AFTER 11 YEARS THE SHOW AGAIN
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* Vehicle Exhibits * Albion
THE centre of attraction on the Albion stand is the Chieftain 5-6-ton forward-control model, which is shown
in chassis form. A left-hand-drive bonneted Version of the same class, fitted with an all-metal cab and hingedsided body, is also exhibited. This model retains the characteristic Albion radiator and, with the arrangement of the bonnet top and sides, affords complete accessibility to the engine. Special features include a steering column which is adjustable for rake and head lamps recessed into the front wings. Both models incorporate the Albion four-cylindered 29-85 b h.p. direct-injection oil engine, which has automatic variable-injection timing gear and special butterfly attachment in the air induction system to generate a vacuum for brake operation.
A 6-cubic-yd. hydraulic end-tipping body on the Albion 61-ton short-wheelbase chassis is also shown. This vehicle is powered by the latest Albion six-calindered 52-120 b.h.p. oil engine. The alt-steel body, which has drop sides, is by Bromilow and Edwards and is operated by this concern's twin-ram hydraulic tipping gear. A 61-ton bonnet-type chassis for 8-ft.-wide bodies is fitted with an all-metal cab and 16-ft. platform body. As a heavy-duty model it is rated for a gross load of 7 tons.
The remaining goods vehicle on this stand is a I2-ton six-wheeler, equipaed with a stake-sided body, 22 ft. long and 8 ft. wide Built for operation over rough territory, it is a short-wheelbase model and has large-section tyres. Its radiator is of large capacity and is built for tropical conditions.
Two straight-frame passenger chassis for the export market complete the vehicles on the Albion stand. Both these are fitted with petrol engines. The smaller of the two vehicles is .based on the Victor chassis and powered
by a six-cylindered 30-80 b.h.p. engine. The Duple 33seater front-entrance body incorporates a double-skinned roof with an air space between the skins; the side panels are insulated against heat.
The other model is a Viking 33-seater luxury coach which has a 175 b.h.p. engine. It has a M.C.W. body with pneumatically operated front and rear doors. The insulated domed roof has toughened-glass side coves, and all the side windows, of full-drop pattern, are hydraulically operated and equipped with blinds and curtains.—Albion Motors, Ltd., Scotstoun, Glasgow.
SIX new models of the Mk. III range are exhibited on this stand. The new range includes the Regent Mk. ill double-decket and the Regal single-decker, both employing the A.E.C. 9.6-litre, six-cylindered direct-injection oil engine, improved Fluid Flywheel and air-operated gearbox and brakes, all contributing to smooth operation and ease of control. The Regal chassis on view is a specially designed overseas model with left-hand steering, and all the engine auxiliaries, which are mounted on the side remote from the driver, are accessible when the bonnet is opened.
The range of multi-wheeled goods vehicles is represented by two examples of the Mammoth Major Mk. III eight wheeler. One of these is a right-hand-control 14-ft. 61-in. wheelbase version, fitted with a Duramin light-alloy tipping body and cab. Bromilow and Edwards tipping gear is used on this model. The other exhibit is an 8-ft-wide lefthand-drive chassis with a wheelbase of 18 ft. 91 ins.
An improved clutch, new five-speed gearbox, and compressed-air-operated brakes are among the features of the goods chassis, an example of the new five-speed gearbox being shown as a separate exhibit. Points of interest are the constant-mesh gear change, which is used for second, third and fourth speeds, and the gear-type oil pump, which provides forced-feed lubrication to the bushes of the main
shaft gears. A third differential is usett to balance the drive between the third and fourth axles.
Two Matador Mk. III four-wheelers complete the chassis exhibits. In common with the Mammoth Majors, these two models, intended for gross loads up to 22 tons, including a trailer or semi-trailer, incorporate the 9.6-litre engine and the new clutch and five-speed gearbox. Both Matador chassis are fitted with double-reduction drive to the rear axle, the left-hand-drive model having compressed-air braking, whilst the right-hand-drive chassis is equipped with vacuum-operated brakes of triple-servo pattern.
Another attraction is a sectioned working model of the 9.6-litre oil engine, the standard power unit of the Mark Ill range.—Associated Equipment Co., Ltd., Southall, Middlesex.
'TWO chassis and two complete vehicles form the 1 Atkinson exhibit. All the machines are powered by Gardner oil engines, and have David Brown gearboxes and Kirkstall axles.
