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NEW ALBION RIGID EIGHT-WI iLER ACQUITS ITSELF WELL

7th October 1938, Page 42
7th October 1938
Page 42
Page 43
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Page 42, 7th October 1938 — NEW ALBION RIGID EIGHT-WI iLER ACQUITS ITSELF WELL
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DoUble Drive and Serv Interesting Constructiona Built and Well-equipped., and High Engine Tor

of Perf Brake Among es of this Sturdily Braking, Economy itstanding Points

AT the beginning of the year 1937, Albion Motors, Ltd., announced the addition to' its range of a 15-ton rigid eight-wheeler. This was offered with an Albion petrol engine or a Gardner compressionignition unit and was designated type T561. This model was not exhibited at the 1937 Show, but some months later—a description was included in our issue dated February 11—as an addition to the company's CX series, which was introduced at Earls Court, another maximum-load " rigid-eight " appeared.

This is the machine with which we are now concerned, and this road-test report is the first that has been published of this vehicle.

It is known as Model CX7, and, as its power unit, the Albion direct-injection, six-cylindered 105 b.h.p. oil engine is standardized. The progress that the Albion company has made in developing an oil engine has been slow, but it has also been sure. The unit the company builds to-day appears to be in line with the best oil engines available at the present time, and its performance in our hands gave us the impression that all difficulties had now been successfully overcome.

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Not only of the oil engine, but indeed of the whole vehicle, we formed a favourable opinion, as the result of a day's trial, during which we covered nearly 70 miles and carried out all our usual specific tests. In respect of fuel consumption, hill-climbing, flexibility, acceleration, speed, and general ease of control it is in the front rank in its class. Moreover, the engine is reasonably quiet, and the exhaust discharge is almost wholly free from visible gases. Two consumption tests were made. One was carried out under easy conditions, for the sake of enabling comparisons to be made with other makes that have been subjected to trial by us, possibly in advantageous circumstances, and the other was of a more severe nature, embracing the negotiation of much traffic and the ascent of a stiff hill.

On the former 9.9 miles were traversed and 71 pints of oil fuel were consumed. The route was along the North Orbital Road, from its junction with the Barnet By-pass to the Elstree-St. Albans Road and. back. Although fairly level at the easterly end, the western portion is undulating, and the two-way run included five spells of fourth-gear work (this Albion has five speeds). Despite this, 20 m.p.h. was averaged without appreciably exceeding the legal limit.

A consumption rate equivalent to 10.9 m.p.g. was returned, which figure, whilst not the best we have ever recorded, is definitely satisfactory. It is noteworthy, furthermore, that a small, conical-topped test tank was provided, so that the quantity of fuel used could be accurately ascertained by measuring the height of the level at the start and topping up, with known quantities, to the same height afterwards. The liability of error is far less with this system than by dipsticking a large tank.

On our more exacting test the consumption rate was just over 8 m.p.g., and we are confident in stating that any operator on normal or even moderately difficult service will be able to improve upon this. Starting from the Albion London service depot near Neasden Bridge, we travelled by the North Circular and Edgware loads to the summit of Brockley Hill, and then returned.

Whilst drivers of light vehicles may regard the Edgware Road as practically flat, a heavy machine, such as this Albion, shows it, by its performance, to rise gently but steadily as it stretches north-westwards. The slight gradient would not matter materially were a high-enough speed practicable, but traffic conditions prevented cruising at even 20 m.p.h. and third and fourth gears were constantly in requisition.

In short, it was heavy going all the way out, and for the final quarter of a mile we had three minutes of first gear. We would estimate that this route is even more severe for a consumption test than the course we usually take for Albion road tests from the Scotstoun works to Strathblane and back.

Brockley Hill has a gradient of about 1 in 8, up which a speed of 4-5 m.p.h. was averaged, the exact time for the quarter-mile being 3 mins. 10 secs. The long approach was commenced in fourth speed at 15 m.p.h., downward changes being made at 12 m.p.h. (into third gear), at 9 m.p.h. (into second gear) and, just after the foot of the 1-in-8 section, at 5 m.p.h. (into first gear).

At the summit, immediately after the climb, the temperature of the cooling water stood at only 170 degrees F., 106 degrees above atmosphere.

Subsequently, up a slope of 1 in 6, we accomplished successfully a restart. First gear was, of course, employed, and there was not much power to spare.

In this connection a few remarks about the hand brake are not out of place. It is, we believe, unique in being power operated. We have in the past, on more than one occasion, suggested the inter-connection of the hand lever with servo gear, so that it is gratifying to us to know that this has been done, and has proved successful.

Operation of the lever, with little effort, produces a retardation comparable with that of. the foot system. Accordingly, no difficulty is experienced in holding the vehicle on a steep hill by the hand brake. When releasing the brake, however, while taking up the drive, a somewhat altered technique is needed, and at first, when handling the vehicle ourselves, we found a little difficulty in synchronizing the operations, being inclined towards lag in releasing the brake. The knack, however, is soon acquired, and we have nothing but praise for this excellent arrangement.

On the level, our tests showed by distance

measurement that the hand system has an efficiency of 30 per. cent., which means that it constitutes a safe and useful service brake. That is more than can be said for a regrettably large number of modern commercial vehicles, on which the hand brake is little more than a -parking device.

