A FRENCH LIGHT EXPRESS CHASSIS.
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A Description of the Bei-liet " Baby " Which is Designed for Loads Up to 15 cwt.
AUTOMOBILES Berliet, of
Lyons, France, have, ever since their inception in 1890, been noted for their commercial vehicles. Their productions axe in the front rank among French manufactures, whilst Berliet vehicles have achieved no mean success in this country.
In the following article we propose to deal with what the company aptly describe as the "Baby of their Lorry Line," the 15 cwt. delivery van. Although light and capable of a high turn, of speed, it must not for one moment be thought that this vehicle is a private car chassis to which a van body has been fitted, for it is no such thing. The whole chassis has been expressly designed for use as a load-carrying vehicle, and evidence of this all-important point is to be found throughout. The chassis frame is of channel steel, slightly inswept at the front from a point immediately below the front of the driver's seat. There are four substantial erpss-members of similar section to the chassis members, while the rear Motor suspension forms a fifth crossbrace The 20 Ir.p. engine has a bore and stroke of 00 mm. and 130 mm. 'respectively. The four cylinders are a mono
bloc casting fitted with a detachable head. The pistons are of cast iron and are fitted with three rings, all of which are above the gudgeon pin. The latter is firmly locked by a setscrew in the small-end of the connecting rod and re
volves in bosses in the piston. The big-ends of the connecting rods are fitted with phosphor-bronze bearings, lined with white metal, and the caps are secured by two bolts. The crankshaft is supported on three white-metal-lined bronze bearings,, and is of ample size. All valves are located on the left side of the motor and are operated by a single camshaft, which. is in turn driven from the crankshaft by spiral-toothed timing wheels. The water pump is also located on the left-hand aide, while the magneto is driven from an extension of the water-pump spindle. On the opposite side of the engine is located the carburetter, which is of Berliet manufacture. It is bolted to the cylinder block, and the induction pipe, which is integral with the cylinder casting, passes between the middle pair of cylinders to the inlet ports. On the same side as the carburetter is locatedthe combined dynamo and starting motor, which is driven by a silent chain from the camshaft. In passing, it might. he mentioned that the forward encl rirthe
timing case is projected forward to form the single front support of the motor.
Lubrication is effected by means of a submerged gearwheel pump, which delivers oil to the main bearings and to constant-level troughs under the connecting-rod bearings, which are lubricated by splash. An oil pipe running the full length of the crankcase and having small holes drilled in it, sprays oil over the camshaft, while all surplus oil from this pipe is discharged over the timing gears.
A multiple-disc clutch of alternate steel and fabric discs transmits the power from the engine. This clutch is contained inside the bell-shaped housing of the front of the gearbox, which housing is bolted to the rear of the crankcase.
The three-speed-and-reverse gearbox forms, together with the engine and clutch, a single unit, which is suspended from the .frame at three points, these three points being as follow :—The front extension of the timing case and the two arms on each side of the bell housing surrounding the clutch. The gearwheels are of substantial size and are mounted on splined shafts running on ball bearings. The layshaft lies below the driving shaft. The change-speed lever is centrally positioned and works in an invisible gate, being mounted directly on top of the gearbox.
Immediately behind the gearbox is the star-type universal joint and .thespherical anchorage of the torque tube. This universal joint is lubricated by oil from the gearbox, although the makers recommend the injection periodically of a syringe full of oil through a small hole (which is closed by a setscrew) provided for the purpose. The propeller shaft is entirely enclosed in the torque tube and is of ample climensinns.
The rear axle is of the double-banjo type and is semi-floating. The drive from the propeller shaft is taken by spiral-toothed bevels, thus ensuring absolute silence. The rear wheels are keyed to the axle shafts and held in place by large nuts. These axle shafts run on ball heartngs, which type of bear. ing is also used for the front nabs.
Both foot and hand brakes are located in the rear wheels, and operate on concentric drums, the foot brake—as the more often used—working on the outer or larger drum. The hand-brake lever is located alongside the change-speed lever in the centre of the chassis. An interesting detail is the positioning of all the brake rods, between the pedals and the brakes themselves, in the centre of the chassis. That is to say, the pull rods from the pedal and hand lever are connected to the compensating device mounted on the chassis cross-member immediately behind the gearbox. From there the rods to the brakes on each side of the chassis are taken along close to the torque tube to the operating levers immediately in front of the rear axle casing, from these, operating rods connect directly with the expanding cams on each brake. Turnbuckles are provided to enable adjustrnents to be made.
The wheels are another product of the Berliet factory, and are steel discs having detachable rims. The four wheels are fitted with pneumatic tyres of 880 mm. by 120 mm. section.
Electric lighting and starting, also an electric horn, are fitted as standard, current being obtained from a single-unit dynamotor. An automatic cut-out is embodied in the circuit, thereby obviating the risk of the battery discharging through the dynamo, which is always likely to occur when a hand switch is the only method provided for breaking the circuit. An ammeter and the combined lighting and ignition switch— which latter can be locked with a Yaletype key—are mounted on the dash.
The switch locking device has proved most useful in many instances, particularly when the driver has .to leave his vehicle, The petrol tank is built into the dash and feeds the carburetter by gravity.
Long, flexible, semi-elliptic springs are fitted to both front and rear axles, and they, together with the pneumatic tyres, effectiveiy cushion the load from road shocks.
The front axle is an I beam drop forging, and the stub axles and swivel pins are of .ample dimensions. The crosssteering rod is located behind the axle, and is, therefore, prevented from damage in the event of a collision.
The steering is of the worm and sector type, a large hand wheel being provided, while the-column is well raked. The spark and throttle control levers are mounted on a quadrant below the steering wheel. A foot accelerator is provided.
The principal chassis dimensions are as follow :--Overall length, 13 ft. 11 ins.; overall width, 5 ft. 6 ins.; wheelbase, 10 ft. 3 ins.; track, 4 ft. 8 ins.; maximum length of chassis available for body, 9 ft. 8 ins. The weight of the bare chassis is 18/ cwt., while the gross carrying capacity—inclusive of body—is 22 cwt.
A variety of bodies can he fitted to this chassis, some of which are illustrated herewith. The standard body is of particular interestto general carriers, farmers and those who require a strong, serviceable body. The price of the complete vehicle with thisdiody is £395. Fitted with a panel box body, very suitable for use as a,. dayery van for large stores, the price is £445, while a special " de luxe" finish van body brings the price to £495. The price of the bare chassis is £350. These prices include the
022 electrical equipment, and are for the vehicles delivered in London.
Several of these chassie have been fitted with special bodies for the carriage of live stock. The inside of the tailboard is fitted with slats so that it can be used as an inclined runway for loading the animals. For hotels this chassis can be fitted with a smart eight-seater omnibus body, and it can also be used as a char-a-banes, the price when fitted with a nine-seater body being £810. In this latter capacity it should make particular appeal to those concerns which cater for small private parties only. In passing, mention might be made of
the fact that many of the earlier models of Berliet delivery vans are running today. One Worcester firm has been making daily use of a van for the past six years: That it has worn well is undoubted, especially in view of the fact that this particular vehicle was recently awarded the first prize in its class, at, the C.M.F.A. parade held in -the city of Virorcester.
In conclusion, it should be pointed out that the manufacturers have their own showrooms in London, at 40,..Sackville Street, W. 1, from where they control the whole of the distribution throughout the British Isles.