On the multi-axled machines, the means for ensuring constant lubrication'of the balance beams in the rear-bogie suspension system are particularly thorough. As is well known, the shackle-pin bearings at this point, on bogie-assemblies of this type, are prone to give trouble as the result of the complexity of the slresses imposed on them. Certain troubles also arise from the same cause with the centre bearings of the beams, anal the Atkinson concern has overcome the trouble by fitting a plunger pump in the balance-beam bearing cap.
This pump, the piston of which is reciprocated by an eccentric pin on the balance-beam spindle, maintains a continuous flow of oil to the balance-beam and shackle-pin bushes in a closed circuit, After picking up the oil from the reservoir, which is mounted above the balance-beam bracket, the lubricant is forced past a non-return Wye, and travels, first to the balance-beam bush, then to the shacklepin bushes, and finally back to the reservoir. • The two four-wheelers shown are 71-tonners, one being exhibited complete with hydraulic end-tipping body. The six-wheeler, which is of the rigid type, is a li-lonner, and is exhibited with a platform body, the overall length of the outfit being 29 ft. 3 ins.
The second chassis on the stand is a 15-ton eight-wheeler, the overall length of which is 30 ft. 2 ins.—Atkinson Lorries (1933), Ltd., Winery Lane, Walton-le-Dale, Preston, Lancs.
THE recently announced " pick-up " and Countryman vehicles are to be seen, among other exhibits, on the Austin stand. Both models, like the 10-cwt. delivery van, are based on the A.40 car cjiassis, retaining such refinements as independent front-wheel suspension, steeringnolumn gear-change, and concealed running boards. The "! pick-up" has an enclosed cab, open-sided body and hinged tailboard, which may be lowered to give additional body space. It has a payload capacity of 10 cwt.
Six passengers and luggage may be accommodated in the Countryman, or loads up to about 10 cwt. can be carried with the full-width rear seat removed. AR three A.40 models have enclosed bonnet fasteners, concealed door -hinges, enclosed spare wheel, and sunken direction indicators. The engine produces 40 b.h.p., and the gearbox is of the synchromesh type. A special suspension system, and a combined hydraulic and mechanically operated foot brake are features common to the chassis.
Two examples of bodywork are shown on the 25-cwt. chassis, in a Three-way van, and a Welfarer ambulance. As it is a forward-control model, the engine accessories are positioned for easy accessibility from the cab, and the radiator, engine, clutch and gearbox may be quickly withdrawn from the chassis for a major overhaul. Features include a four-cylindered 65 b.h.p. overhead-valve engine, four-speed gearbox and Girling hydraulic brakes. The shortwheelbase makes for exceptional manceuvrability; A 2-ton lorry; 5-ton long-wheelbase pantechnicon, and a 5-ton short-wheelbase lorry, are also shown. They are all powered by the Austin 67.5 b.h.p. engine, and employ Lockheed hydraulic braking systems. The 5-ton long-wheelbase chassis is additionally equipped with a Clayton Dewandre servo. All three models employ a standard Borg and Beck 11-in. diameter clutch, and four-speed gearbox.—The Austin Motor Co., Ltd., Longbridge, Birmingham.
C'Bedford Stand 69 OF the 10 vehicles displayed, the 10-12-cwt. van, a new product, was described and a road-test report given in "The Commercial Motor" on September 3. The new synchromesh gearbox on this model has the gear-change lever mounted on the steering column. Independent suspension is adopted for the front wheels, a combination of torsion bar and coil spring being employed.
Manufactured by the chassis builder, the van body, which has balanced, direct-lift windows, is of 110-cubic-ft. capacity, an extra 10 cubic ft. being provided alongside the driver.
Based on the standard Bedford 30-cwt. chassis, the van for side and rear loading is a newcomer to the range. The Spurling body has a sliding door on each side, with wide double doors at the rear. The chassis is powered by an overhead-valve unit giving 72 b.h.p. at 3,000 r.p.m.
Another 30-cwt. machine is the export-type "pick-up" vehicle, in which the cab affords private-car comfort, the small-capacity lorry body being for light loads. The cab and crew compartment has a double-skin insulated roof, as this model is for operation in the Middle East.
The 2-3-ton, 3-4-ton and two 5-ton models are staged as complete vehicles.
The ambulance shown is another export model, Lever's Garages, Ltd., being responsible for the body, which is mounted on a 30-cwt, KZ chassis. with modified suspension, low-pressure 6.50 by 20 tyres and an extended exhaust pipe. Accommodation is provided for one stretcher case and four sitting cases, or for two stretcher cases.
