THE RAINIER WORM-DRIVE LORRY.
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A New American Model Built in Four Sizes.
THERE UNDOUBTEDLY exists in this country a big demand for a well-built light delivery lorry, as distinct from the many successful twotonne's alreadi on the market. With a view to satisfying this demand so far as possible Easton, Lloyd and Co., Ltd., of Easy leow ,Birmingham, have secured
the sole selling rights for the whole Of the British Isles of the 'Rainier lorry. The Rainier Worm drive lorry, vz
lielivery van, as it is called, is a newcomer to the English market, but not an untried one. In America, where it is built, it has, for Fame years, been used by many Government departments, the U.S. Navy and Army, and many of the large industrial concerns of that country, and has earned fur itself an excellent reputation. Rainier lorries are made in the four sizes universally in demand by users of light commercial vehicles, viz., 15 cwt., 1, IL, and 2 tons capacity; of these types all except the 1-tonner are to be marketed in this country. They are composed of standaad units, manufactured by well known makers of high repute, and follow heavy lorry practice instead of being built up from the units used for light passenger car chassis. The final aim in the prod m:tit:in of these vehicles has been the output of vehicles capable of performing definite duties, and the question of selling price has not received first consideration. They should appeal to the man With whom first cost is not the deciding factor, but who is prepared to pay a reasonable price f or a highgrade vehicle. All Rainier chassis are of the same general design, except that theasize varies in accoada,nce with the carrying 'capacity. A description of any one of these models may, therefore, be taken AS typical of all four types, with a few modifications which we shall mention.
The power unit is the Continental Red Seal engine, having its four cylinders cast en bioc. The bore and stroke are 4 ins. by 5 ins. respectively, except in the case cf the unit employed on the two-tonner, which has the bore increased to 3g Ma. The crankshaft is a sturdy component of the three-bearing type, with bearings of liberal size made of the highest grade nickel babbitt backed with phosphor-bronze: Similar bearings are employed, for the connecting rods, which are of I beam construction, drop
forged and heat-treated. The pistons ere all acatrately ground to size and are fitted with three diagonally split concentric expansion rings.
The camshaft is a particularly nice piece of work and is readily accessible, its removal being possible after simply detaching the gearcaae cover. -The shaft is made from a single drop forging having ;he earns integral, and runs on long white metal bearings.
The valves are all enclosed and interchangeable and are chiefly noteworthy for a method of construction seldom encountered on B36
this side of the Atlantic, the heads being of nickel steel electrically welded to carbon steel stems.
Lubrication is effected by a combination of the force-feed and splash systems. A horizontal plunger pump, driven by an eccentric on the camshaft, forces oil through copper tubes direct to the timing gears and over the rear main bearing. The oil then drains back into the crankcase sump, maintaining a, proper
level for _splash lubrication of pistons, bonnecting rods and middle crankshaft bearings. The sump is detachable and iirovidee access to the crankshaft bearings, which are all carried in the crankcase casting. A large Harrison honeycomb type radiator, with extra deep core, cools the water circulated on the thermosyphon system, the cooling being further assisted by a three-bladed fan.
Ignition and carburation are respectively. functioned by Simms or Bosch
high-tension magneto, and Zenith carburetter with the Stewart vacuum system.
Power is transmitted through a BrownLipe multiple-diso dry clutch toa -Brown-Lipe gearbox providing three speeds forward and one reverse through
nickel steel gears. The complete clutch said gearbox is bolted t,p the engine, forming a unit power plant. Gear and hand-brake levers are situated centrally. A tubular propeller shaft with heavy universal joints at both ends is em ployed, and, by using a top worm driven rear axle, a practically straight line drive is obtained from engine to axle which is commendable inasmuch as it throws a minimum of strain on the universals and thus prevents undue wear at these points.
On the 15-cwt. chassis, the rear axle is the Timken-David Brown, while all other models embody the Sheldon-David Brown. Both units are similar in prin. ciple, being of the worm and gear type, but have several marked differences in construction, the most noticeable being the use of rimken roller bearings in the . former and ball hearings in the latter. The Timken axle has its housing formed of a. one-piece steel pressing, whilst the Sheldon has a one-piece casting Both of Which, however, are oil tight and dust proof.
Worm and warm wheel and driving shafts are made of chrome steel, bronze and nickel steel respectively, and all wearing parts are directly lubricated by oil' carried in the central housing. Both the Timken and Sheldon axles incorporate two sets of in
ternal expanding brakes actuating in drums on the tear wheels
and provided with simple means of adjustment. Brake control is by hand lever and pedal in the orthodox manner. .
A heat-treated drop forging of I beam arctIcin forms the -front axle and carries very large nickel steel steering knuckles.
Suitably braced pressed steel channels 'farm theeframe,which is narrowed at the forward end to provide a short turning radius. Suspension is by senti-elliptica front and rear, all of which are made of first quality spring steel, with nickel steel clips. The front ends of the rear springs are provided with patented double safety shackles—an unusual and praiseworthy feature. In addi tion to the eye on the top or main leaf, the eecond leaf of the spring is 'extended beyond its usual length and has its end turned into an auxiliary eye. This simple innovation may be the means of
effecting a considerable saving in moneyand time-which is money —as, in the event of breakage of the main -leaf, the eye on the second leaf automatically becomes the driving eye, thus preserving the rigidity and alignment of the rear axle and reducing the risk of accidents. The steering gear is of the split nut type, worth -and shaft., and is enclosed in a dust-woof case. An ',13 in. diameter steering wheel i3 standard on all models.
The principal chassis dimensions, v.lteel and tyre sizes, and " carrying capacities are, of course, different on all models; it is probably advisable, therefore. to give those partienlara in tabulated form as below.
It is hoped that regular deliveries will be possible from sTanuar,v, 1920, the first consignments being already on the way across the wAer. English prices will be • as follow cwt. chassis ... X800 33 ewt. chassis -. £870 2 ton chassis ...
... £773
'Prices are for chassis only, with wind= screen, front mudguards, and the urinal kit of tools.
A wide range of bodywork is possible on these chassis, as is evidenced by the large numbers in use in the States by laundries, express delivery companies, provision merchants, undertakers, bakers, • clothiers, etc., as well as the public services already referred to in the introduction to this description.