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13URFORD GOODS MODEL
IN past years the Burford had a god reputation as a. sound commercial chassis, its internal-gear drive being a noteworthy feature ler a medium-weight model. The latest type to bear the name —Model B—possesses the same features and is now_ marketed by H.. G. Burford and Co., Norfolk Works, Princes Road, Tedding ton, Middlesex.. The proprietor of the concern is Mr. C. Henry Gray.
The example which we luSpected was the latest type of 24-3-ton chassis,' priced at I395, and mounted, on pneumatic tyres. Although the Burford is sub
stantially built the chassis weighs only 1 ton 19 _cwt. The usual body for a vehicle of this pay-load class would average 10 cwt. to 15 cwt. In the former case it could travel at up to the 30 m.p.h. legal limit.
A straight channel-steel frame 5i ins. deep is liberally braced, whilst below the radiator is a pressed-steel member, to which the base tank is secured by two
i-in. studs. Leather bedding washers g;Ise a degree of flexibility to the mounting of the radiator." The propeller-shaft centre bearing is carried by a cranked cross member, whilst a double
one is used at the Point where the. front anchorages of the roar springs are situated. Another pressed member ties the rear ends of the main channels. Behind -the gearbox is a lateral tie rod and there are
three of these at the rear anchorages of the back springs.
In this frame the engine-gearbox unit is three-point mounted. The fourcylindered engine, of 4-in, bore and 5i-in. stroke, develops 37 b.h.p. at 1,500 r.p.m. It has three main bearings, a separate cylinder block and crankcase, a detachable head to the monabloe casting, and a splash-lubrication system —with pump circulation ; all the auxiliaries, except the carburetter, are on the near side ; behind the last-named component are the enclosed side-by-side valves and above it are the manifolds, Tandem mounting is used for the water pump and fixed-firing-point magneto, whilst the fan is driven by belt from the pump shaft. Below the driving seat is a 14-gallon fuel tank.
Between the crankcase and four-forward-speed gearbox is a multipledisc clutch, running dry. A ballmounted lever on tho box controls the gear shift and beside it is the handbrake lever, taking effect upon an externalcontracting shoe type brake carried on the bevel-pinion shaft. The drum is 10 ins, in diameter and 3 ins. wide.
The pedal operates .internal-exPanding shoes in the 18-in. by 3i-in. rearwheel drums. Turnbuckle. adjusters are provided in both systems ; the foot brake has compensating mechanism.
Behind the gearbox is a fabric universal joint. The primary propeller -shaft
terminates behind the centre bearing, aft of which is a Bardy-Spicer-jointed open shaft leading to the spiral-bevel reduction and differential gears, carried in a casing riveted to the dead, load
carrying axle. .• The second reduction consists of internal-gear drives in the brake-drum casings ; an oil retainer is, of course, employed on each side. By means of this constrUction . the differential and bevels can be made much lighter than usual, owing to the reduced torque which they transmit.
With a 6.11-to-1 overall reduction the road speed is 26.3 m.p.h. at 1,500 rpm. of the crankshaft. Optional ratios (overall) are 7.4 or 8.6 to 1.
Suspension, both fore and aft, is by semi-elliptic springs, the front ones having 11 leaves, 2-1 ins, wide and 3. ft. 6 ins. long. The rear ones are 4 ft. long, 3 ins, wide and have 13 leaves. All are mounted above .their axles.
Detachable disc wheels carry '36-in. by 6-in, pneumatics and a spare wheel and tyre are standard equiprnent. The leading dimensions of the chassis are as follow :—Wheelbase, 12 ft. ; front track, 5 ft. 3 ins.; rear track, 5 ft. 2i ins. ; overall length, 17 ft. 10 ins.; frame length behind driving seat, 10 ft. 9 ins. ; rear axle to end of frame, 4 ft. 01 in.