As for the foot brake, the stopping distances we recorded class it as up to standard for all types. The distance readings we took at 10, 15, 20, 25 and 30 rafp.h. (one trial only in each case), when plotted, defined almost precisely the curve shown on the accompanying braking graph. The retardation afforded is just about '50 per cent., and we believe we are right in stating that this is the best We have yet recorded for a rigid eight-wheeler.

The maker, obviously, has made considerable effort to ensure efficient foot braking, for no fewer than four vacuum cylinders are incorporated in this system. There is a fifth for the hand brake. All wheels, except the leading pair, are braked, and, with full application, all are nearly locked.

The equality of the retarding forces, exerted by the six wheels affected, was definitely noteworthy, as judged by the marks on the well-gritted tarmacadam surface on which we made our trials. The tendency appeared to be for the tyres to tear up the surface, rather than to slide along it, and its resistance to this treatment seemed to be the limiting factor.

Negligible Time Lag.

There is a little time lag, but that this is of small consequence is evidenced by the fact that, from 25 m.p.h., our stopping distance from the word go was 50 ft., and by the marks on the road, 45 ft.

Considering now our acceleration graphs, our tests corroborated a view we had formed earlier, that the fifth speed is really a service gear and not just for use when conditions are especially favourable. Moreover, the performance of the vehicle points towards an engine torque that falls off rather quickly as maximum "revs." are approached. For example, 20 m.p.h. is the road speed at which the governor cuts in in "fourth," but, on a slight up-grade, a change up to "fifth," at about 18 m.p.h., results in more rapid acceleration than does remaining in the lower gear.

When plotting the curves from the readings taken, we noted a tendency for the slope of the curve to lessen well before the governed speed is reached. To whatever performance Characteristic of the power unit this may be attributable, the fact remains that it pulls outstandingly well at moderate revolutions.

As witness to this, we point to the acceleration in fifth gear. It has become our custom, when testing chassis with more than four ratios, to time the acceleration in " top " from 15 m.p.h., because, generally, it is hardly practicable to employ the highest gear under this velocity.

Good Slow Pulling.

Despite a 0.18 to 1 ratio, however, and a maximum of 32 m.p.h., the Albion engine was quite happy at 10 m.p.h. and, from this speed, accelerated steadily without the least sign of distress. Rapid gain in velocity was also a noteworthy feature of the tests in fourth and third gears from 10 m.p.h. and 5 m.p.h.; respectively.

Throughout all acceleration trials, and the hill-climbing, no smoke was observed from the exhaust; indeed, the only time when any visible gases were noticed was on one occasion when the engine was left ticking over for a considerable period. Even then there was only a faint haze detectable. We also failed to detect, at any time, more than a trace of smell.

A long spell at the wheel, much of which was in London's thickest outer-suburban traffic, left us unfatigued. Steering, in view of the weight of the' vehicle, is surprisingly light, and no control calls for much effort to operate. The ease with which the gears of the secondary box can be changed is noteworthy, and we experienced no difficulty with the main box except in getting into "third." Here, again, the knack is soon acquired, and there seems no justification for criticizing the design.

Mitch information relating to this chassis is contained in the accompanying table and dimension and timing diagrams, but a brief description of other salient features will be of value.

The engine has a heavily ribbed aluminium crankcase-top-half bolted to the cylinder block, and the heads are in two castings. Unmasked valves, the exhaust slightly the larger, are disposed vertically on a line offset from a diameter, and the injector, slightly inclined, is as near the centre as the valves permit. A recess in the piston crown is roughly concentric with the injector nozzle.

Interesting Bearing Construction.

Alloy pistons, with three compression and two scraper rings, operate, in dry linefs, and are connected by shaped H-section rods to the seven-bearing crankshaft, whilst it is of note that the big ends are of lead bronze with a veneer lining of white metal. There is a torsionalvibration damper behind the front main bearing.

A triplex roller chain drives the high carrishaft and auxiliaries, these all being situated on the near side and including a C.A.V.-Bosch injection pump, Reavell exhauster, and, below them, a water pump and easily detachable dynamo. Lubrication is by pressure to the big ends. Fuel is fed by an AmaI pump.

The engine is supported on elaborate rubber and spring mountings, and to it is bolted the clutch and main box, the super box being slung between crossmembers. In the intermediate shalt is a further vibration damper. There are six Hardy Spicer joints in the transmission line. A device permits engagement of the super gear only when the direct-drive dogs in the main box are in mesh, the object being to relieve the secondary mechanism of heavy torque.

Both axles, at the rear are driven, over-type worms, with 8-in, centres being employed. One of our pictures shows the cooling fins on the axle sumps.

Twin semi-elliptic springs on each side form the rear suspension system, their adjacent ends being coupled by a rocking beam. The front suspension employs semi elliptics for each axle.

Straightforward Steering Layout.

In the steering linkage two drag links are attached. one each side, to the drop arm. The shorter controls the leading wheels direct, and the latter the second wheels, via a relay drop arm and third link.

There are brake drums on the wheels of the second, third and fourth axles, and the hand-brake servo cylinder is outside the frame, near a large vacuum tank.

Investigation reveals this big Albion chassis -to be well equipped, and, from the engineering viewpoint, its design maintains the enviable reputation of the com

pany. Taking these facts in conjunction with its behaviour on the road, we have formed the opinion that it will win popularity. Furthermore, it should be capable of service under hard conditions, as well as on long-distance trunk-route operation.

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Locations: London

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