AUSTIN'S NEWEST COMMERCIAL VEHICLE.
Page 30
Page 31
If you've noticed an error in this article please click here to report it so we can fix it.
A 30-cwt. Chassis which is of Robust Design and Particularly Clean.
AVEHICLE, British in origin, design, and construction, which is destined to snake a great name for itself is the Austin 30 cwt. lorry. The model k thoroughly distinctive in every way, for the first view of it creates a favourable impression which is enhanced at every point of the inspection of the chassis.
An abundanceof strength can never be a handicap provided that designing skill of a high order has been at work to prevent the employment of an undue weight of metal. And we should say that the 30 cwt. Austin is good at any moment. for a 33 per cent-overload even on rough going and yet that its fuel economy has not been sacrificed in the slightest degree. The chassis is uncommonly clean and free from frills, and whilst Austins have always been remarkable for good chassis design, we honestly believe, with a fairly extensive knowledge of the whole range of their vehicle productions, that no cleaner design than that of the 30 cwt, commercial vehicle has ever come off their drawing boards.
The lorry has been designed to meet a demand for a commercial vehicle that is capable of maintaining a speed of 25 Miles per hour as and when required and without the slightest undue stress of the mechanism or strain upon the driver. The second aim in designing the vehicle has been to render maintenance cheap and simple and, being so, to be proof against neglect. Looking down upon the chassis one sees that. the engine, clutch and gearbox are all comprised in the one unit, and that behind the gearbox there are merely the tubular shaft to the worm gear above the rear axle and the brake rod and compensating gear. With stiff cross-members to the frame, the central one being a steel pressing of great depth, through a central large diameter hole in which passes the propeller shaft, there is an appearance (justified in practice, we feel absolutely sure) of sturdiness and directness. We are impelled to give praise where we think it is thoroughly deserved as the outcome of an inspection not only of the vehicle but of the processes in its manufacture—processes which, by the way, we had studied on more than one previous occasion, so that they did not come new to us. We were glad to learn that the original intention of building one design of power unit which should serve for the touring car, the commercial vehicle and (so far as the engine was cohcerned), the tractor has proved to be eminently practiCable. The power unit is not altered for commercial vehicle work except in one respect. The foot brake acting on the drum on the gear shaft is operated by the brake pedal, and the side applies the braking power to the drums
on the rear wheels. On the pleasure car the lever applying the brakes on the gearshaft is mounted in the turret on
the gearbox. The power (22.4 h.p. by B.A.C. rating with an output of 4-5 b.h.p. at 2,000 revs, per min.) is found to be ample, and as the piston stroke is 5 ins. as against a cylinder bore of 32,-. ins., the engine is sweet in the running as well as powerful. We also noticed how quiet it was at all speeds, throttling down until it merely ticked over and with perfect regularity.
Maintenance of the power unit, is, as we have said, very simple. The cylincLer head iS readily removable for valve grinding and for decarbonizing. Each detail of the lubricating system is most accessible, and an oil pressure gauge on the dashboard indicates whether it is working, a pressure of 15 lb: being employed, this being capable of ready adjustment.
The employment generally of the 22.4 .unit gives a four-speed geagbox, -a refinement not usually given on medi!im capacity commercial • vehicles and making, of course, for the higher average speed that is obtainable: Our illustrations giVe an excellent impression of the strengths.of the frame. It is -54 ins, deep in a line with the central class-member, the flanges being of ample width. The frame is stiffened at the rear by crosaed 'diagonal members.' The spring brackets are, as will also be seen; abundantly strong. The springing is On the generous side so that. the vehicle sides easily.
. The back axle consists of three steel castings, flanged tapered. tubes' being bolted to the differential-case. The load is carried-On the axle sleeves and the drive is taken throtigh fixed toothed rings .and, so, is taken off the bolts which secure the wheel to the hub. The brake drums are of-pressed steel, 15 ins, diameter of 3 ins. wide. The standard solid tyres with which the wood wheels are equipped are for 720 mm. rim size, twins on the rear wheels. When pneumatics are ordered the sizes fitted are 36 ins. by 6 iris, on the front and 38 ins. by 7 ins. on the rear.
The petrol tank carried on the clash holds 15 gallons, and. beside the filling orifice is a gauge showing the contents. The disposition of the steering gear will be noted in our illustrations, and it will be seen that it provides a column which is most comfortably raked and steering gear accessibility to an unusual degree. All the steering ball •joints aro very robust, and greasers are provided wherever desirable.
The views of the radiator do not reveal the mode of supporting this unit. The cast side member§ are •belted to the upper tank and to the front cross-member of the frame, but the bottoth tank is
not •attached to them. Studs on the bottom tank pass through rubber buffers, and-nutszsecure them to the •frame crassmember so insulating the radiator from vibration.' , •
The 30 cwt. Austin is given a thorough testing before it leaVes the works, one feat which-it is-called upon to perform to the satisfaction of. the testing staff being .to.elimb' the test hill in the works with full load, the gradient .of the hill being 1 in §,. brakes, of course, being tasted on the descent. •
A Speedometer is part of the standard ecptipment of the 'chassis, the price Of
which is -£695. The standard .cab it charged far .aciclitionally ..as :-alsO is .the,. C.A. V. lighting equipment, The cab will seat three, and it has a divided screen,one half, being: .fixed whilst the half in • front of the driver is hinged. It is a substantial structure, with a wellshaped.cadopy and high doors.
The Austin Motor Co_ will make any form of body to customer's requirements, a popular form being a platform body with hinged sides and tailboard, and hay
ing an area of 9 ft.. 6 ins. by 5 ft. 6 ins.
For the newest Austin commercial vehicle we predict a useful and prosperous future. It is going to do its work well and give long service and low maintenance charges. It will fill a very extensive market in which, by the way, competition has not yet-become keen.