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The Clyde Three-ton Chassis.

9th March 1916, Page 4
9th March 1916
Page 4
Page 5
Page 6
Page 4, 9th March 1916 — The Clyde Three-ton Chassis.
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Particulars are now Available for Publication of Another All-British Chassis for Net Loads of Three Tons.

• We think that by now, with the aid of the several new.l3ritish, machines of this type that have7been brought to a marketable stage-during the last year,together with many more of American origin, the three-ton crisis, which reached such an acute stage in the early days of impressment, is fairly over. The advent cf another new chassis of this size is nevertheless a matter of interest. The first model of the " Clyde " chassis was actually completed and placed on the road nearly two years ago, and has been in daily use ever since ; others also have been completed and sold and are likewise giving satisfactory and

• continuous service.Not until quite recently, however, was it convenient for us to examine this machine with a view to a description, so that on this occasion, while we believe we :lave once more the pleasure of presenting to our readers the first published particulars of the new chassis, it should be noted that the design and the construction have been proved by commercial use extending over a considerable period.

On Stereotype Lines. Chain Drive.

The specification of this model is quite a norma7. one, embodying a four-cylinder engine and threespeeds-and-reverse gearbox with final drive by means of a pair of roller chains. There is little in the detailed construction either, which may be described as strikingly original ; the aim of the maker seems to have been rather that of proceeding along well-defined lines, adopting only such methods and ideas as have proved themselves, in times past, satisfactory in the hands of users, no9 Aster Engine.

The engine is by that wellknown maker, the Aster Engineering Co., Ltd., of Wembley. The four cylinders are pair-cast, 4-R ins. by 51ins, bore and stroke respectively, the R.A.C. rating for a power unit of this size being 30 h.p. Both inlet and exhaust valves are placed on the near side of the engine, so that the necessity for two camshafts is therebyobviated. This construction also, it may be ob-served, lends itself admirably to the production of an engine of clean exterior appearance. The particular unit adopted is almost too well known for us to need to devote a great amount of space to a description of its details. Two quickly-detachable valve covers serve to enclose and protect the whole of the valve gear, besides also being of very considerable assistance 11). silencing the noise from the tappets. A feature is made of the use of gunmetal for the shells of the main bearings ; these are lined with the best quality anti-friction metal, as are the connecting-rod big ends. The lubrication is forced to the main bearings and to the crankpins.

Ignition. Carburetter. Radiator.

High-tension magneto ignition is fitted, and the carburetter is a Claudel-Hobson. The cooling water is pump-circulated by a centrifugal pump of 1.argQ capactty. This can be seen on One of our illustrations as lying on the near side of the engine, being driven by the same shaft as that which drives the magneto. Clutch and Gearbox.

A simple Ferodo-lined-cone type of clutch is fitted on this machine. The central portion is of aluminium, and made as light as possible, so as to minimize the effects of spinning when changing gear. The clutch spring is so arranged that, except for short periods when disengaged, the thrust is self-eontamed. Adjustment is also very 'readily effected by merely screwing or unscrewing three small nuts. The long universallyjointed clutch shaft runs thence to the three-speed-and-reverse gearbox. This unit is of what is termed the " constant mesh " type, and by this we mean that the pairs of gears for each particular speed are always engaged one with another.

In order to couple up to the actual drive shaft for the rear wheels, very substantial dog clutches are provided, and by the aid of these the main drive may be engaged by any particular set of gears. The arrangement is, of course, by no means novel ; its advantage is that instead of having to engage the comparatively small gear teeth endways on, the very substantial dogs or claws of these clutches take up the first shock of the drive. These sliding dogs are on keyways cut from the solid shaft, and are not dependent on the fitting of loose keys. Change of gear is effected by means of the usual side lever operating in a gate. A simple locking arrangement is provided which effectively prevents two gears meshing at one and the same time. The gearbax proper is extended rearwards so as to form a casing for the differential gear and main drive bevels, Ind fitted into these again are two tubular extensions, which serve both as attachments to the main frame and also as covers for the cross-shafts. It will be gathered from this and by a glance at our illustration that this particular unit is, three-point suspended. The fore-end, as may be seen, is bolted to the rear cross-member, of the engine underframe. Features of the gearbox are the very largo hand hole covers provided, so as to facilitate a very thorough examination of the internal gearing.

Final Drive. Axles. .

From the cross-shaft the drive is, as is customary, by means Of sprockets and chains to chain wheels bolted to the rear-wheel brake drums. The rear axle is. a solid forging of nickel steel. Adiustment of the tension of the driving chains is very simply attained by means of a screw and lock nut on the end of each radius rod. The front axle is a "Butler's patent:" This particular unit is becoming very popular ; it is built up of two steel channels riveted together back to • back,

Brakes. A New Typeof Internal

Shoe _

Brakes. A New Typeof Internal

Shoe _ . Twosets of brakes are provided. The foot brake is a Contracting otie and takes' effect on a prolonged :part of the .gearbox shaft whicih projects.at the rear end of this unit The pressure' of 'the shoes 7is effected. by a powerful toggle rtreition, and all the parts appear

• (6..be 'very accessible both for ad

• justitis4it. and alSo whenever the need for replacing the liners becomes imperative. The shoes Of the Side brakes, which are internal ones, form‘ the subject of a patent. -The construction is on similar lines to that of the ordinary cast-iron piston ring. The shoes are first.of all lined and then turned to the correct size so as to fit the dram—. They are then cut at the side which is so shaped as toaccommodate the expander pin, and by means of an ingenious arrangement of the

springs and slotted holes for the fulcrum pins these shoes, although held quite apart from the drum during the periods of non-engagement, when in use bear on the drum for practically the complete circumference, instead of, as is usual with the more normal type of expanding shoe, on a comparatively small area.

On the whole, the chassis is worthy of commendation. It is strongly built on sound and welltried lines ; simp:icity of construction is perhaps its outstanding feature. In this respect, we may point to the design of the frame, which is perfectly straight both in plan and in elevation. It consists of a pakeof channel-section pressed steel side members connected together at suitable intervals by cross-members of similar material. The engine and clutch gear are carried by a special underframe which is suspended from the main frame by very stiff, short, pressed-steel brackets. At the present time the road wheels are of the artillery pattern, built up on cast-steel hubs; they are all fitted with gunmetal bushes and are of such size as to accommodate 870 mm. by 100 mm. tires all round, singles on front wheels and twins on the rear.

The maker of this latest addition to the list of available threeton machines is Mackay and Jardine, Ltd., West Cross, Wishaw, Lanarkshire. Those of our readers, and especially North Country firms, who are contemplating the necessity of purchasing a lorry, should certainly consider the Clyde as a useful proposal— and it's British.

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