An example of the new Mk. V 29-seater passenger vehicle with Duple body is exhibited. Also based on a Bedford bus chassis is a Spurling-bodied pantechnicon, which has a capacity of 1,100 cubic ft. The driver's Compartment provides accommodation for three loaders in addition to the driver.—Vauxhall Motors, Ltd., Luton.
FOUR body styles are shown on the Bradford 8 h.p.
chassis—a 10-cwt. drop-sided lorry, a 10-cwt, van, and two utilities. The six-light utility is an export version with left-hand drive. It has three fixed windows on each side and large windows at the rear. A passenger seat is provided. A de luxe version also shown, has two windows along each side of the body, the forward windows being of sliding pattern. Like the six-light model, it has doors at the front and rear, and the Front seats have folding squabs.
With the seats removed, the utilities have a body capacity of 93 cubic ft.—the same as the enclosed 10-cwt. van_ The 10-cwt. lorry has 27 sq. ft. of loading-spare and is fitted with drop sides and a tailboard. It has a wood body which is reinforced for heavy service.
he Bradford chassis is powered by a two-cylindeted horizontally opposed water-cooled engine, which develops 19 b.h.p. at 3,500 r.p.m. Engine, clutch, gearbox and change-speed mechanism are built as a unit, which is supported in the frame on rubber mountings. Pull rods in tension operate the Girling brake units on all four wheels. The unladen weight of all the models shown is approximately 144 cwt.—Jawett Cars, Ltd.. idle. Bradford.
Sixpassenger vehicles are to be seen, four of which represent the Land K-type singleand double-decker chassis in their latest forms. The remainder are a single-decker and double-decker, which have been recently developed.
Of the L-type chassis, one is a special model for India, fitted with a Gardner 5LW engine which is derated and governed to suit the operating conditions. Among the points of interest on this chassis is a Clayton governorcontrol, which, driven from the transmission, actuates the brakes at a pre-determined road speed. This is to prevent the driver from coasting at excessive speeds on long inclines. A second chassis of the same type is fitted with an E.C.W. 39-seater body. This bus has a Gardner 6LW engine and five-speed overtop gearbox. It is a oneman-operated vehicle, and the double-folding entrance door is controlled from the cab. Built to the order of United Automobile Services, Ltd., Darlington, the remaining 1.-type single-decker chassis is equipped with the
Bristol A.V.W. oil engine and five-speed overtop gearbox. The K-type. double-decker, a 56-seater, is also fitted with the Bristol A.V.W. engine.
The two new chassis, nominated the M class, incorporate synchromesh gearboxes. A four-speed box is provided for the double-decker, whilst the single-decker, in accordance with Bristol practice, is additionally equipped with an " overtop" fifth gear. Interesting features of the new class include a quickly detachable front cross-member, single-panel counterpoised bonnet, and improved frontal appearance. The front-spring brackets carry outriggers which support the front wings, and a large spring-loaded front bumper bar. Although the radiator ends above the bumper bar, the conventional appearance is preserved by employing a radiator skirt beneath the bumper.
The Gardner 6LW engine fitted to the double-decker chassis is supported, at the rear, by a Gardner Silentbloc suspension system and at the front by Metalastik rubberbonded cushions. The single-decker has a. Bristol 8i-litre engine. Both chassis are robust, but as light in construction as is practicable.—Bristol Tramways and Carriage Co., Ltd., Brislington. Bristol. 4.
N view of the small num6er oi battery-electric vehicles I exhibited, the complete Brush "machines in the bodybuilding section should not be missed. Three of these vehicles have the Pony three-wheeled chassis as their bases, the payload capacity of which is 18 cwt,
It has a cruising speed of 8 mph., and on continuous running has a range of about 16 miles. With eight stops per mile it can cover up to 12 miles -on one charge. The series-wound motor, which is totally enclosed, is of 2.3 h.p. at the one-hour rating. The controller provides five forward speeds, a main contactor being employed to carry the initial starting current. Chassis of this type are shown with an open dairy-type body, as a totally enclosed machine for dispensing ice cream, and a third with a body for collecting pig food. •
The other battery-electric exhibits comprise a 2-tonner which has a body fitted out as a greengrocer's shop, and an 18-20-cwt. chassis on which is mounted a van body.
