Guy Introduces a New 41.- - tonner W E are able this week
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to announce a new Guy goods chassis, named the Otter. It is offered with a four cylindered petrol engine for £75, whilst with a drop-sided lorry -body, cab, etc., it retails at £438. The machine is soundly constructed and with an overall length of 18 ft. 41 ins. provides a body space of 15 ft., the dimensions from the rear of the cab to the end of the frame being 14 ft. 11 in, In standard form, forward control is specified, but the maker, Guy Motors, Ltd., IXOlverhampton, will . produce normal-control types for fleet orders.
Although the layout of the chassis follows fairly closely that of certain other Guy models, the new 44-tonner is definitely a new -design and not a
" strengthened-up " 3-ton chassis. The -frame is deeper and stronger than the last named, to enable it to deal with the bigger pair-load, and the engine has a greater swept Volume than that incorporated in the 3-ton range, although the general layout is similar.
The following are further leading dimensions of the new chassis :—Wheelbase, 12 ft. 6 ins. ; front and rear wheel tracks, 5 ft. 2 ins. ; frame height (laden), 2 ft. in. ; turning circle, 52 ft 6 ins. ; ground clearance, 7i ins: ; overall width, 6 ft. 4 ins. Its unladen weight is 2 tons 9 cwt. 3 qrs.
Constructed on typical Guy lines, the
frame is built up of channei-section members throughout, the maximum depth of the longitudinals being no less than 7 ins. ; there is a slight kick
up over the rear axle. As will be seen from an accompanying illustration, the cross-ties are well gusseted at the points where they join the side-members in order to relieve local stressing. Amid ships, a deep pressing is used to house a central bearing for the divided propeller . shaft. . No vibration should originate, therefore, in the transmission line, even when the vehicle is running at the • highest speed of which it is capable. '
Turning now to the engine, as Wo have already indicated, this unit follows the same general lines as those obtaining in the Wolf chassis. Thc: cylinders and upper half of the crankcase are formed in a monobloc castMEi, to the bottom of which is bolted a deep aluminium sump and, to the upper face, a detachable .cylinder head containing vertkally disposed valves; the bore is 95 mat,, instead of 90 mm. as in the case of the Wolf engine. A feature of performance for which this enlarged bore is largely responsible is the high torque exerted at low and medium engine speeds.
The unit develops 60 b.h.p. at 2,400 r.p.m. • It has a balanced three-bearing crankshaft which is fed with oil from a full-pressure lubrication system, a supply of lubricant being taken to the timing wheels and valve gear in aelditioa to the crankshaft journals and the big-end bearings of the connecting rods. •
Built unitwise with the engine is a single-plate clutch with a 12-in, diameter disc and a four-speed heavy-duty gearboX incorporating a silent third gear. The ratios for the indirect speeds are 1.7, 3,15 and 6.15 to 1; the last named giving a low overall. bottoni gear for hilly 'districts. The reverse-geae ratio is even lower, being 9.2 to 1, A short cardan shaft runs from the gearbox to the self-aligning centre bearing, ivhenee another tubular shaft, equipped with Layrub universal joints, transmits the drive to the spiral-bevel pinion of the rear axle.
In this last-mentioned component, the pinion and crown wheel are mounted on bearings • incorporating toilers and ball thrust races, whilst there is a spigot roller bearing at the rear end of the pinion shaft. The live axles are splined into the differential 'wheels and the hub driving flanges, so that they can readily be; removed. The final-drive and differential assembly can he withdrawn with almost equal facility.
The suspension at both front and rear is by semi-elliptic springs, an interesting feature being that the shackle brackets are secured to the frame sidemembers by fitted bolts, the holes being reamed in order to obtain an exact location for the brankets.' e•
The brakes next claim attention. The pedal applies internal-expanding shoes, in' the-:drums Of all four wheels, through -a Lockheed hydraulic system e,ssistede by a 'vacuum servo motor. Adequate retardation is assured by using drums of large size, those on the front wheels being no less than 14 ins, in diameter and, at the rear, 16 ins. in diameter. A mechanical hook-up is employed for the actuation of the rear
shoes; by the hand lever.
Bishop cam-and-roller steering is`providecl, a special double drag-link enabling the " mechanics " of the assembly to be planned on correct lines so that interaction between the road wheels and the steering wheel is avoided. The' king-pins and their bushes are of hardened steel, and the joints of the track rod, drag link, etc., arc of the self-adjusting eccentric type.
'Another new feature of the Otter chassis is an aluminium radiator. This is a thoroughly robust component and contributes in no small measure to the good appearance of the vehicle. Cooling is effected by a -front-mounted
centrifugal pump, assisted by abeltdriven fan. In passing, it might be mentioned that the gland -packing of the wate-pump can be renewed with the pump in position by removing only one readily accessible screw: The fuel system incorporates a 20-gallon .tank, mounted behind the oft-side running board, and petrol is fed to the car: buretter by an Autovae.
Although the price of the Otter is
moderate, the equipment included in the standard specification is comprehensive ; 12-volt electric starting and lighting equipment with a•62-amp. battery is standardized, together with a speedometer, an oil gauge, an ammeter,
etc. The disc-type wheels are shod with 32-in. by 6-in. high-pressure truck-type tyres or 84-in, by 7-in. heavy-duty tyres, the latter costing £.15 extra.