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A CANADIAN ONE-TONNER FOR BRITISH USERS.

5th September 1922
Page 9
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Page 9, 5th September 1922 — A CANADIAN ONE-TONNER FOR BRITISH USERS.
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A New Model Designed for the Transport of Light Loads at High Speeds.

THAT THE MARKET which existsfor the light commercial vehicle chassis in this country is no myth is assuredly indicated by the number of chassis of one-ton capacity which, during the past few years, have been offered toBritish users through the medium of concessiormaires for vehicles made abroad. It is not for us to discuss at the moment the scope of this field of service, which has almost entirely been neglected in the past by British manufacturers, but to record the efforts which are being made by manufacturers in -other countries to become firmly esta. Wished in a section of the trade which unquestionably offers considerable potentialities.

The latest. effort in this direction is indicated by the appearance of the G. and J. one-ton speed truck on the British market, which is being offered b?,r Messrs. Ronallack and Sons, St. George 8 Works, Cable Street, London, RI., who, with commendable enterprise, have taken up the sole agency for the British Isles. The illustrations which we publish on this page certainly show the eha,ssis to be of robust construction for its carrying capacity, and this solidity of design is undoubtedly a feature of many imported chassis of this class.

The power unit which is used in the G. and J. chassis is a four-cylinder Buda, model MX. of 3g-in. bore and 5k-in. stroke, its b.h.p. being 32. The cylinders are cast en bloc and are provided with water jackets of ample dimensions. Cool

ing water is circulated by a centrifugal pump having a large bronze runner ; packing glands of liberal size are provided, and bronze sleeves fitted over the pump shaft to prevent rusting arid pi tting: The valve mechanism is operated by a single camshaft, the enclosure for the valves being divided into two comport. meuts with separate pressed steel covers in order to facilitate removal and permit adjustment of the tappets. The valve push rods are of the mushroom type and are fitted with removable guides. The pistons are fitted with three concentric rings above the wrist pin, and one wiper ring in the lower part of the skirt.

The crankcase is built in halves. The upper _half contains the crankshaft bearings, and extends over the flywheel to form the upper half of the bell housing, the lower half of the latter bein.g a separate casting and not a part of the crankcase or oil pan. This construction enables the one-piece oil pan to be easily removed for cleaning, and permits of adjustment to bearings. The oil pan has two compartments. • •

The engine bearings are of ample dimensions, and, as is customary with all Buda engines, a combined breather and efi filler equipped with two. strainer is incorporated, this fitting being also. provided with a disc valve at the top which permits the engine to exhale only. A full pressure-fed system of lubrication for crankshaft, camshaft and connecting rod :bearings is relied upon, oil being forced to the main bearings and camshaft bearings through a seamless steel .distributing pipe whic.h is cast in the crankcase. The lubricant is forced from the. main bearings to the connecting rod hearings through a drilled passage in the crankshaft. This system is of the selfcontained, positive pressure-feed type with pressure-regulating valve, the nil being pumped from the reservoir, which is located beneath the crankcase, by a

gea:red pump located in the centre of the oil reservoir, and attached tcethe upper half of the crankcase in order to make it independent of the oil pan. The drive from the engine is conveyed through a Brown-hipe clutch of the single dry-plate type, which conveys it to a three-speed-and-reverse gearbox, which is also of Brown-Lipe manufacture. The gearbox and clutch form a single unit with the engine. Tickers bearings are employed on the main ihaft of the gearbox,-and ball bearings on the countershaft. The low-gear ratio is 4 to 1. From the gearbox the drive is conveyed by a completely enclosed propeller shaft to a Timken worm-driven rear axle. The shafts and David Brown worm are of nickel alloy steel and the worm wheel of bronze.

A change in the contour of the tooth on the worm used in the ,rear axle of the G. and j. chassis has succeeded, it is claimed, in reducing the sliding friction between the worm and the worm wheel practically 33i. per cent. In the old

style worm the pressure of the worm was taken by only a relatively small area of the face of the tooth, which meant that there was more danger of the rupture of the oil film between the two metal surfaces than there is claimed to be in the new G. and J. drive. In this type the pressure is distributed evenly over the whole face, of the tooth, with the result that a highly efficient drive has been evolved. Duplex brakesare fitted on the rear wheels.

Special attention has been given to the springing of the chassis' the rear springs being 54 ins, long and those at the front 38 ins. long.

The radiator, which is of the gilledtube type, is of large capacity, with east aluminium top and bottom tanks. For chassis lubricating the Empress system is employed, which lubricates all the principal chassis bearings under pressure; either grease or oil may be used with this szstem, although the latter is preferable.

The steering gear is of the Gemmer semi-irreversible worm and wheel type.

The wheels are of the hollow-spoke type with the hubs cast integral, and they are fitted with 34-in. by 5-in. cord tyres mounted on Firestone demountable rims, To assist in the inflation of these types a Kellogg transmission pump is incorporated.

The weight of the chassis in American standards is 3,250 lb.; the standard body being 8 ft. 6 ins, long, and the length of frame from back of seat 7 ft. 4 ins. The track of the wheels is 4 ft. 8 ins, and the wheelbase 10 ft. 10 Ms.

The G. and J. chassis is certainly worthy of inspection by those interested in light commercial vehicles, especially as it is offered at the attractive price of 2390 or 410 with substantial driver's cab, neatly upholstered and fitted with adjustable windscreen. The fact that it is a Dominion production will also make special appeal to the instincts of the average Britisher, for the chassis is made at Walkerville, Ontario, by the Gotfredson Truck Corporation, Ltd.

Tags

Organisations: US Federal Reserve
Locations: Walkerville, London

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