The cruising speed of the 2-tonner is 16 m.p.h. and of the lighter machine 18 m.p.h., the range on continuous running being 45 miles in each case. This is reduced to 30 miles on the basis of eight stops per mile.
The specification for both models is the same, with the exception of the battery equipment. On the ,18-20-cwt. machine the capacity of the batteries at a five-hour .rating is 226 amp.-hrs., and on the 2-tonner, 290 amp.-hrs. Control is by the parallel-series system, in which parallel wiring comes into operation for accelerating to half speed, and series coupling thereafter. This is effected by a twostage movement of the control pedal.—Brush Coachwork, Ltd., Loughborough.
ATWO-AXLE trolleybus chassis of unconventional layout is exhibited, together with two other models. Termed the E,T.B.1 model, the special chassis carries the master controller under the driver's seat, and the contactors and other equipment are transferred to the rear of the chassis. Should a rear-entrance vehicle be required, these components could easily be disposed on the side of the chassis frame. The model shown, an export version, has an extended frame, giving an overall length of 33 ft., and the entrance is forward of the front wheels.
Brake actuation is by air-pressure cylinders, mounted directly on the stub axles in the case of the front brakes, and attached to the rear axle for the rear brakes. Air equipment fittings include a silencer, anti-freezer, air strainer and low-pressure visible and audible alarm. To assist the maintenance staff, Metalastik rubber-bonded shackles are used, thus eliminating 12 lubrication points. The hand-brake ratchet is fully enclosed in an oil bath.
A three-axle model, which is 30 ft. long and 8 ft. wide, shown on this stand, is designed to carry 100 passengers. The frame is arranged with a dropped tail, for a rear entrance and exit, and all electrical control gear is in the driver's compartment.
The unusual design of the rear bogie affords uniform axle loading under all conditions. All important bearings are lubricated continuously via individual pipe lines from the pump unit, which is belt-driven from the traction motor.
The third chassis on this stand is a 7-ft. 6-in.-wide twoaxle model, part of a repeat order for Brighton Corporation. It is primarily designed for passenger loads up to 80 persons. Because of the gradients that this vehicle will encounter, it is equipped with an electric coasting brake which restricts the vehicle's speed to 14 m.p.h.—British United Traction, Ltd., 14, Hanover Square, London, W.I.
Chevrolet Stand 85
DR1VING comfort is a prime factor in the design of the three Chevrolet vehicles exhibited. They have fullwidth driving seats which can be adjusted forward or backward on an inclined plane to provide maximum visibility for the driver; three people can be accommodated with comfort. A ventilating system in the cab draws in fresh air and expels used air, through vents in the rear panel.
The light-delivery model has a 9-ft. 8-in, wheelbase, and capacity for a 10-cwt. payload. It is equipped with a steeringcolumn change-speed lever, synchromesh gearbox and a specially designed foot-operated parking brake. Like the other models, it has built-in head and side lamps, and a hinged alligator-pattern bonnet. The cabs are all-welded structures, the frontal appearance of the three machines being of advance design.
The forward-control 5-tonner has a large window in the rear panel, together with Perspex corner panels to improve visibility when reversing. The third model shown is a 5-ton normal-control chassis, fitted with a stake-sided body. This model has a wheelbase length of 13 ft. 4 ins.
All the exhibits incorporate a hypoid-gear rear-axle drive, and the heavier models are fitted with a vacuum-servo braking arrangement. % The 10-cwt. van employs bonded brake-facing material.— General Motors, Ltd., 23, Buckingham Gate, London, S.W.1.
ALTHOUGH the Commer underfloor-engined models have been on the road for some months, they can, nevertheless, be classed as a Show attraction. Two new machines of this type are exhibited—one a 64-7-ton hydraulic tipper and the other a 32-35-seater passenger chassis, examples of which are shown on Stands 10 and 5. In addition, the 8-cwt. van is of new design.
The new Supervan is now powered by a unit giving 35 b.h.p. at 4,100 r.p.m. The increased output, as against the 30 b.h.p. of the old unit, has been achieved primarily by fitting a new type of camshaft. Apart from the distinctive modern styling of the body, the improvements include independent front-wheel suspension, and side-mounted synchromesh gearbox with finger-tip control.
The Corrin-ter underfloor petrol engine develops 109 b.h.p. at its governed speed of 3,000 r.p.m. It forms the power unit of the new 64-7-ton tipping vehicle which is shown with a 6-cubic-yd. body having Telehoist tipping gear.
