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NEW SUSPENSION FOR YORK TANDEM-AXLE SEMIS
Page 61
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flA NEW suspension design has been standardized on tandem-axle semitrailers made by the York Trailer Co. Ltd. Like the earlier design, • a four-leafspring layout is used but instead of the trout ends of the springs being fixed and the rears connected by an equalizing linkage, load equalization is taken care of by short rocker beams located between
the springs on each side. • The springs are slipper mounted, axle location being by rad:us rods joining . brackets tinder the . springs to points at the bottom of the rockers. The radius rods actually perform a dual function, being so positioned on the rocker beam that they cancel out the torque reaction forces due to braking at the spring ends.
York terms the radius rods " torque arresters " and for this reason calls the new suspension the TA, Maximum boaie capacity is 20 tons and the distance between the centre lines of the axles i.; 4 ft. 4.5 in. Standard springs have 11 leaves but if the maximum capacity is required. optional 13-leaf springs are fitted. The springsupport pads are curved so that there is a certain amount of shortening of the effective spring length under load, which gives a degree of variable rate, and on the full load there is 1.5 in. spring deflection.
With the exception of the rocker assembly, the same parts as used on the previous York tandem axles are employed in the susPension layout. The axles are tubular, being 5 in. diameter and having a capacity of 10 tons each. Two-line airpressure brakes are standard, with 155 in. by 7 in., cam-operated brake units at each wheel. Total brake lining area is 909 sq. in. Standard tyres are 9.00-20 (12ply) fitted on 10-stud wheels—also standard—with 8-stud optional.
Lubrication is eliminated with the new design because the trunnions on which the rocker beams are mounted are rubber bushed, and another advantage over the previous design is that it is 200 lb. lighter. Including tyres and wheels, the total weight of the running gear is just under 35 cwt. For frameless tankers and special-purpose vehicles, the running-gear and suspension can be supplied mounted on a sub-frame built from pressed-steel channels. Main longitudinals are 6 in, by 3 in and 'there •are three cross members, 5.5 in by 3 in. Including a manual parking brake and again 9.00-20 (12-ply) tyres the total weight of the complete running gear and sub-frame assembly is about 37 cwt.
By using low-profile single tyres on the standard model with steel headboard and hardwood floor it has been found possible to produce the complete semi-trailer with the TA suspension at just under 3 tons.
Turbocharged Perkins A TURBOBLOWN version of the 6.354 ,r1 5.8-litre six-cylinder direct-injection diesel engine is to be exhibited by Perkins at the Mechanical Handling Exhibition, which opens at Earls Court on May 5. Known as the T6.354, the engine has a gross rating of 135 b.h.p. at 2,250 r.p.m., and the gross . torque of 35.1 lb. ft. is developed at 1,400/1,500 r.p.m. This is not the first turbocharged 6.354 engine to have been produced, a marine version having been in production for well over a year.
Compared with the normally aspirated industrial engine, which has a mechanical governor (in common with the blown unit), the gross output is 31 b.h.p. greater, the standard engine being rated to produce 104 b.h.p. at 2,400 r.p.m. Special features of the blown engine not found in the normal unit include a nitrided crankshaft, larger diameter cylinder-head securing studs, larger diameter gudgeon pins, and viscous-type vibration damper.
The introduction of this engine suggests that a turboblown unit for automotive use Could well be developed from it, and if this were to materialize Perkins would then be in the 'heavy vehicle" class so far as power output was concerned.