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Seddon to show R-R turbo model at 38 tons gross
Page 87
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A Rolls-Royce turbocharged diesel ngine with a maximum output of 265 bhp Toss at 2100 rpm will befitted in a twoxle tractive unit for 38 tons gross to be xhibited by Seddon Motors Ltd at the Earls Court Show. The company has also nade other changes to its models including he use of a redesigned interior layout for [11 cabs.
The 38-ton-gross model comes in the 12:four series and follows the basic pecification of the 32-ton model in respect if front and rear axle, brake sizes and so in. The 32-ton tractive unit was designed riginally to cater for 38 tons gross veration so the new vehicle has been roduced simply by fitting the higher output mgine which drives through a Fuller 10-speed gearbox. As the front axle load is tig her for the new application, power vteering is made standard instead of an )ption.
The 16:four range-16-ton rigids and 18-ton gcw tractors—has also been revised 'or the Show. Instead of being based on 13:four units it is now based on the 32:four ;cries. This means that it has the taller cab which incorporates an extra 10in. section in the front panel. The floor line is raised and the shorter cab is now only used on the 13:four range powered by the Perkins 6.354.
The interior of both Seddon basic cabs has been completely redesigned. The engine cover is now a vacuum-formed ABS-plastics-moulding with a foam backing to improve insulation. The front dash is also a plastics moulding and the instrument nacelle has been moved from the centre to immediately in Front of the driver with a matching cubby box on the other side. Twin windscreen wipers are mounted above the screen and the horn push. dipsvvitch and traffic indicator controls are on a stalk on the right-hand side of the steering column. The air-intake cleaner has been moved from inside the cab to be mounted on the rear panel at the offside where it has always been
on the 32:four.
In the case of the 13:four, the separate control for secondary brakes has been eliminated and the duplicated main and secondary systems powered by a biased foot valve which applies both systems simultaneously with a slightly later build up of pressure in the secondary line. With this change, application of the secondary brakes (the diaphragms of the piston /diaphragm actuators) is applied automatically.