Of full-forward-control design, the Commer Avenger passenger chassis provides space for a 22-ft. body on a wheelbase of 15 ft. 9 ins. To afford luggage space, the rear end of the chassis frame has been dropped.
In addition to the underfloor engine, the chassis specificationincludes a 12-in, single-plate clutch, four-speed gearbox with constant-mesh helical gears for top and third ratios.
• An improvement common to all Superpoise models lies in the fitting of brakes of the two-leading-shoe type. On the 2-3-ton, 3-4-ton and 4-5-ton machines, the front ends have been restyled and the front springs increased in length from 36 ins. to 42 ins.
The power unit fitted in these three models is a sixcylindered petrol engine giving a maximum of 80 b.h.p.; an alternative unit for the 4-5-tonner is .a 70 b.h.p. oil engine, which was also available in 3-4-ton chassis, but has now been discontinued. A further exhibit on this stand is a Commer-Hands 8-ton articulated six-wheeler, having a maximum laden weight of 13 tons.--Comrner Cars, Ltd., Luton.
ALTHOUGH this maker is showing an 8.6-litre supercharged oil engine as a separate exhibit, all the vehicles displayed are powered by the Crossley 8.6-litre normalinduction oil engine. This unit produces 100 b.h.p. at 1,750 r.p.m., and yields a maximum torque of 4,530 lb.-ins. at 1,000 r.p.m. The supercharged unit, which has a Marshalltype Roots blower, produces nearly 50 per cent. more power from an engine which is basically the same as the standard.
An outstanding feature of the double-deck chassis shown lies in the Turbo-Transmitter which automatically provides a variable gear according to the load and speed. There arc, therefore, only two control pedals—one the accelerator and the other for braking.
From the Turbo-Transmitter the drive is taken by an open propeller shaft to an underslung worm-driven rear axle. The wheelbase of this machine is 16 ft. 7iins.
A similar type of chassis, but having a four-speed synchromesh gearbox, is shown as a codiplete vehicle, having a Crossley 58-seater metal body. This vehicle, incidentally, is built to the 8-ft. limit of width.
There are two examples of single-decker chassis for the home market, both of which have bodies. One—a 32-seater —has a bus body of Crossley all-metal design, and the other is shown as a 35-seater luxury coach with bodywork by W S. Yeates, Ltd., .Loughborough. In this chassis a fourspeed constant-mesh gearbox is used, the rear axle being an underslung worm-driven unit. It has a wheelbase of 17 ft. 7 ins., the overall length of the complete vehicle being 27 ft. 6 ins.
A further exhibit is a single-decker chassis designed for the export market. Intended to operate at high average speeds under arduous conditions, it has a five-speed constantmesh gearbox, in which the fifth ratio is an overspeed. Airpressure braking is adopted, whereas on the home models a triple vacuum-servo system is employed. The complete machine has a Crossley all-metal body seating 42 passengers. Power-operated double-folding doors are controlled from the driver's cab, and there is a sliding roof to the front portion of the body —Crossley Motors, Ltd., Errwood Park, Stock port.
nNE of the main attractions of the Show is the Daiinlet CVD 650 passenger chassis, which was fully described in The Commercial Motor" last week. It is of revolutionary design and has hydraulic assistance for all the driving controls Foremost is the hydraulic servo steering gear, which is actuated by movement of the worm-and-nut El0
mechanism. With this system the worm and nut are located halfway along the steering tube and the cylindrical base of the steering column forms the working cylinder for the power piston. The gearbox bus-bar is operated by a piston and Cylinder, controlled hydraulically from the gear-engaging pedal. Both hand and foot brakes are hydraulically assisted, and the door gear is servo-operated. A Lockheed full-flow pump, driven in tandem with the fuel pump of the new Daimler 10.6-litre oil engine, supplies hydraulic pressure for all the components. The engine develops 120 b.h.p. at 1,700 r.p.m.
Another model exhibited for the first time is the Daimler ambulance, which is specially designed to afford large body space.and low loading. The chassis follows closely the lines of the car chassis, having fluid transmission and preselector gear change. To achieve the low-loading line, the hypoidbevel gear of the three-quarter-floating rear axle has been
offset to the near side. It is powered by a six-cylindered overhead-valve engine.
