CATERING FOR USERS OVERSEAS.
Page 53
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The Star Flyer Chassis Now Equipped with Spiral bevel Drive.
WHEN, in August, 1926, we first examined the Star low-level chassis we were very agreeably impressed by the cleanliness displayed in its design and the air of simplicity, which experience has proved was not deceptive. In November of the same year further improvement was effected in the chassis by the adoption of a fine example of engine design in the form of a six-cylintlered unit of the o.h.v, type, which gives the vehicle a road performance practically equal to that of a touring car. Further experience with this model has shown that, whilst putting up a wonderful performance in this country, it suffered from the disadvantage of small clearance beneath the undertype worm of the final drive, this, of course, only being of importance when the overseas, trade was to be considered.
Increased Ground Clearance.
To prevent any difficulty in this and to provide a chassis suitable for all conditions of service, the maker, the Star Engineering Co., Ltd., Wolverhampton, has brought out a new model with a spiral-bevel axle which gives a 10-in. clearance, this now being the minimum throughout the chassis, and a practically straight-line drive. The only other detail modification is in respect of lubrication, for at the off side of the chassis there is a single nozzle for the grease gun, which leads, by forked pipes, to the brake-rod cross-shafts and the centre bearing of the propeller shaft, thus doing away with at least four out of five points which it was formerly necessary to lubricate indWidually.
Details of New Axle.
The new axle hag a vertical banjo casing with a cast-aluminium inspection cover at the rear, this also carry
ing 'a filler level. Nickel-chrome steel tubes are 'let into the central casing, -which is a malleable casting.
Thin model will be priced the same as the worm-driven pattern, i.e., 090, with .£25 extra for front-wheel brakes, if required.
We had a short trip on an example of the latest chassis and found it exceeded all our expectations. It is remarkably quiet, accelerates unusually rapidly, even with its full load, and is extremely light on the steering; in fact, it has, as its maker claims., the qualities of a touring car combined with the strength and reliability of the commerdal vehicle.
It may be of interest to give a brief resurn6 of the whole chassis. The six cylindered engine has a bore of 75 mm. and a stroke of 120 nim. It is rated as a 20-26 h.p., which, we presume, means it is capable of developing a maximuna of 60 b.h.p. Although by no means of excessive length, the crankshaft has seven bearings and is particularly stiff. The connecting rods are of Duralumin with white-metal-lined brass cages for the big-ends and phosphor-bronze bushes for the small-ends. Loose balls are used at both ends of the tubular push-. rods, and a gear-type pump forcee nil through a filter to the main-bearing journals and camshaft bearings. Troughs are provided for the big-ende, and these are fed by drainage from the main bearings and from the timing gears, which are supplied by a separate pipe. A hot-spot is formed by combining the inlet and exhaust manifolds.
The radiator is of .the header-andbottom-tank pattern with vertical tubes, and circulation of the air through it is assisted by a fan. The cotoling water le forced through the system by means of a pump mounted in front of the upper part of the timing case, whilst the dynamo and magneto are driven in tandem through the medium of Simms ver
flier couplings the arrangement being such that, in the event of the dynamo failing, the magneto can be moved forward to take it place, and thus continue to be driven.
The clutch is of the double dry-plate type, and the four-speed-and-reverse gearbox is mounted as a unit with the engine.
The main dimensions of the chassis are: Wheelbase, 14 ft. 2 ins.; track, 5 ft. 2 ins.; overall length, 19 ft. 11i ins.; dash to end of frame, 15 ft. 2i ins.; frame height from ground when loaded, 2 ft.
During a recent visit we paid to the works at Wolverhampton we noted that several chassis had stout stay rods under the side members. These are not considered by the maker to be necessary, but had been asked for by certain buyers before the chassis had been tried out. The neat manner in which these rods are fitted can be seen by referring to the chassis view published at the top of this page.
A neat provision which assists in keeping the engine unit clean is the fibre mudshields fitted at the sides of the unit.