THE 11 'AND 2-TON DEARBORN CHASSIS.
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Two Recent Arrivals from America Built Up with Units Supplied by Well-known American Manufacturers.
AMONGST the eommercial vehicles which have recently Made their first appearance in the British market are the two Dearborn chassis, one cf which is classified as a 1.1--tonner and the other as a 2-tanner. Both are very similar in appearance, but vary •slightly in detail as well as in size. •
We propose to deal in particular with the 2-ton chassis. The main difference between this and the lighter model is
that the latter has a Continental engine, Fuller multiple cliebclutch and gearbox, Columbia front axle, and solid tyres all round, whereas the 2-tonner has a Buda engine, Borg and Beck multiple disc clutch, Grant-Lees gearbox, Torbene-en front axle, and pneumatic front tyres. Both are fitted with worm gear as the final drive.
To continue with the 2-ton model, the frame is of channel section steel, inswept slightly close behind the dash, but Otherwise straight. It is of the -same dinien,sions throughout, and is provided with a dropped cross-member at the front, which supports the engine, clutch, and gearbox unit by means of a centrally positioned trunnion bearing. At the rear this unit is supported at each side by cast extensions of the flywheel housing. A second stout arched cross-member is situated midway between the dash and the end of the frame, close to the rear spring front brackets. A straight cross-member is also positioned close to the rear spring rear brackets.
The Buda engine is four-cylindered, with a. bore and stroke of 51 ins. and 5-b ins, respectively, the cylinders being
cast en bloc. The oiling system is of the constant level splash type, the oil being circulated by a gear type pump. All the valves are on the off side, as is the magneto and fan belt driving pulley.
The valve springs and ,tappets are enclosed by a single neat plate. The petrol supply is on the popular Autovac system, whilst the magneto is an American Bosch.
The radiator is of the east-iron header, and bottom tank type provided with rectangular tubes surrounded by gills. Each side bracket is supported on a -rubber buffer, I* in. thick; and held by a spring-loaded bolt.
The drive is taken through a multiple dry di.c clutch to a three-speed-andreverse gearbox of the selective eliding type> which forms a unit with the engine. The change speed and hand brake levers are situated on the to of this box, the change speed being of the invisible gate or bail type. A carclan shaft with two star type universal joints, which are totally enclosed and protected by cupped steel pressings which can be adjusted up to the cardan joint housings, conveys the drive to a semi-floating worm-driven rear axle. In this axle the worm gear and differential are supported by the top cover, so that they can be removed With ease for examination or repair.
The axle casing is of the pot type, the extension arms being tubular and well ribbed. The driving shafts are supported at each end in large diameter ball bearings.
The wheels are of the wood artillery type fitted with single solids at the rear and single pneumatics at the front. Both brakes act on drums bolted to the rear wheels, the shoes, which are of the internal-expanding type, being situated aide by side.
The springs are of ample length and strength. A special point about them is that they are provided with oilless bushes. The rear springs act as both torque and radius members.
The steering gear is' of the Screw, and nut type, the tiebar being situated behind the axle, .which, as we have already said, is a Torbensen.
The ignition and throttle levers are situated below the steering wheel. No foot accelerator is provided.
The concessionnaires for the Dearborn chassis are Watkins and Doncaster, Ltd., 95a, Great Portland Street, London, W. 1.