The New Pierce-Arrow Two-Ton Truck.
Page 30
Page 31
If you've noticed an error in this article please click here to report it so we can fix it.
First-published Particulars in this Country of a New High-grade Mediumcapacity Model which is to Sell at $3000.
After an exhaustive period of experimenting, the Pierce-Arrow Motor Car Co., of Buffalo, N.Y., is now prepared to introduce to the market a two-ton, wormdriven motor truck, the first deliveries of which will be made in September next.
The general design of this new Piece-Arrow product is along exactly the same lines as that of the five-ton truck which has proved so successful. Minor refinements and improvements which the experience of the last three years has demonstrated as necessary or desirable have been incorporated, but there are no radical changes or departures from present methods of either design or manufacture.
A Governed Engine.
The four-cylinder engine is rated, by the S.A.E. formula, at 25.6 h.p. ; it actually develops 30 h.p. at 1000 r.p.m. The bore is 4 ins, and the stroke 51, ins. It is governed automatically to a speed of 1050 r.p.m., or, with standard gearing, to a maximum road speed of 16 miles per hour.
The cylinders are of the T-head type cast in pairs, with valves on opposite sides. The valves and valve-operating mechanism, the camshafts, crankshaft, and gears are designed and manufactured exactly as on the five-ton truck, which has proved so successful.
Comprehensive Lubrication System.
A large rotary pump, directly ocupled to the camshaft, takes oil from a well at the bottom of the crankcase chamber and delivers it under pressure to a large tube miming the length of the crankcase. Easy passages run from this tube to the main bearings, and thence through drilled holes in the crankshaft to the connecting-rod bearings. The camshaft and wrist-pin hearings, as well as the cylinder walls,
are lubricated by the spray of oil thrown off by the crankshaft. This spray falls into the base of the crankcase, and is thoroughly strained before being used over again. Practically all oil tubes, passages and connections are inside the motor crankcase, so that if a small leak should develop the oil merely drips back into the pump and is not lost, thus economizing the oil. Only two tubes are outside ; one up to the pressure gauge and relief valve on the dash; the other is to the return pipe. There are only four outside joints to keep tight. The gauge, in conjunction with a float, indicates the level of the oil at all times.
A standard Bosch magneto is made responsible for the ignition, which is controlled by a single switch on the dash, leading directly to the magneto. The standard Pierce-Arrow carburetter is of the automatic type, easily adjusted and controlled. Throttle control is effected by a foot accelerator.
A centrifugal pump dir-getly coupled to the engine gears forces water under pressure through the
than one gear in mesh at a time. The gear wheels and shafts are made of modern high-grade steels carefully heat treated. The faces of the teeth are wide, and the whole transmission is made in a very substantial manner. Ball bearings of the self-aligning type are used throughout, even for the spigot bearing at the end of main shaft. Precautions are taken to ensure as little leakage of oil as possible, so that one charge ought to last approximately 5000 miles with the need of but occasional replenishment.
Worm-driven Back Axle.
Power is transmitted to the rear axle by means of a stout propeller shaft with universal joints at each end. The design and construction of the rear axle follow that of the five-ton worm-drive truck. The worm drive is mounted rigidly in a dust-proof case of steel that carries the full weight of the load, the shafts to the wheels transmittinF the power only. These shafts are of extra large diameter, giving an extreme factor of safety to take care of road shocks and vibrations.
Two side radius rods transmit the tractive-effort reactions to the chassis frame, eliminating all driving stresses from the rear springs_ Ball bearings are used throughout the system with Timken roller bearings on the wheels.
Two separate and independent braking systems are used : The foot, or service brake, operates on a drum
Our illustration evidences yet another instance where the motorvan proves unique in respeet of its usefulness. The machine illustrated is, a :30 cwt. Napier, and is employed by Mr. F. Beeden, 24, St. Andrews Street, Northampton ; it is used by him to deliver and exchange sacks and bags for millers, bakers corndealers, etc., the business extending • though'out the Midland Counties. The machine, purchased about four months ago, has now run over 3000 miles, and its economical running has very favourably impressed the owner. Mr. Beotlen has utilized mechanical transport for some considFrable time past, having purchased a. Wolseley machine no less than five years ago. Mr: Beeden states that he is immensely pleased with his latest acquisition, and that, in his opinion, the 30-cwt. Napier is hard to beat for silent and easy running. It will be noticed, From our illustration, that particular care has been taken for the driver's comfort.
behind the transmission, by means of contracting shoes lined with suitable fabric. The hand brake operates on special drums at the rear wheels, internal expanding shoes pressing outwards on each wheel drum. Either brake is powerful enough to stop the car on any hill usually encountered, and both brakes are quite positive in their action.
Cavefully.designed Framing and Suspension.
The engine and transmission are mounted rigidly on a subsidiary frame, itself very rigid. This frame is secured to the main frame by a. hinged joint at front and two widely-apart fixed joints at the rear, thus giving a perfect three-point support. The springs are specially long, and give the maximum of easy riding to all loads. The rear springs are shackled at both ends and take no part in the drive of the truck. They are very free and flexible.
The front axle is a one-piece forging, following out exactly the same design as on the five-ton truck. The steering system is also the same, and is of the nut and screw type of very heavy construction. All the road wheels are 26 ins, in diameter.
An endeavour has been made to minimize the oiling and greasing traubles as much as possible by cutting out grease cups and substituting a special type of selflubricating bearing.
The wheelbase of this new chassis is 12 ft. 6 ins., and the track is 56 ins. The width over the frame is 34 ins., and it is 30 ins. from the ground line.