Federal Chassis Return to the British Market
Page 48
Page 49
If you've noticed an error in this article please click here to report it so we can fix it.
IT is a well-known fact that in the country of its origin the Federal has established itself in popular favour miong both large and small operators. The design of the structural work and
of the power unit is simple and straightforward, whilst the general specification is such that all requirements of modern freight transport are adequately met. Prices, too, are moderate, so it is reasonable to suppose that an announcement concerning the introduction of a suitable range of models in this country will be welcomed. The concessionnaire is Farmer Federal Motors, Ltd., with showrooms, offices and workshops at 250-266, Eccleshall Road, Sheffield.
Although, at the moment, only 4tonners are in stock, it is intended to deal with a 3-ton model and two types rated at 5 tons, one being equipped with a petrol engine and the other with
a compression-ignition unit. Prices range from £275 for a 22.5 h.p. fourcylinder petrol-engined 3-tonner with a 10-ft. 8-in, wheelbase, to £805 for the 5-ton oil-engined chassis with a. 46-ft. 2-in. wheelbase.
Before going into details of construction, it would seem opportune to give an indication of the sizes of tbe variods models. The 3-tonners, for example, can be obtained with wheelbases of 10 ft. 8 ins., 11 ft. 11 ins., or 12 ft.
B34
8 inS„ and with either four or, six-cyliw -dered engines Additionally, there is a 13-ft. 8-in, wheelbase six-cylinder chassis available at £310.
The 4-tonners and 5-if:inners are also manufactured with :three different wheelbase dimensions, namely, 11 ft. 3 ins.,13 ft. 11 ins. and 16 ft. 2 ins., the design of all these models being similar except for the disposition of cross-members and certain longitudinal measurements.
It should be added here, however, that the six-cylindered petrol engines, although of identical design, are of slightly different power. The 3-ton model has a unit rated at 25.35 h.p., the 4-tonner engine has slightly larger cylinder bores, so that the R.A.C. rating is 27.34 h.p., whilst the unit of the 5-tonner is still larger, namely, 31.54 h.p.
As will be seen from the accompanying illustrations, the chassis is of the straight-frame variety, well braced by cross-memliers and supported at the front and rear on semi-elliptic springs. It is interesting to note that the front springs are shackled at their forward ends, a point of design which, by virtue of the geometry of the connections, promotes steady steering qualities.
At the rear, the main leaves are
50 ins, long by 2/ ins. wide, whilst auxiliary or helper springs (41 ins. long by 2/ ins., wide) are provided, and these come into operation when the vehicle is heavily laden.
Although the chassis frame members of all models are of the same general shape, the 3-tonner has 7-in.-deep side members, whilst all the others are 8/ ins, deep, the width of the flanges in all cases being 2/ ins. Timken front and rear axles are used in every type, taperedroller wheel bearings being employed . throughout, whilst, in the rear axle, the differential is also mounted on tapered-roller bearings. Another standardized item is Lockheed brakes. They are of the two-shoe internal-expanding type, operating in drums which, by the way, are of cast alloy iron. On the 3-toriners and 4-tontiers the front drums are 14 ins. in diameter with shoes 2 ins, wide and the rear drums are 16 ins, in diameter with shoes 21 ins. wide.
The 5-tonners, however, have 16-in.diameter drums all round, the front shoes being 21 ins, wide and those at the rear 3-1 ins. wide.
Novel Brake Arrangement.
There is an interesting point concerning the parking brake. By means Of a spring-loaded linkage, the hand lever applies the plunger within the Lockheed master cylinder at the same tithe• compressing a spring which acts upon the external-contracting band forming the transmission brake; thus, applica-. tion of the hand-lever gives a. powerful retarding force Without upsetting the legality of the system.
A worm-and-sector steering gear is standardized, as also are six-volt lighting and starting equipment, an in-, directly illuminated instrunient panel, and a spare wheel. and tyre fitted in a carrier at the rear.
Turning how to a consideration of the power units, the six-eylindered petrol engines, as we have already bidicated, are' of similar design; but. the swept .volume and, consequently, the power, is greatest in the heaviest chassis... Like the four-cylindered unit, the tix-cylindered engines have the crankcase and cylinder block formed integrally, this casting affording support to the seven crankshaft bearings, Turbulence combustion cha.mhers are ,formed inside a detachable cylinder head, the raajor portion of each combustion space being located around the valves, which are of the side-by-side type. It is interesting to note that generous bearing surfaces are provided throughout, the main journals of the crankshaft being no less than 21 ins, in diameter, whilst the
crankpins are 2 ins, in diameter and 11 ins. long ; cast-iron pistons, having three compression rings and one oilscraper ring, are used. Naturally, a full prtssure lubrication system is installed, a gear-type pump affording a feed to all the main bearings of the crankshaft and to the connecting-rod journals, an oil filter being inchided in the circuit. Features of the engine worthy of note include such items as water jacketing, which runs the full length of the cylinders, a large low-speed air fan, a gear-driven water pump and a gear-driven dynamo. Hardened alloy valve-seat inserts are also a standardintd item.
The inlet and exhaust manifolding is neatly carried out, the inlet pipe, of rectangular section, being located beneath the exhaust manifold and the carburetter stub deriving heat from the exhaust system so that a "hot spot" is formed, which is not too hot to cause "wire drawing" of the mixture. A Zenith downdraught carburetter is provided with an air cleaner.
The Transmission Components.
Built unitwise with the engine is a Borg and Beck single-plate clutch (the free member of which is 11 ins, in diaMeter) and a four-speed centrally controlled gearbox. A single Spicer propeller shaft on the short-wheelbase models connects directly with the rear axle, whilst on the long-wheelbase types a divided shaft is employed with a central bearing supported in one of the cross-members of the -frame. The indirect gearbox ratios are 6.4, 3.01 and 1.69 to1 (reverse 7.82 to 1), and in the case of the 4-tonner the final drive is 6.2 to 1: Thus, the' overall indirect forward ratios are 39.88, 18.66 and 10.44 to 1. In each chassis; optional higher axleratios are offered. With regard to the appearance of the Federal, the bonnet and radiator shell are attractively arranged in , semistreamlined form. The chassis prices include -the provision of front wings, valances, running boards, a bonnet with stainless steel mouldings, a springsteel front bumper and head, side and tail lamps.
Wheelbase dimensions and chassis prices of the complete range are given in the accompanying panel.
There should be little doubt about the good reception that this range of models should receive in this country.
The method adopted of modifying the braking systems to conform with British regulations is apparently
satisfactory. Although criticism is sometimes levelled at transmission brakes they are unquestionably effective, and in this case it seems that the contracting band plays second fiddle to -the expanding shoes, but is there should the latter fail.