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• THE NEW WATSON , CHASSIS.

27th January 1920
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Page 10, 27th January 1920 — • THE NEW WATSON , CHASSIS.
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A 31-41-ton Chassis With a Notable Rear Transmission Unit.

ANEWCOMER to the commercial vehicle world is the 31-41-ton chassis introduced by Henry Watson and Sons, Ltd., High Bridge Works, -Newcastle-an-Tyne.

The chassis is worthy of examination for its general cleanliness and design, theestiberantial character of each component, and for the interesting design of the rear transmission unit, a type which strikes us as being navel in quite a number of its features.

The engine is four-cylindered with the cylinders cast in pairs, the bore being 115 mm. and the stroke 140 mm., 42 h.p. being developed at 1,000 r.p.m. The crankcase is of cast steel with aluminium. covers to valves and inspection apertures. The crankshaft is carried in five ample bearings, and is drilled for lubricating the big-end bearings under pressure from an oil pump attached to the sump of the base chamber and, driven by exterior shafting by skew gear off the camshaft. The carburetter is a Claudel-Hobson, governor of the Hartnell type being arranged to act on an additional throttle valve. The inlet pipe is cast integral. with the exhaust manifold, the acquired heat maintaining the charge in a vaporized form, thus reducing sooting of the piston heads and valve pitting. It is claimed for the engine that 70 gross ton miles has been obtained to the gallon of petsol. The radiator fan is of cast aluminium, and its driving belt is adjustable by means of a standard sliding in a socket on the timing gear casing.

The engine and gearbox are carried on a long sub frame supported on heavy angle brackets suspended from the cross members. • The frame, sub frame, and cress members are of rolled steel channel, and the dumb irons of cast steel.

A cone clutch transmits the power through a universal jointed shaft to a four-speed gearbox, which presents no new feature except that it is east in

steel. The shafts and gears are eubstantial, bearings are ample in size, and the selector rods are supported in phos

phor-bronze bushes. The gear reduc tions are 7.8 to 1, 12.8 to 1, 20,4 to I, and 33.7 to 1, the direct drive giving a speed of 15.2 m.p.h. at a crankshaft speed Of 1,000 ree.m.

The universal joints are of the De Dien jaw and crosshead pin type. The driving dies are of phosphor .bronze of large dimensions, rectangular in section , and Slide in jaws of case-hardened Ulla; steel. The dies have spiral grooves scored internally, and erase cute externally, for lubrication.

This design of the universals permits of easy detachment of the.cardan shaft, and the dies are reversible.

The end thrust is taken by hardened steel thrust pins working against hard ened steel buttons let in the shaft ends, and the pins are held up by a substantial spring behind the forward thrust pin. Arrangements are made for efficient lubrication; heavy steel grease-retaining covers with specially designed leather gaiters stiffened by steel rings are fitted; the gaiters are entirely unaffected by • centrifugal force. The cardan shaft is of large diameter and of tubular Beaker. The rear transrnis:-Ion unit calls for detailed description. Two heavy radius rods of box' section with tubular cores are hinged to the two side members of the chassis frame from ball soclieted heavy anchor brackets, which are situated on the centre line of the for• ward universal joint. These radius 'rods are checked into the rear dead axle, and are eachsecured by a large centre .bolt and by the four bolts which pass through the check elates, which also act as the rear spring retaining bolts. . The .radius rods carry the brackets for the hinge pins of the side brake shoes, and it wi.1 be seeii from our illustrations that the brakes act on the internal diameter of the rear wheel flanges, the braking area, therefore, being over more than one half the wheel circumference inside the flange. Tile Limper spring plates form the brackets for the brake cam levers, and support the internal gear coyers.

The live aide and differential casing (of cast steel) is supported by the radius rods

on sule.tantial feet and by a perch bar. The dead axle is a nickel steel stamping of rectangular section, its journals being finished to take the rear wheel ball races. The power is tkansmitted through bevel wheels and shafts to spur pinions which drive on to internally-cut gear rings on the wheels, the gear being totally enclosed in gear-retaining cover,. The rear wheels are cf the solid disc type with radial stiffening. ribs, and are mounted on ball races. The foot-actuated brake is of the external contracting tyee, the rocking arms being hinged on the differential casing, the drum being fitted immediately behind the rear universal, so that all brakes are independent of caedan abaft failure.

The front ',axle is of rectangular section, the stub axles being nickel steel stompiags. The front wheels are Y•spolte cast steel carriedon ball. bear ings. Steering is of the Worm and segment type. The connecting rod is of the case-hardened ball and socket type provided with heavy springs and adjustment to take up anywear. An exceptionally large degree of lock is provided, and the standard chassis has a 36 ft.

turning circle. Springs are' of ample dimensions, the rear springs being subject to leading stress only as the radius rods take ail torque, driving and braking stres es.

The wheels are shod with 820 mm. by 120 mm, tyres on the front, and 1,010 tem. by 120 mm. twins an the rear. The radiator is of the gilled tubular order, the tubes beiag mounted on brass tube plates, the top and bottom tanks being of cast aluminium. The total water capacity of radiator jackets and water

circulating system is 11 gallons. The radiator is protected by a steel tube supported by cast stsel brackets mounted on the frame. The petrol tank, of -galvanized steel, electrically welded and of 21 gallons capacity. is placed under the driver's seat. It has a filler cap 4 ins. in diameter. Even on a gradient of 1 in -3, and when the tank is but half full, there is no failing of fuel feed to the carburetter. The Watson chassis is made in two lengths of wheebase. The standard chassis has a 13 ft. base, and can be supplied with an overall length of either 19 ft. 6 ins. or 21 ft., the body space behind dashboard being 4 ft. 8 ins, less than these figures. The price for this chassis is £1,075. The chars -a-bane chassis is 14 ft. 6 ins, in wheelbase the overall length being 21 It, and the body apace behind dash being 16 ft.. 4 ins. The price for this chassis is £1,100. A complete set of tools and spare parts is included in the chassis price.

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Locations: Newcastle

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