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New Vehicles for the Trials.

5th September 1907
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Page 3, 5th September 1907 — New Vehicles for the Trials.
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The Atkey-Gimson 4-ton Lorry.

The genesis of the scheme which has resulted in the production of the " Atkey-Gimson," 4-ton lorry was the outcome of a visit to Rhodesia by Mr. A. R. Atkey, in the year 1904. On his return to England, his company decided to design a lorry specially suited for South African requirements. When these designs were completed, the problem of manufacture had to be faced and, eventually, an arrangement was made with Gimson and Co., Ltd., of Leicester, a company well known in engineering circles at home and abroad for its high-class engines, pumping machinery, machine tools and special machinery for the boot and shoe trades. To those about to purchase a vehicle of this description, the status of all connected with the practical side of its production must necessarily be of interest. The business of Messrs. Gimson and Company was founded over 6o years ago by the late Mr. Josiah Gimson, one of the best-known and most highly-respected citizens of Leicester. The business was conducted by him until his death, in 1883, and since then it has been carried on by his three sons and a nephew, who, for family reasons, turned it into a private limited liability company, in 1896, under the title of Girnson and Company (Leicester), Limited.

The " Atkey-Gimson " wagon is an entirely-British production and every part of the machine, with the exception of the magneto and the tires, is made in the works at Leicester.

To A. R. Atkey and Company, Limited, of Nottingham, Derby and Johannesburg, the design of the lorry is due,' and that company will be entirely responsible for the commercial side of the business. Atkey and Co., Ltd., has been practically associated with the motor, industry ever since the passing of the Act of 1896. This combination of seller and manufacturer should be a most successful one. In our issue of the _tali of August, 1905 (page 427A), we gave a description of the first " Atkey-Gimson " machine built to the designs of Mr. Harold de A. Humphrey. The lorry illustrated there was the experimental one, and, as will be realised by all engineers, the

thorough testing of a new vehicle is a somewhat lengthy task. By the time the first machine was thoroughly tested and had satisfied its designers, the South African market had deteriorated to such an alarming extent that it was practically a closed one—at any rate, for the time being. In view, therefore, of the great amount of time, trouble, and expense which had been incurred, it was decided to turn attention to the home trade, and the result is to be seen in the vehicle which we now illustrate, and which has been entered (in class E) for the commercial motor trials of

the R.A.C. A representative of this

journal recently visited Leicester and Nottingham, in order to examine the revised model and to see the parts in process of manufacture. The original vehicle was fitted with a 3-cylinder engine, arranged to run on paraffin. The new model has a 4-cylinder engine which develops 3oh.p. at 800r.p.m. The cylinders are 41 inches in diameter and the piston-stroke is 6 inches. The inlet and exhaust valves are both on the same side of the engine, and each pair of valve covers is held in place by a yoke piece and a single stud, as may be seen in our illustration of the engine. The valve tappet-rods are of square section and slide within square holes in the gun-metal guides. A single stud and yoke is employed to secure each pair of guides to the crank-case.

The crank-case is made in three portions, the upper one being cast of gunmetal, whilst the others are of alum

inium. The lower part contains a deep sump and a long shallow tray ; the lower part of the crankcase may be removed without disturbing the crankshaft. A small gear-pump is fixed at the forward end of the case and delivers the oil from the sump to each of the main bearings, from whence the overflow falls into the shallow tray and is distributed to the big and small ends of the connecting rods by the splash method. Finally, the oil returns to the sump. by gravity. A novel means of assuring the perfect cleansing and oiling of the gudgeonpins has been adopted. The length of the small-end bearing is 2 inches and, for a length of ; of an inch, the centre portion is cut away down to the centreline. The hearing surface is thus in no way reduced, but the upper half of the pin is exposed to the action of the splashes of oil thrown up by the bigends. Simms-T3osch, high-tension, magneto ignition is employed; the timing of this is fixed. The carburetter, as may be seen in the illustration already referred to, is of rather unusual form. The float and jet chambers contain . nothing novel, but the throttle valve and extra-air inlet call for a little attention. The valve is of the rotary type and will admit anything, from the richest possible mixture, to air only. For cooling the engine when coasting down a long hill, and after a long climb, this arrangement will be found useful. The perforated cap seen in the illustration covers the extra-air inlet. The leather-faced cone-clutch is of stiff construction and is 22 inches in diameter at the larger end of the cone. The thrust is self-contained when the vehicle is running and only when changing gear is any end-thrust put upon the crankshaft. A cardan shaft transmits the motion to the gear-box, the general design of which has not been altered since the first one was made. The gear-wheels and rings are all of ample section, with wide teeth of strong form. Four changes of gear are _provided, and these correspond to speeds of 2, 4, 7, and to m.p.h. respectively. The reversepinion is mounted on a small crankshaft at the bottom of the gear-case and is brought into mesh with the wheels on the main shaft and lay shafts by rocking the small crankshaft ; this is effected by a lever situated in front of the driver's seat. Immediately behind the gear-case, there is a bevel-driven countershaft; on this is mounted a chain sprocket with teeth cut to suit a Brampton, *inch pitch, compound, roller chainr which transmits the power to a similar chain wheel on the differential-shaft. The arrangement of the differential-shaft and back-axle forms the distinctive feature of this make of vehicle. With the exception of the introduction of spring-compensated radius rods, and the fitting of both ends of the rear bearing-springs with slippers, there has been no departure from the practice originally embodied in the experimental vehicle. We reproduce a photograph (taken from behind the wagon) which gives a good idea of its arrangement. Spur-pinions are mounted on the outer ends of the differentialshaft and these mesh with internallytoothed rings fixed to the rear roadwheels. The object of this unique arrangement has been to get a maximum of clearance between the roadway and any working parts : it will be observed that, below the straight back-axle, all is quite clear. The experimental vehicle has been put to some very rough work, not only in connection with the Leicester works but also for the Not

tingbam Corporation, which body had this vehicle for a month's demonstration, conveying heavy masonry and other solid and weighty material. The axle and differential-shaft have, therefore„ been severely tried, and it is satisfactory to learn that so little modification has been found necessary. The long sleeve on the differential-shaft is lubricated by greasers, but all other bearings, such as those in the gear-box and countershaft, are lubricated front a tank fitted to the left-hand side of the driver's seat, by the wick-syphon system so much used in marine-engine work. Although the transmission-gear, as employed on this vehicle, is rather novel, the confidence which led to its. adoption by the designers has been more than justified by the good work that has been accomplished with the experimental machine.

The whole vehicle is stiffly built and looks " fit " for hard work. We shall watch with interest its performance during the coming trials.

The wagon entered fosr the trials will have all its wheels fitted with " Royal Sirdar " buffer tires.

In addition to the illustrations already mentioned, we give a side view, and a front view of the wagon, taken at A. R. Atkey and Company's garage in Trent Street, Nottingham.

Tags

Organisations: Freemasonry
People: A. R. Atkey, Harold

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