The Multiwheeler 1 5tonner with A.E.C. Oil Engine
Page 49
If you've noticed an error in this article please click here to report it so we can fix it.
T Il
HE ultiwheeler 10-wheeled out fit made by Multiwheelers, Ltd.,
3, Grosvenor Gardens, London, S.W.1, has peculiar advantages as regards fuel economy, taxation speed limit, stability, tyre wear, braking and legal load-carrying capacity, these being tho outcome of the ingenious means adopted for superimposing part of the carrier-unit, weight upon the four wheels of the motive unit.
The largest model, the Anaconda, has a legal pay-load capacity of no less than 15 tons, whilst its unladen weight is only 7 tons. The design and performance of this model, equipped with a 90 b.h.p. petrol engine (in which form it is called the Python), were fully dealt with in our road-test report No. 88, which appeared on December 22, 1921.
It has always been quite obvious that to fit a satisfactory oil engine into the 15-tonner would result in a •vehicle of quite extraordinary capabilities, particularly as regards fuel economy.
The company has come to an arrangement with the Associated Equipment Co., Ltd., Southall, for the fitting of the A.E.C. oil engine into the Multiwheeler Anaconda, and this has been executed with no change in the chassis layout, so that the engines are actually interchangeable. The first vehicle so equipped has just made a trial run from London to Towcester and back (162 miles) in a running time of 8 hrs. 3 ruins (average 20.2 m.p.h.), the fuel consumption being 16 gallons. This gives a reading of 10 m.p.g., which amounts to between 220 and 230 gross ton-miles per gallon of fuel, as against 07i gross ton-mpg. with a 90 b.h.p. petrol engine.
Expressed in tarms of money, the economy is even more marked. The Anaconda, with 115 b.h.p. petrol engine, usually does about 5 m.p.g., the petrol cost, therefore, amounting to, say, 2s. 6d. for 30 miles. The oil-engined outfit covers 10 miles for a fuel cost of 4id.
Apart from the valuable feature that the oil and petrol engines are interchangeable, the accessibility of the oilengine mounting calls for special men tion. As the driver's position is behind the engine, every part and auxiliary of the unit may be reached without even stooping.
Removal of the engine from the frame is a simple matter. The clutch coupling must be undone ; the two bolts of the rear engine bearer and two of the front trunnion (forming the third point of suspension) have to be removed ; beyond this, it is necessary only to uncouple the fuel and brake-exhauster lines, selfstarter wire and radiator hose joints, detach the radiator after rembving two accessible bolts, and then the unit may be slung up forward.
The instruments and switch gear are mounted on the dash, which is part of the chassis. Electrical fuses are easily reached, being on the front side of the dash, beside the Autovdc. The latter has a capacity of 3 gallons, so that, in the unlikely event of the lead from the main tank failing, a distance of 30 miles could be covered on one fill-up. As the dash is quite separate from the cab, the latter can be removed without complications.
T h e injection quantity and timing controls are carried by rods to the off side of the engine, the only other item on this
side being •the C.A.V.-Bosch axial starter. This works at 22 volts, the remaining 2-volt cell of the 24-volt battery being used for the heater plugs. A C.A.V.-Bosch 6i-in. 24-volt dynamq is fitted, and the lighting is at 12 volts, in accordance with A.E.C. practice.
The water capacity of the radiator and engine block is 10 gallons, which is most generous.
The first outfit has a governed engine speed of 2,000 r.p.m., which gives about 130 b.h.p. and a road speed of 34 m.p.h. on the highest of the five gears, but as the speed range is more than • ample, it is possible that the engine speed may be limited to about 1,800 r.p.m., at which the output is 120 b.h.p.
On tho run to 'Taw cester and back only fifth and fourth gears were used, except in dense traffic at Hyde Park Corner, London. Little Brick Hill, a long and arduous climb on the south side of Fenny Stratford, was ascended in fourth gear, third gear being always necessary with the petrol-engined outfit.
An interesting point about the outfit, of course, is that, even should the recommendations of the Rail and Road Conference Report be accepted as they stand (which, of course, nobody expects), the Multiwheeler will still come in a low-taxation category.