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ALBION PASSENGER VEHICLES FOR 1923.

2nd January 1923
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Page 9, 2nd January 1923 — ALBION PASSENGER VEHICLES FOR 1923.
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A Range of Light Models Comprising a 20 h.p. 11-seater Coach, a 24 h.p, 14-seater Bus or Coach and a 24 hp. 20-seater Bus.

DCIIING a recent visit to the Scottish works of the Albion Motor Car Co., Ltd., Scotstoun, Glasgow, we were very interested to learn the arrangements which are being made concerning the provision of light passenger carrying vehicles for the 1923 season, and that although the well-known 29-seater coach will still be marketed for those buyers who find a vehicle of this capacity "most suited to their business, the company will, in the main, concentrate

on lighter chassis, which will be equipped with pneumatic tyres as standard, unless otherwise desired.

The range of light vehicles consists of the 11-seater coach with 20 h.p. engine, three-speed gearbox and worm drive, the chassis of which generally resembles that of the 25 cwt. and 30 cwt. goods 'vehicle. The gear ratios, however; have been altered and the springing rendered more supple. The result of these and other minor alterations is a chassis pre:eminently suited for small bus and wagonette work. Then comes the 14-seater coach or bus, and finally the 20-seater bus.

, The chassis of the last two vehicles are fitted with the new Albion 24 h.p. engine of 3L-in. bore and 5-in. stroke, a four-speed gearbox, and overhead worm drive. These types are additions to the list of Albion productions, as, up to the present, the engines of all the lighter passenger chassis were rated at 20 h.p. only, and the gearbox gave only three speeds. The big engine and the fourspeed gearbox are fitted in order to enable higher average speeds to be made on good roads, particularly when pneumatic tyres are fitted.

We have little doubt that the new chassis will meet with approval from coach owners. Until now, far too little has been done in the way of providing vehicles capable of running really satisfactorily on pneumatic tyres, chiefly for the reason that,, being geared for solids. they soon develop troubles when run at the higher speeds permitted by their pneumatic tyre equipment. We must say that heretofore British manufacturers have not fully appreciated the decided need for a vehicle of this description.

1tmust be emphasized that this large-engined chassis is not bang built for the transport of goods, and the 25cwt. and 30-cwt. Albion chassis will continue to be fitted with the 20 h.p. engine, which has given every satiefaction

since this model was placed on the market.

The main units of the 14 and 20-seater chassis such as the engine, clutch 'and gearbox, etc., are the same—the chief differences being in the wheelbase, frame, springs, axles and wheel equipment. It will, therefore, be sufficient if we give a general outline of the main components used on both.

The power unit is a four-cylinder monobloc with divided twin detachable

heads and a normal maximum speed of 1,300 r.p.m. The cylinders are Lheaded„ and the adjustable .tappets are enclosed by easily detachable plates. Ignition is generally by the Watford F4 type snag-. net, • with the Albion fiexiblo 'coupling, in which use is .made of leathee links... Carburationis attended to by an AlbionZenith instrument provided with a hotair intake, whilst the cooling is by corns pound pump and fans The governor gear; which is of the usual centrifugal type, is totally enclosed; so that it Gannet be tampered with unless the engine

he partially dismantled.

The engine lubrication is, as usual; by Albion-Murray patent pump. This has

12 oil feeds, three to the main bearings, four to the big-ends, four to thecyan. ders, and the remaining one to the governor gear at the front. The front of the engine is fulerumed on to a special cross-member which forms an integral part of the engine, and, is carried on a hardened pin'and buph. The rear of the engine is supported at two points on a east-steel cross-member. At the off side of the crankcase iS fixed the petrol filter. The timing gears are of the helical type, and provision is made for a dynamo drive by Whittle• belt, from a second pulley at the 'back of the main pulley on the fan spindle. The connecting rods are of II Section, with two-bolt higsend caps. The gudgeon pin is fixed in the piston, the small-end being bushed.

The petroll is supplied from a 10.gallon tank fitted in the dash.

The clutch is a standard Albion disc type provided with two Ferodo friction surfacies, and so arranged that there is no end-thrust on the crankshaft.

The new four-speed gearbox is sup: ported in the main 'uh-frame, which also carries the clutch control gear at the front end, and the foot-brake bellcrank lever at the rear. The easing is of cast aluminium with cast-steel housings for the bearings, and a large cover which provides ready access to the interior mechanism. The drive to the gearbox is through an internal gear type universal joint, the teeth being cut on a splined member carried, on the primav shaft. To prevent the escape of lubricant or the ingress of dirt it is provided with a spherical cover, between which

cover and, the upper surface: of. the splined member, is a ring of felt; held ill contact by a spiral spring within the

coupling. , • • •

The same care to make the whole gearbox airtight and dustproof is shown at °thee paints, Forinstance, a springcompressed gland is !provided for ,the change-speed fork shaft. The. piniens are of ample proportions, and are arranged

so that they can easily be Changed Sticli , vidually, except sin one or two eases where the two pinions form a Unit., -The gear shaft% are all carried on large ball bearings, provided with ball thrusts where necessary. Hardened steel studs are fitted into C23 the ends of the layshaft and hear against adjustable stops in the housings. The top speed is direct, teeth on the primary pinion meshing with internal teeth cut in the third speed pinion. The ball bearings are protected from possible splinters or dirt by discs fitted against their inner faces. Purther details of the box can be seen by referring to the drawing which we reproduce. Behindthe gearbox is a loco type foot brake with easy means of adjustment, whilst a cardan shaft with wellenclosed joints of the star type, conveys the drive to a horizontal banjo-type axle with an overhead worm. The latter is so mounted that it, together with the differential gear, can be withdrawn without removing the rear wheels.

The lower portion of the axle gearing is.encased by a light cover, as, of course, the main strength is in the banjo forging.

The differential gear is of the bevel type. Splines are employed at the inner ends of the driving shafts, but at the titer ends they are enlarged and cut with gear teeth which mesh with internal teeth cut Edo the driving hub caps. The wheels run on bearings consisting of phosphor-bronze shells lined with white metal. Internal expanding shoes acting on rear wheel drums are utilized for the hand brake, the pull-on being compensated and easily adjustable. The rear brake rods are rather unusual, each ending in two steel straps riveted to the adjusting screws. Following Albion nractice, the acceb erator pedal is situated between the clutch and brake pedals. The makers are nothing if not thorough. Adequate attention has been paid throughout the chassis to the matter of lubrication, and there are small refinements, such as the faced ring on each side of the radiator provided for the Mersa° lighting set. Steering is by worm and segment with the tie rod situated behind the We have not yet referred to the frame. This is provided with tubular crossinembers at the rear, situated at the points where the spring bracicets are bolted to the side-members. Two pressedsteel channel-section members are usei for supporting the gearbox sub-frame.

The wheels are of pressed-steel construction arranged for twin pneumatics at the rear, and single 'at the front, unless otherwise specified, WI, for instance, where giant pneumatic tyres or cushion tyres are fitted. With the standard pneumatic tyre equipment, which is 95 mm. by 135 mm.; in the case of tha 14-seater the speed is 25 m.p.h., or fitted

with solids, 20 m.p.h. The 20-seater bus, however, is geared to 20 m.p.h. whatever the tyre equipment.

The minimum ground clearance is ins., and the diameter of the turning circle for the 14-seater is 45 ft. 6 ins., whilst that of the 20-seater bus is 48 ft. An Albion mileage recorder is fitted to the frame of each chassis and driven from the gearbox.

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Locations: Glasgow

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