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The New Napier 3;-Tonner.

3rd July 1913, Page 30
3rd July 1913
Page 30
Page 30, 3rd July 1913 — The New Napier 3;-Tonner.
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The success of the lighter commercial vehicles made at the famous Acton Vale works has decided Napier ?stators, Ltd., to place upon the market a heavier type of machine. We are :now euabled to give the first published and exclusive particu lars of the new 30,onner by this maker. Napier 3lotors, Ltd., early realized that, to obtain success with commercial vehicles, it was necessary to provide a chassis considerably in excess, so far as strength is concerned, of the stated load capacity. Accordingly all its machines have a margin of strength which is sufficient to compensate for the mishandling by inexperienced drivers and owners to which almost every commercial motor is subjected in everyday service. To this fact may be attributed the name for reliability and freedom from breakdown which this maker's products deservedly possess.

The Power Plant Used.

A four-cylinder Napier engine, with bore and stroke of 4i. in. and 6 in., respectively, is employed. The cylinders are cast in pairs, and are mounted on a» alnminium crankcase of heavy construction. The camshalts and engine gearing, together with the valves and tappets, i're interchangeable, and are completely enclosed and proof against the inroads of

dust and water. An oil overflow cock is provided in the bottom half of the crankcase, and this determines the running. level of the oil without the necessity of removing the undershields. The in-let and exhaust valves are operated from one camshaft. The crankshaft, which is fitted with five bearings, is of large diameter, and provides ample surface for the bigend and main bearings. Lubrication is by a pump of large capacity, driven through gearing and placed low in the sump, so as to ensure its being always flooded. The oil is forced to a filler of large capacity, which is provided with two relief valves, one being spring loaded, the other having a screw adjustment, in order to control the oil pressure. Water circulation is by a gear-driven centrifugal water pump, and the cooling is further assisted by a gilled-tube radiator of large area with, of comiee, the usual type of fan. The water connections are so arranged and designed as to be capable of working on the thermo-syphon system should it be necessary.

The Transmission Employed,

The clutch has a single hardened steel plate, engaging with two other plates which are lined with die-compressed fabric. The gearbox gives four speeds and reverse, with direct drive on the fourth, whilst the gears are carried on short castellated shafts of stiff design mounted on substantial roller-bearings. By the use of a locking calliper, it is impossible for two gears 1:16 to he engaged at the same time. The transmission is by pro peller shaft of ample dimensions. The rear axle is of the overhead, worm-driven type, the axle casing being of cast steel built up of two large-diameter taper steel tubes. • The axle-shafts are castellated at the differential, and also at the hubs. By removing the driving hubs, it is possible to withdraw the shafts and to lift off the worm housing with the

worm wheel and all differential bearings complete. A side

iever, operating two internal-expanding brakes acting in drums on the rear road wheels, applies ample braking power, and this is supplemented by a pedal-operated brake actuating two external shoes in a drum of large .diameter located at the

real, of the gearbox. The spring seatings are lined with white metal and are free to rotate on the tie-rod sleeves, which arc keyed to the axle. tubes,

General Points.

Steering is of the nut and screw type, and is irreversible_ The connections are by large knuckle joints, fitted with hard

ened steel bushes. The front Rile consists of a solid drop forging of H section, whilst the suspension is by semi-elliptical

springs. The frame is of pressed steel of channel section, strengthened by cross members of weldlese steel tube. The front and rear road wheels are of cast steel, the front carrying single tires of 900 rum. by 120 mm., whilst the rear wheels are deed with twin tires of 1000 mm. by 100 mm. section. The chassis is fit for its designed work in all respects.

Users will, no doubt, appreciate the clean design and accessibility which obtain throughout the whole construction of this machine. A new type, it has much competition to face. The great experience of its builder, however, can be relied on to have been brought to bear in the overcoming of the problems confronting the builder of commercial motors.

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