The recently announced three-axle single-decker trolleybus is also shown. This model is built for a 38seater body 7 ft. 6 ins wide. Motor design and axle ratios have been determined to give a balanced speed of 35 m.p.h. on level terri / tory. The traction motor is mounted amidships, and the master controller positioned beneath the driver's seat, whilst the contactor panel is mounted on the driver's platform.
A left hand drive single-decker bus chassis, employing the Daimler 8.6-litre power unit, is to be seen. Like the other models, it is fitted with a Daimler fluid transmission coupling and a four-speed preselector epicyclic gearbox.
The remaining exhibit is a double-decker chassis fitted With a Roe 56-seater body. This vehicle has a Gardner 6LW engine developing 102 b.h.p. at 1,700 r.p.m. It, too, has a fluid transmission coupling and four-speed epicyclie gearbox.—Transport Vehicles (Daimler), Ltd., Coventry,
T"versions of the Taskmaster together with a heavy
industrial tractor are to be seen. The Taskmaster, primarily designed for short-haul work, has a maximum speed of about 22 m.p.h. It has two independent braking systems, full lighting equipment and speedometer, to bring it within the requirements of the Road Traffic Act.
Equipped with the novel six-position towing hitch, it is adaptable .for use with trailers of various drawbar heights from 12 ins. to 26 ins. ManTuvrability of the new model is exceptional, and it may be turned in a 20-ft. circle. Employing the same four-cylindered overhead-valve petrol engine as fitted to the heavier model, the power unit deve1op5 39 b.b.p, at 3,300 r.p.m.
The heavy industrial model exhibited is complete with an all-weather cab and rear-mounted winch. This tractor is known for its adaptability for towing, shunting and similar work.—David Brown Tractors, Ltd., Meltham.
THE centre of interest here is the new 5-litre six-eylindered
oil engine fitted to the Centaur 7-ton chassis. This engine, described in "The Commercial Motor" of September 17, is designed for the components to be positioned on either side of the crankcase. With a 98-mm. bore and 112-mm. stroke, the unit develops 75 b.h.p. at 2,000 r.p.m. The Centaur, a forward-control model, has a remote-control gear-selector lever, which is brought adjacent to the ering wheel through the bonnet top. A push button on the selector lever gives a finger-tip control to the two-speed rear axle.
Both the Dragon tractor and Jubilant six-wheeler exhibited employ the 7.6-litre 100 b.h.p. oil engine and are shown as chassis. The engine is a direct-injection unit of 105-mm. bore and 146-mm. stroke. This is flexibly mounted at four points in the tractor chassis. Transmission is taken through a two-plate clutch and four-speed gearbox to the two-speed rear axle. Air-pressure brakes and 11 by 20 tyres are fitted; the gross solo weight is 12 tons, and gross trailer weight 20 tons.
The Jubilant is intended for loads up to 12 tons. It employs a two-plate clutch and five-speed. preselective overdrive,,searbox. The worm-driven bogie axles are fitted witU oil-bath lubrication to the bogie pivot-bearing.
The Dennis Lancet IV, powered by the 7.6-litre 100 b.h.p. engine, has a seating capacity for 40-46 passengers. Primarily designed for export, it has a 2I-ft. 6-in, wheelbase and includes a new frontal styling with fully adjustable seat and controls.
Powered by a Dennis four-cylindered petrol engine, the Falcon 11 passenger chassis is similar in chassis details to the Falcon oil:engined model. The petrol-engined vehiCe shown has a four-speed gearbox and spiral-bevel-driven rear axle. Of 3.77-litre capacity, the engine develops 70 b.h.p. at 3,000 r.p.m.
Although not fitted to any of the vehicles exhibited, a new Dennis four-cylindered overhead-valve engine has been mounted in a chassis and is demonstrated outside the Show. Of similar bore and stroke dimensions to the Falcon side-valve petrol engine, the new unit develops 80 b.h.p. at 3,000 r.p.m.—Dennis Bros., Ltd., Guildford.
NONE of the Dodge vehicles shows any radical changes in design, but numerous detail improvements have been incorporated which indicate that the manufacturer's policy has been one of progressive development.
The 5-top 13-ft. 6-in, wheelbase chassis has a Perkins P6 oil engine, which is flexibly mounted. This mounting hag been designed to eliminate metal-to-metal contact between the power unit and the chassis frame. Of special interest is the new spiral-bevel rear axle, with one-piece pressed-steel casing of rectangular section. This chassis has 35 by 74 tyre equipment.' A similar model is shown with a drop-side body and 34 by-7 tyres.
