Another American Chassis for High Speeds.
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TN our issue dated June 2nd, we published, details of one of the latest American chassis which has been expressly designed to carry 30-cwt. loads at high speeds, and we now learn of another production of a United States manufacturer which falls into the same category so far as its speed capabilities are concerned. The production of these high-speed models is of more than passing note for, apart from indicating a definite trend of design, they. show how changing traffic and delivery conditions are tending to influenee construction. Details of such machines are of particular significance in this country at the present time on account of the fact that a number of prominent British makers are building or designing chassis which will enable them to take full advantage of the anticipated revisions in the Motor Car Act. • The latest American chassis of this description is the Acme Flyer, which is built by the Acme Motor Truck Co., a Cadillac, Michigan, It is designed to carry 1-ton loads, and, like the Fisher Fast Freight chassis which was described in the issue mentioned above, it relies for its power upon a Continental 54 four-cylinder engine which has a bore of 4f ins, and a stroke of 4i ins. This type of engine seems to be particularly popular with American designers of lorries intended to maintain high speeds.
The clutch and gearbox form a unit with the engine, which is three-point suspended. A gear-type oil pump provides for full-pressure lubrication throughout, whilst a centrifugal pump circulates water through the cellular radiator. A Zenith carburetter and complete Autolite electrical equipment are standard, the storage battery being of Willard make. The multiple-disc clutch and the three-speed gearbox are both Brewn-Lipe precincts.
At each end of the one-piece tubular driving shaft are fitted two heavy universal joints; a Hotchkiss drive is used. The gear ratios are 4.8 to 1, 2.25 to 1, and 1 to 1, that of the reverse speed being 6 to 1.
The axles at the front and the rear
are of Columbia manufacture. The front axle is a drop forging of I-beam sections, being 24 ins, in depth and having a 2-in. flange. The rear axle is of the full-floating type with a gear ratio of 5.1 to 1. In the case of the front axle ball bearings are fitted in the spindle, with taper roller bearings at the wheel hubs. . The rear axle has taper roller bearings throughout, with two bearings at each wheel hub.
The brakes consist of internal-expanding and external-contracting shoes operating' on 16-in, diameter drums. The steel wheels, both front and rear, have demountable rims and carry pneumatic tyres of 30-in. by 5-in. dimensions.
The pressed-steel side channel members of the frame are 5 ins. in depth, h-in. in thickness, and have a 3-in. flange tapering down to 2 ins. The width at the back of the driver's seat is 34 ins.
Semi-elliptic springs, 2f ius, wide, are fitted all round. The front springs are 38 ins., and the rear 50 ins, long, all of them having bronze-bushed eyes.
The chassis lubrication is on the Alemite system, whilst the electric starter and generator are standard equipment. Other equipment includes lamps, electric horn, jack and tools. The chassis sells at $1,295.
The full length of the chassis. is 15 ft. 9 ins., and the loading space 8 ft. 1 in. The weight distribution in the case of the chassis only is 57 per cent. over the front axle and 43 per cent, over the rear. When fitted with a body and fully loaded, 65 per cent, of the weight is carried by the rear axle.
The. maximum pay lend of the Acme 1-ionner is 2,000 lb., the body allowance 1,000 lb., and the chassis weight 3,125 lb., making the total weight of the loaded lorry 6,125 lb. The distance from the ground to the floor of the body is 2 ft. 6 ins. The tread, both front and rear, is 4 ft. 10 ins., whilst the turning radius is about 20 ft. '
The company are also producing standard bodies and cabs to fit this new chassis. The weatherproof cab is listed at $145, and is fitted with a wide door at each side and a two-piece windshield.
In addition to the foregoing model a long chassis with a wheelbase of 12 ft. 6 ins, and equipped with 32-in. by 6-in. pneumatic tyres on the rear wheels is being produced. This model is mainly being fitted with tipping bodies 7 ft. 6 ins, long and 4 ft. 6 ins, wide with 12-in, sides, together with a mechanical hoist. The distance from the ground to the floor of this body is 3 ft., which is comparatively low for a tipper, yet a good tipping angle is given.