Albion Announces Two New Tipping Chassis
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Models of 4 Tons and 5 Tons Capacity, Expressly Built for Use as End-tippers. Smaller Machine within 21-ton Limit FURTHER additions have been made to the already extensive range of chassis built by Albion Motors, Ltd., Scotstoun, Glasgow, W.4. They consist of two models, for 4-ton and 5-ton pay-loads respectively, and one specially designed for carrying end-tipping bodies.
Weighing less than 21 tons unladen, the smaller vehicle has a 9-ft. 9-in. wheelbase and a body capacity of 2 cubic yds. Its wheels are shod with 32 by 6 R.H.S. tyres. The bigger lorry comes within the 3-ton unladen-weight limit. The wheelbase figure in this case is 10 ft. 14 ins., the capacity is 4 cubic yds. and 34 by 7 .R.T.A. tyres are employed.
The unladen weights are, of course, dependent upon the type of tipping gear with which the machines are equipped, but the maker quotes two figures, namely, 371 cwt. and 421 cwt., for the 4-tonner and the 5-tonner respectively, as the weight of the chassis when equipped with certain types of hydraulic end-tipping gear. The gross loads—that is, the sums of the pay-load, body and tipping-gear weights—that the bare chassis can carry are 4 tons 15 cwt. and 6 tons respectively.
Designated Sp. KS 127, the 4-tonner has an overall chassis length of 14 ft. 71 ins, and affords a body space
• 9 ft. 41 ins. long. KS 127 is the model name of the 5-tonner, and its corresponding dimensions are 15 ft. 71 ins. and 10 1.-t 41 ins. respectively.
To both models the following specification particulars apply :—The power unit is a four-cylludered side-valve petrol engine, with bore and stroke dimensions of 31 ins. (95.2 min.) and
51 ins. (136.5 mm.), giving a swept volume of 3.89 litres (237.4 cubic ins.). It develops 65 b.h.p. at 2,400 r.p.m. Mounted as a unit with the engine, there is a four-speed gearbox having silent second and third gears, which provides ratios of 5.63, 2.96, 1.77 and 1 to 1 forwards and 7.82 to 1 in reverse.
An overtype-worm back axle is employed, this being available with finaldrive ratios of 71 or 61 to 1. In the transmission line all shafts are balanced, a torsional-vibration, damper is incorporated and universal motion is afforded by Hardy-Spicer needle-roller joints.
High-tensile-steel pressings form the frame longitudinals, and these are strongly braced by tubular and channel-section cross-members, forming a very rigid unit. The rear springs are no less than 4 ft. 6 ins. long.
Dewandre triple-servo brakes look after the retardation. Each wheel hub carries a 17-in, brake drum, those at the rear housing 4-in, shoes and those
at the front 21-in. shoes. A largecapacity vacuum tank is carried on the near side of the frame, just in front of the 15-gallon petrol tank.
It will be noticed that in the accompanying illustration of the larger -chassis that the spare wheel is accommodated under the frame. A different arrangement is employed on the short
wheelbase model. In this case it is mounted vertically, between the back of the cab and the frOnt of the body, a bolster, upon which the tyre rests, being provided for this purpose.