Leyland Motors, Limited.
If you've noticed an error in this article please click here to report it so we can fix it.
Exhibit:-London-type Omnibus complete; Three-ton New-type Chassis; and 30-cwt. Lorry.
In addition to the complete omnibus of the 1907 type, which has been suc cessfully running on the London streets for the London Central Omni bus Co., Ltd., the Leyland Company is showing a modified 3-ton chassis, to be
known as" Class X2." The back axle
construction, with its double-reduction and bevel-gear drive, was a familiar feature of the previous model. The new suspension of the end of the propeller shaft casing is, however, noticeable, and we include a sketch, which shows the ball joint that now supersedes the original short cardan arrangement, re sulting in considerable simplification.
The other modification in the back axle is the fitting of ball bearings through out, which has resulted in greatly-im proved efficiency for the transmission. Considerable alteration has been
made to the gear box. The Police Authorities have never shown themselves to be enamoured of constantlymeshed wheels in a gear box, and since, for the 5-ton Leyland design, four speeds were included, it has been deemed wise by the company to equip this latest chassis similarly, and an entirely new box, containing four speeds with a direct top, is fitted. A well-designed, gate-change control is provided. The engine remains practically in statu quo ; the patterns, however, have been revised, in order that alternative high-tension or low-tension magneto can be fitted. The pump has been given rather more generous proportions, and is now well up to its work, whilst the timing wheels have been greatly increased in width, that on the crankshaft being of hardened steel, and the two timing-shaft wheels of fibre and brass.
In the design of the cylinder castings, the water jackets have been constructed of sufficient length to ensure that the piston rings do not at any part of the stroke pass below them. This arrangement is made to provide that the rings do not run the risk of becoming overheated, and eventually losing
their' elasticity. The engine crank case is of very tough cast-iron, with amplyproportioned arms, which extend to the main frame. The disposition of the main bearings is such that they are supported entirely in the top half of the crank case, and the cover can be removed without disturbing the brasses or crankshaft.
The crankshaft is of very g-enerou: proportions and has been specially de signed to withstand the fatigue h which the shaft of a high-speed petro engine is liable to be subjected. Th. average length of the main bearing is two and a half times their diameter
The valves are of nickel steel, am are operated on opposite sides of the en gine by separate carn-shafts.
water-circulating pump of large size i responsible for the water circulation and, to avoid any possibility of stres arising through lack of alignment c the pump' 'ith the driving-shaft, claw clutch of simple construction i interposed. Another feature whic merits attention on this machine is tf worm-driven type of back axle.
The company is now fitting a type carburetter of its own, as standard, ii stead of Longuemare pattern, whic: however, gave satisfactory results.
The provision of two complete sets internal-type brakes on the back wheel and the elimination of the oountersha brake, are noticeable features. TI outer, surrounding, internal brake is very ample dimensions; it is, in fact, t less than 27 inches in diameter. TI internal, castor-type stub axles, whii are carried inside the hub, are claim by the makers to have special adva tages, among which are ease manoeuvring, and efficiency of lubric tion. The company also shows 3o-cwt. chassis, which in future is to fitted with a two-cylinder engine.