New Maudslay Models : First Particulars.
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The Maudslay Motor Co., Ltd., of Coventry, again Enters the Industrial-Vehicle Market. New 30-cwt. and 3-ton Worm-drive Models.
In the course of our advance notice of the commercial-motor exhibits for the forthcoming North of England Show at, Manchester, in our last issue, many of our readers will no doubt have been interested to read that the Maudslay Motor Co., Ltd., of Parkside, Coventry, has once again decided actively to participate in the commercialmotor-vehicle industry. This company, of course, is no stranger to the requirements of the industrialvehicle user. Both its early threeton and its lighter models have done good service—and, for the matter of that, many of them are still yielding excellent results to their owners. The policy of the company in recent times has, however, tended towards concentration on the models of pleasure cars for which this Coventry works has secured a first-class reputation.
By the courtesy of Mr. Cyril Maudslay, THE COMMERCIAL Mown has been afforded the opportunity to take photographs of, and to publish the first descriptive particulars of, the two new industrial models, several examples of which are already nearing completion in the works at Parkside. A complete 30cwt. vehicle, as well as a three-ton chassis, will be exhibited on the Maudslay stand at the Manchester Show, from the 16th to 24th inst.
The general lines of construction of these two new models are .similar, and the designs only vary in degree; the principal difference, of course, is in the matter of engine. The 30-cwt. model has embodied in it the standard 17 h.p.
4-cylinder engine, which has a bore of 90 mm. and a stroke of 130 mm. The three-ton chassis has to carry a 25-30 h.p. engine, which has a bore
of 44 in. and a piston stroke of 5 in. —two dimensions which have long been favoured by this maker. The distinctive constructional characteristics of the Maudslay engine have been retained in these latest designs. The overhead camshaft, and its vertical drive through two pairs of spiral gears, is the most noticeable feature of an engine which is no slavish copy of conventional practice. The cylinders are cast in pairs, in both types, but the separate castings are bolted to
gether on faced joints so that continuity of water jacket is secured through the whole block of four. The crankcase, which, by reason of the Maudslay practice of putting the valve gear out of the way on the top of the cylinders, is remarkably accessible, has no engine arms. On the 30-cwt. model the flywheel end of the case is supported on a pressed-steel cross-member at two points, whilst the front end of the case is carried by means of a circular cast extension which is housed in a single bracket of suitable design, suspended on a tubular crossmember. On the larger model the suspension of the engine and of the gearbox is secured by means of the provision of a, stiff subsidiary frame. Engine lubrication in each model is by means of a small pump, which draws oil from a sump in the bottom of the crankcase, and circulates it through the drilled crankshaft.
The water cooling is thermosyphon into a radiator which preserves the same contour that was standardized on the earlier industrial Maudslay models. Sturdy side castings, which are flexibly attached to the frame, support ample aluminium top and bottom headers, between which is located the assembly of gilled tubes, the ends of which are sweated into thick flat gunmetal plates ; these plates make joint with the aluminium headers by means of two stout rubber packing strips. The outlet from the bottom of the radiator is in duplicate, and a separate pipe takes the water to each side of the engine jacket.
A feature which will undoubtedly be of considerable interest to users, and, indeed, to all those interested in the industry, is the new Maudslay carburetter Which is to be em
bodied in these latest models. The principle of construction embodies the use of short multi-jet pipes, each of which serves a group of two cylinders in the engines described. Those short pipes, which are horizontal, are covered or uncovered, according to the demand on the engine, by means of sliding sleeves. The jets are all fed from one coinn-ion float chamber. Hot air is, when necessary, drawn from a neat form of cage, which embraces the bases of the two forward cylinders. Cold air is drawn through a by-pass into this air-supply pipe.
Users will remember that, at one time, a distinctive feature of the Maudslay dashboard was the position of the magneto, which, by virtue of a piece of neat design, was supported on the dashboard and driven from the rear end of the overhead camshaft. This rendered the magneto very accessible, but to a certain extent it must be admitted that it was in the way of the driver. The magneto has now been placed to the off-side front of the engine, It is mounted on a " V " slidinsr. base, so that the chain by which it is driven from the crankshaft may he adjusted. Provision is made for the surrounding chain ease to accemmodate such adjustment.
The flywheel is, in the usual way, made to serve as the outer member of a leather-faced cone clutch. A refinement is embodied in the form of a pressed-steel ring, which is screwed on to the rear face of the flywheel. This is intended to confine a small quantity of castor oil with which the leather on the clutch kept dressed. The inner edge of this steel containing plate is in turned. The clutch-operating mechanism, which is of compact and simple design, also embodies a large-diameter leather-faced ring, which comes in contact with a suitable machined face on the front end of the gearbox.
The gearbox itself calls for little specific mention. It is of generous dimensions, and is free from eccentric design in any form. Four
speeds are provided, and in the standard model the top is direct. A gate change and a simple form of selecting gear are embodied.
Two sets of brakes are fitted, and we were interested to notice that the countershaft brake, situated in the immediate rear of the changespeed gearbox, was operated by the hand lever, whilst the internal shoe brakes on the back wheels were actuated by pedal. This is an unusual arrangement, although it is not a new one. We think it has much to commend it. The pedals, by the way, have faces which are filled with lead.
A long propeller shaft, which has universal joints fitted with ball races, drives straight through to the worm, which latter is situated on the top of the live axle. A straight-through drive of this description is possible on account of the employment of a gearbox in which the shafts are side by side.
The back axle is, perhaps, Tfie most noticeable feature of Maudslay standard design, and in these new models this speciality has again been included in another form. It will be remembered that this constructor has for many years employed a stout forged axle, which is bridged in such a way as entirely to surround the differential gear. On the bevel drive type of axle this bridge is vertically disposed. Now t hat the worm-drive axle has been standardized, however, this bridge is made to lie in the horizontal plane. It is bored to receive the top .section of the aluminium pot casting, which houses the whole of the differential gear and the worm drive. The worm reduction on both models is 74 to L The large ball bearings, as well as the thrust races, are contained in this top casting, and are held in position by means of aluminium clamps, secured by steel reinforcing pieces. A second aluminium casting fits on to the bottom of the main pot, and so completely encloses the backaxle driving gear. No torque rods or radius rods are employed, the
back springs being anchored at their front ends and made to do duty for these two components. The side-frame members are of channel steel, with tubular cross-members_ The dashboard is of steel, and is curved backwards over the top of the steering wheel. The steering gear is of very substantial design, and presents no unusual features ; the articulated joints are of generous proportions, and the front steering rod is disposed behind the axle. The whole of the control is most "get-at-able,"
Atlas type cast-steel wheels are to be standardized, and these will run on the latest pattern of Hoffmann roller bearings. In the ease of the front wheels, these bearings are of the combined thrust and load type.
The 30-cwt. machine has a wheelbase of 11 ft., and can accommodate a body of 12 ft. 6 in. behind the dash, whilst the three-ton machine has a wheelbase of 12 ft. 6 in., and corresponding body space of 13 ft. 6 in. The road wheels on both models are 34 in. in diameter.