An Exacting Test of
Page 36
Page 37
Page 38
If you've noticed an error in this article please click here to report it so we can fix it.
THE NEW ALBION ti-TONNER
This Latest Model has One of the Largest Pay-load Ratings Among Modern 30 m.p.h. Chassis. A Thorough Trial Shows that its Components are Well up to their Work WE announced on September 6, last, that Albion Motors, Ltd.. was introducing a new 41-tonner w.tth an unladen weight of less than 21 tons. This model, which is distinguished by the number 127, and a machine of similar design but having normal control and a maximum pay-load capacity of four tons, are now in production, and, judging by the activity at the Albion works, appear to be already in big demand.
The latter model is designated HL126, has a wheelbase of 14 ft. and a body space of 13 ft. 91 ins. It is described as a 31-4-tonner, the larger loading being permissible only if the weight be concentrated forwards. The forward-control model is available with three wheelbase lengths : J.S.127, 10 ft. 9 ins. ; J.127, 12 ft. ; and J.L.127, 14 ft. The second of these three is the subject of this description and road-test report.
Before describing the chassis in de-tail we can state that no sign of weakness in any respect was brought to light by our series of searching tests ; indeed, several marked improvements on previous machines were revealed.
The general specification of all four models, except for the obvious differences, is the same, and the type is a development of the 4-tonner, a road test report of which was published in The Commercial Motor dated March 8, 1935. Apart from increases of size, strength, etc., outstanding improvements include a new and more pleasing design of radiator, the use of Dewandre triple-servo brakes, and the greater provision of means. to diminish vibration. The firstnamed is higher, has narrower sides, a more rounded base and a grille in front of the tubes. The second and last we deal with later in this article. Constructionally, the power unit, in the main, resembles its prototype. The stroke, however, is longer, with the result that an extra 5 b.h.p. is developed, whilst, whenever it has been found practicable, weight has been reduced, the new engine being ; actually lighter than its slightly smaller predecessor.
The magneto has been superseded by a Simms coil-ignition set, with automatic centrifugal advance-andretard mechanism, but provision is made for employing a magneto if this be specified.
The contact-breaker-distributor unit is driven by an inclined shaft, through skew-gear from the cam shaft, and is accessibly situated at the front and on the near side of the power unit.
In connection with the lubrication system an important modification is the use of force-feed to the camshaft, whilst the driver is now warned of oil failure by an electric indicator on the panel mounted on the steering column.
An Amal fuel pump is now used to feed the Zenith carburetter, and the latest exhaust manifold incor porates an expansion joint. A simplified throttle-control mechanism is noteworthy. The plate-type pedal is connected with a cross-shaft, at the back of the cylinder block, from which a further rod runs to the carburetter on the near side.
Slow running is controlled by a , screw-knob mounted on the sloping bonnet end and acting on a third arm on the cross-shaft. Incidentally, this bonnet structure has been much improved, tidied up and lightened ; it is illustrated on the left. The precautions that have been taken to minimize the effects of vibration are engine mountings of unusual flexibility and a torsional vibration damper on the propeller shaft, situated just in front of the centre bearing. The front engine. suspension point is designed to permit rotational and transverse movement, up and down motion being allowed only at the rear. On each side of the flywheel well, an engine foot is hung from a bearer, above and below which there is a cushioning device. The efficacy of this
colinbination is clearly seen at low engine r.p.m.
To compensate for the absence of the frame-stiffening effect afforded by a rigid rear engine fixing, a specially shaped cross-member passes below the unit and has its ends, which are bent vertically upwards, bolted outside the main channels in line with the bearers.
This is but one of a number of steps taken to give great frame strength. The main cross-members, of which there are three, are heavygauge tubes, with flanged ends, secured by fitting bolts to the channel webs, whilst there is a stiff pressing under the nadiator and another—well cut-away for lightness—to carry the centre transmission bearing.
The foremost member is detachable, to facilitate removal of the a engine, and, while investigating its means for attachment, we found that the front off-side end of the main channel is reinforced to strengthen it where the steering box is bolted on, also that a neat conical-type rubber mounting is used for the radiator.
It is of note that the side channels are in. thick ; the frame, incidentally, is 2 ft. 101. ins. wide—about 5 ins, more than the earlier 4-tonner. Two other frame details of passing interest are the various stamped brackets, well " skeletoned " for lightness, and the provision of holes in the channels at points opposite the spring pins through which it may be convenient to insert a punch when it is required to drive out the pins.
Behind the engine, the open clutch has been increased in diameter and area, and is now operated by finger mechanism, instead of direct. We found it light to control and sweet in taking up the drive, and absolutely free from any tendency to slip. The clutch stop is now outside the gearbox.
Incorporating provision for a power-take-off and an air-pump drive, the gearbox is no longer controlled by a right-hand lever, but has a central change of the ball type. The lever is so set that all that is necessary to adapt it for normal control is to turn it through 180
degrees. Above the box and accessible through the floor of the cab are the gearbox filler and dip-stick.
Redesigned for bigger loads, the back axle has a new worm-and-wheel unit, a four-pinion differential, and sturdier hilly floating half-shafts. Another new detail is found in the hub-driving arrangement. Four of the hub-cap setscrew holes carry cylindrical dowels, which transmit the drive, the setscrews passing through them. This construction greatly facilitates inserting an axle shaft.
Petrol consumption being generally re garded by operators as of first importance, we commenced testing operations by a run over the standard Albion consumption route to Strathblane and back. This was done in driving rain and a gale of wind, which did not make the conditions any easier. u28 Furthermore, the route, which totals 20+ miles, climbs out of Glasgow to a height of some 450 ft. and then drops about 200 ft., so that a long ascent has to be negotiated on the outward journey and a short, steep one on the return. Only fourth and third gears were used, however, except on one or two occasions because of traffic baulks. Just under 1i gallon was consumed. Thus the m.p.g. figure may be taken as 12.5, a very creditable return in view of the more than, average difficulty of the route.
Our hill-climb was conducted in Gardner Street, Glasgow, which includes. more than a quarter of a mile of 1 in 6. A straight run was accomplished easily in first gear, and a stop-and-restart test proved that the chassis, with a 41--ton pay load and a -5-ton body allowance, was just capable of restarting on such,, a gradient. A lower (61 to 1) axle ratio is available. The hand brake was entirely adequate to hold it unaided under such conditions.
In connection with the above weight figures it should be noted that our body allowance, although ample for a substantial 45-tonner body, was not the full legal amount permitted, for -the chassis can be equipped with a body weighing 14 cwt., without the 2i-ton limit being exceeded.
Returning to the hand brake, this, on a separate test, proved remarkably effective and does not require herculean effort in application. The foot-brake system is also well up to modern standards, and some good figures were obtained (see accompanying graph) despite wet roads.
So high was the wind, that our acceleration was materially affected, sudden gusts at times noticeably checking our progress during timing. Th accompanying curves, however, should be fairly representative if regarded as possibly on the low side, Liveliness and slow pulling are both features of the power unit, but, perhaps, its outstanding characteristic is its silence. No sign of ignition or detonation knock was detectable during our day's running.
At the wheel we found the gear
change easy and effortless, whilst the lightness of the steering wasa revelation. The lock permits the machine to be -turned without reversing in a 45-ft. road, with clearance on both sides, and the manner in which the wheel (now of the spring type) can be pulled round at low road speed is certainly not that which one has Come to associate with a goods vehicle of so large a pay-load capacity.