SINGER BUILDS • A NEW GOODS VEHICLE
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First and Full Particulars of a Six cylinder Chassis of Thoroughly Modern Design to Carry Loads up to 25 cwt.
IF the Singer Co., Ltd., of Coventry, adopted as its slogan the one word "Enterprise" no one would b.e able to disagree with it. Only a short time ago, so it seems, the concern seriously entered the commercial-vehicle field with a 2-ton chassis built on advanced but more or less orthodox lines. Then came a passenger chassis with a dropped frame, whilst later a 14-cwt. six-cylinder van was announced, which sold for the moderate price of £200. In April of this year modified editions of the 2-ton freight chassis were produced, one model having a longer wheelbase and larger body space, whilst the other was adapted to suit the specific requirements of fast newspaper-delivery work.
This week we are able to make the first announcement of an entirely new vehicle designed to deal with loads up to 25 cwt., and as it is equipped with a sixcylindered engine thoroughly modern in layout and the complete vehicle Sells for only £230, the announcement should be of great interest to all operators.
This new Singer vehicle can at once be recognized as a direct challenge to American machines of similar type, for in the size of the platform, general capacity,. etc., the Singer conforms with all the requirements of light transport. Although the engine, which is rated at 18.2 h.p., is sufficiently powerful to give the vehicle a thoroughly satisfactory all-round performance, running expenses are stated to be quite moderate—a most desirable feature in these days of fierce competition.
• c30 With wheelbase and track dimensions of 10 ft. 4 ins, and 4 ft. 8 ins, respectively, the overall length works out at 14 ft. 6f ins. —a moderatt figure considering the fact thaT the inside dimensions of the lorry body are 7 ft. 6 ins, long and 5 ft. 4 ins. wide. Although a minimum ground clearance of 9 ins, is provided, the height of the top of the frame from the ground when the vehicle is loaded is but 2 ft. 1i in. whilst the loading height of the platform is 3 ft. 1: in. There are, of course, no wheel-arches in the body floor. At the rear the frame overhangs the axle by 2 ft. 10 ins., but the body extends 1 ft. farther back, making a total overhang of 3 ft. 10 ins. The price of 1230 includes a really comfortable cab and a full equipment of accessories such as a 12-volt lighting and starting set, dipping headlights, with a clock, speedometer, ammeter, oil gauges, etc., in an instrument panel. We can now deal with the technical features in greater detail. The frame is built on normal lines with 6-in, channels as the main members. Suitable cross-braces are employed and are well flitched to ensure that the load is evenly distributed throughout the whole structure. As might be expected, semi-elliptic springs are used for the suspension, and those at the front are shackled at the dumbirons.
Unit construction is employed for the engine, clutch and gearbox, the whole tieing mounted in the frame at four points ; plates running right across the power unit are attached to brackets on the main channels. The six cylinders are formed in a monobloe casting, together with the top half of the crankcase, the bore and stroke dimensions of 70 mm. and 90 ram, giving an R.A.C. rating of 18.2 h.p. and a maximum output of 45 h.h.p. at 3,600 r.p.m. An excellent characteristic of this unit is the high torque figure at medium speeds. Up to 1,700 r.p.m. over 1,000 lb.-ins. torque is available at the flywheel, and, although the curve falls somewhat after this, the descent is not unduly rapid.
Four bearings support the crank-, shaft, each journal being fed with oil from a fulk-pressure system. A gear type pump submerged in the sump draws oil through a suction filter and transfers it under pressure to a longitudinal pipe bolted to the bear ing caps of the crankshaft journals; the big-end bearings of the connect ing rods receive their supply through channels drilled in the webs of the crankshaft, whilst further channels drilled in the crankcase casting lead a supply of lubricant to the camshaft bearings. The drive to the pump is an extension of the vertical shaft for the ignition distributor.
An endless rubber belt serves to drive the• dynamo, which is mounted in a cradle on top of the cylinder head in such a manner that an eccentric provides a considerable range of adjustment; in addition the cradle itself is also capable of further adjustment. A Solex carburetter supplies the mixture to the cylin ders, whilst a hot spot formed immediately above the junction of the carburetter pipe with the main manifold ensures efficient distribution at low engine speeds.
We can now deal with the transmission. A singleplate clutch with the friction material attached to the flywheel and hack plate is operated through the . medium of toggle levers to give a light pedal action. The gearbox, in conjunction with the. standard axle ratio of 6.77 to 1, gives indirect ratios of 12.93 to 1 and 24.45 to 1 for second and first gears respectively ; there is, however, an aIterna:tive axle ratio Of 7.625 to 1 available. Operation is by central lever. Great care seems to have been taken to ensure that the propeller shaft is well up to its work, for it is of large diameter, accurately, balanced and is equipped with Hardy Spicer metal universal joints front and rear.
The brakes next claim attention. A comprehensive four-wheel system is provided, the pedal applying internal-expanding shoes in all four drums, whilst the hand lever operates independent shoes in the rear drums only. The layout for the operating mechanism is planned on simple lines, cables connecting swinging arms on the pedal crossshaft with the brake-cam spindles in the one case, whilst an extra set of cables running from the hand-lever cross-shaft forms the connection in the other instance. This feature is shown in an adjacent illustration.
In conclusion we might say a few words concerning the construction.of the body. Without incurring a great deal of unnecessary weight, the platform is strongly constructed in hardwood, and is equipped with drop sides and tailboard, each of these three members being 1 ft. 9 ins. high. The hinges and armouring for the wood are a thoroughly good job, as indeed is the whole chassis. In the cab the comfort of driver and passengers has been studied carefully, for both the seat cushion and squab are well padded and nicely upholstered. The two doors have winding windows, and these, in conjunction with a two-panel screen, give good ventilation. In the matter of ease of maintenance everything seems to have been done to facilitate routine work, The grease nipples are in convenient places.
Altogether this new Singer vehicle must be considered as a welcome addition to the existing range of low-priced six-cylinder commercial vehicles having moderate load capacity.