THE FULTON TWO-TON CHASSIS.
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An American Machine With a Herschell-Spillman Engine, a Borg and Beck Clutch and a Russell Internal-gear Rear Axle. '
THE FULTON two-ton chassis is a model which was imported into England for the first time a few weeks ago. It appears to have obtained a considerable amount of popularity in America, and this chiefly with the old type, which did. not incorporate Some of the improved features which are embodied in the new model, which is known as the C type.
The old .model was classified as a 30 cwt., whilst the new one ,c,att carry a efui load of two tons.
The franie has beers strengthened andis now constructed of 6 in. channel section steel ; in spite of this, the whole Machine is of comparatively light weight; and the manufacturers claim a fuel consumption of 14 m.p.g. The new model was tested for seine months carrying a load of three tons of concrete over the roughest of roads before any of the chassis were sold to the public. It has a very short turning radius, this being 39 ft. 8 ins., so that it should be very handy in traffic and for manoeuvring in restricted areas, such as station yards.
The engine, which is a HerschelbSpilI-.
man, has; a bore and stroke ol iris and 5 ins; respectively,' It is of 'the' I.-headed type; the cylinders being cast en bleo With :the top "half of the crankcase, and all the-Valves being on the off-side. Lubrication is on._ the forced-feed system, a pressure gauge being situatedon the clash. Ignition is by a Sims (American)
high-tension magneto,. The 'radiator' is' of the cast-header and bottom-tank type, the 'centre' tube block: being round, so as to allow for a large
fan sweep.. • . • The drive is taken through .a 10 in, plate clutch,, which roan be run either , dry or, lubricated, and which is provided with a simple means of adj*tment. The gearbox forms a unit with the clutch and engine. It: provides three speeds forward and a reverse, and is so arranged . that auxiliary drives for hydraulic tipping gears, etc., can easily be fitted. This-portion also of the chassis has been redesigned and the gears strengthened up to bear even more than
the extra stresses imposed by the increase in the . useful load-carrying capacity. The propeller shaft is of the two-piece type in which three universal joints are employed. It is supported at the centre by a special bearing, which holds lubricant sufficient for 5,000 miles. The front axle is a. drop forging of nickel-chrome steel:
The rear axle is of the dual type, in which a plain, dead. axle carries the load, and a subsidiary.,one CACrieS the bevel reduction gears,,the differential and the final-drive spur wheels, which'inesh With internally::•toothed rings bolted tO the' rear wheels; ineidentally the final-drive gears are adequately protected' ace-ft the entrande ef 'dirt or Moisture. _ Wood wheels are proVided throughout. all being fitted With single solid tyres. The front wheels are supported on heavy, duty, Ilrock..taper roller bearings, .whilst the rear, wheels run on Bower.roller hearings. All 'the wheels-are provided. with
12 in;'Sphkei. •
The-spririolYS 'arc' of ample length -ak-id strength; thid those at the-rear 'are fitted: with rebound plates, whiteh minimize the risk of spring breakages. In addition; the second leaf of each of the rear springs is turned round the spring eyes at the front, se that, if the top • leaf breaks, the second leaf will tako. the load. The steering gear is of the worm and nut typo, the steering pillar being well raked to render the driving more comfortable. The foot brake operates on the outside of the rear wheel internal-drive rings, which are 16 ins. in diameter. The hand brake operates on the propellor shaft, the dram being situated close behind the gearbox.
A petrol tank with a capacity of 20 gallons is situated on. the dash/ The driver is extremely well protected by a sheet steel cab, provided with'a double windscreen and side curtains.
The change-speed and brake levers are centrally positioned. The change-speed operating mechanism is of the invisible gate type. • The upholstery of the driver's seat is 8 ins. in depth--,an unusual amount A handy spaee.has been left at the back of the seat for the driver's papers, gloves, etc..
The wheelbase of the standard chassis is 157 ins., and the body Space behind. the • cab is 190 ins.
A special equipment, which is somewhat unusual in connection with Commercial motor vehicles is a set of Fulton " groundgrippers." These are steel rims provided with diagonal strakes, in the case of the rear wheels, and smooth flanges in the .case of the'front. They can be attached to the standard wheels. in about a quarter of an hear. An advantage in that the vehicle'can travel over hand-surfaced roads on its ordinary tyres without' thecsp(teial .runs, into contact, with the surface of the road, but when the-vehicle run's on soft roads or ploughed fields the grippers ecinus■ into' contact with the Surface and take the drive. This equipment is, of course, supplied at an extra charge, "and we hardly think that it would be used to any great extent in this country where the conditions.,of operation, are different.