engine-gearbox unit. A split bracket surrounds a boss on the front of the critnkcase and rests on the forward cross-member of the frame, whilst bearers at the rear end are carried by brackets on the frame.
One casing serveslo enclose the gearshafts and the clutch, the sqsembly being bolted to the rear face of the crankcase. Six dry plates are used for the clutch and the gearbox is centrally controlled, four forward speeds and one reverse being provided. A positive drive for the speedometer is built into the gearboxj.and the mechanical tyre pump is almost totally enclosed,' only the air-cooled cylinder head projecting from the casing.
Power is conveyed to the spiral-bevel rear axle by three mechanical universal joints, and there is a steady bearing tor the divided propeller shaft. The housing rev this is carried on' the third cross-member of the frame.
A double-reduction axle is used. This has a banjo casing with bolted-on axle tubes, the whole assembly being trussed by two rods. The long and wide semielliptic springs are carried, below the axle casing. These serve to take bath drive and torque stresses.
Internal-expanding brakes in all road wheels are controlled by a pedal operating through a variable-leverage " booster " mechanism, which is carried on a bracket on the off-side frame member. The brake drums have double ribs and individual adjustment points are provided. The rear-brake cross-shaft is mounted as near as possible to the forward anchorages of the rear springs, so
as to keep approximately, the same radii of action. The rods for the front•brakes run from a cross-shaft behind
the " booster " to universally jointed shafts, the inner ends of which rest upon the chassis frame.To ensure silence, rubbtr bushes are used iu the rod-supporting eyes. The hand brake operates internal-expanding shoes in a liberally ribbed drum carried immediately behind the gearbox.
From the front dumbirons the frame widens out gradually until the cross-member behind the gearbox is reached. After this the main members run parallel and the frame throughout is horizontal, except for the arches over the rear axle. Five pressed-steel cross-members are used and all four springs are carried below the frame members.
Worm-and-wheel steering mechanism is specified. The track rod is behind the axle beam. and the king pins are inclined to give centre-point steering; the thrust races at the top are of large diameter.
Equipment incru'aes a Ducellier firelarap set, an electric horn and a pressedsteel facia 'board ,carrying the instruments. Grease-gun lubrication is em
ployed. Three positions for the fuel tank are offered ; one is on the dashboard, the capacity being 151, gallons ; another is under the driver's seat (17-3 gallons), and the third is at the rear al the chassis (22 gallons). In the second and third instances a vacuum tank is also supplied. The chassis is equipped with seven 955 mm. by 155 mm. tyres, The following are the leading dimensions :—Body space, 16 ft. 5 ins. ; extreme width of chassis, 3 ft. il ins. ; wheelbase, 14 ft. 51 ins. ; overall length,
20 ft. 11 ins.; track, 5 ft. 71 ; chassis weight, 2 tons 21 cwL. The price of the chassis at the London showrooms is £945.