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25 YEARS' EXPERIENCE BEHIND MANN STEAM WAGON MANUFACTURE.

4th October 1921, Page 26
4th October 1921
Page 26
Page 26, 4th October 1921 — 25 YEARS' EXPERIENCE BEHIND MANN STEAM WAGON MANUFACTURE.
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THE Mann exhibit, which will be 1 shown at. Olympia, will consist of a single steam wagon with a load capacity of five tons. It will be of the tipping variety, fitted with the well-known Mann patent system of rack and pinion gearing. A band-operated tipping gear will no provided as an auxiliary. The drive to the tipping gear is through a cone clutch and a sprocket on the

second motion shaft,. 'There are three speeds, and the final drive is by way of a stout roller chain. Solid rubber tyres are fitted all round.

A snore detailed description of the standard Mann vehicle may prove of interest to many :—The boiler is of the short locomotive type, and is only about half the length of the ordinary traction engine boiler. It has a large firebox heating surface and tubes which slope very slightly up to the smokebox. A large manhole is positioned at the top, and ample mud doors are provided to facilitate cleaning and inspection. The fire door is at the side and conveniently positioned on about the s'ame level as the bunker, which, incidentally, is in front of the driver, so that he does not have to turn his attention from the road when firing.

The machine is of the overtype, that is to say, the engine is carried on the boiler. It is a two-cylinder. compound with flat slide valves, whilst an auxiliary starting valve permits the admission of H.P. steam to the L.P. cylinder when required for starting, or at other times when extra power is necessary.

An important point about the design of the Mann wagon is that all the gearing C18 is contained between the bearings, and lies behind the boiler. The change-speed gears are on the second and third motion shafts, so that three speeds can be fitted

when required. This also allows the pump to run at a slower speed than the crankshaft without separate gearing, and water can be pumped into the boiler whilst the wagon is stationary. The final drive chain sprocket is carried on the third motion shaft.

The differential gear is positioned in the centre of the chain wheel on the rear axle, one of the rear wheels being driven by a sleeve and the other being fastened direct to the axle. The whole of the differential gear is enclosed by an oil retaining and dustproof casing.

Exceptional attention has been paid to the matter of springing. At the rear this is by senn-elliptics, the ends of the springs working in slippers. Stout adjustable radius rods permit the taking up of chain stretch. At the front the springing is by twin half-elliptics.

The steering is by way of a machine,,cut worm and quadrant, in preference to the traction engine type in which chains are wrapped round a 'barrel. The driver's seat IS positioned at the side of the boiler, • thus reducing the overall length and giving him an unobstructed view ahead.

The capacity of the 3 ton wagon is three tons on the platform and two on a trailer, and that of the 5-tonner five tons on the platform and three tons on the trailer. Two powerful brakes are provided, a hand brake-operating on a drum bolted to the chain wheel and a foot brake acting on drums bolted to the rear wheels.

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