Providing a payload capacity of 470 cubic ft., the 2-3-ton delivery van has a smart appearance. It has full-length rear doors and hardwood framework panelled with aluminiumfaced plywood. Designed for a gross load of 54 tons, it is equipped with 32 by 6 tyres as standard. The power unit is a six-cylindered petrol engine developing 104 b.h.p. at 3,000 r.p.m.
The 2-3-ton 11-ft.. 8-in, wheelbase lorry is similar in respect of chassis details to the delivery van. It is provided with detachable drop-sides, tailboard and corner posts. A 3-ton end-tipper chassis is equipped with a 5-cubic-yd. body having a steel-lined floor. It is capable of providing a quick tip to an angle of 45 degrees, and the hydraulic tipping gear is of the self-aligning, vertical-ram pattern. This model has a six-cylindered 104 b.h.p. petrol engine and a triangulated cross-braced frame. The 6-cubic-yd. version, also shown, is equipped with 35 by 7i tyres. This model is of the 94-ton gross laden weight class, and the vehicle, complete with tipping gear, weighs under 3 tons unladen. A 5-ton drop-side lorry fitted with the 104 b.h.p. petrol engine is also shown.—Dodge Brothers (Britain), Ltd., Kew, Surrey.
'COUR-, sixand eight-wheeled vehicles are shown by this exhibitor, the largest machine—the eight-wheeler—being a maximum loader. It is shown with a brewer's-type body which obscures the sturdily built chassis. The Gardner oil engine with which it is powered produces 103 b.h.p. at 1,700 r.p.m.
This large model has a single-plate clutch, five-speed gearbox, overhead-worm-Wive to each of the bogie axles, and a third differential. A feature of the Lockheed-Girling braking lies in the continuous-flow servo system employed. A radial pump, driven direct from the gearbox mainshaft, maintains a constant flow in the circuit when the brakes are not in use.
Movement of the brake pedal closes the circuit, when the master cylinder is immediately put under pressure, brake application being supplemented by the driver's effort. This system, incidentally, will be found on all the models shown.
The gearbox, as on the end-tipper and six-wheeler, is a David Brown unit which has a minimum depth of casing so as to provide maximum ground clearance at this point.
All the models shown are -powered by Gardner oil engines, the two 44 models with four-cyiindered units, the end-tipper —model 54—with a five-cylindered engine, and the eightwheeled maximum loader with a six-cylindered type.
Improvements are noticeable in the rear springs and their mounting, in that they are now disposed directly beneath the side members of the wider frame. They are also of reduced camber, and as the shackle-pin mountings are well shrouded, a longer life for the shackles and pins may be expected.—E.R.F., Ltd., Sandbach, Cheshire.
A TTENT1ON here is focused on the new two-stroke oil 1-1.en-gine, which is shown in an eight-wheeled goods chassis and as a separate unit. This engine is clean in appearance, its exterior-driven components being minimized. It is equipped with a C.A.V. hydraulically governed fuel-injection pump and Roots-pattern blower. The six-cylindered model of 85 mm. bore, 120 mm. stroke and 4,090 c.c. capacity has an output of 126 b.h.p. at 2,000 r.p.m. This is equivalent to 31 b.h.p per litre, and the weight ratio is only 81 lb. per b.h.p. Working on the Kadenacy system of exhaust scavenging, air is supplied for combustion via the blower and admitted through tangential ports in the cylinder liners when the piston is at the bottom of its travel.
The 15-ton-payload chassis, in which this engine is mounted, has a five-speed close-ratio gearbox, and both bogie axles are driven. Another 15-ton model is shown complete with a van body; this exhibit also has a five-speed gearbox and double drive. The new F.G. range is well represented by a 7k-ton three-way tipper, 12-ton chassis with cab, and -an export version of the 7-ft. 10i-in.-wheelbase tractor unit. Pilot tipping gear is fitted to the 71-ton model. Two bus chassis are shown, each with a Gardner six-cylintiered oil engine and four-speed gearbox. The 17-ft. 6-in.-wheelbase chassis has a 4.4 to 1 final-drive ratio. A dciuble-deck body on the second chassis ' exemplifies the vehicle as supplied to Chester Corporation. 'Of 16-ft. 3-in, wheelbase, this chassis has a final-drive ratio of 6 to 1.
Exhibited as separate units, the steering-gear • assembly, gearbox and rear axle are standard components of the F.G. range. Based'on the recirculatory-ball system, all friction surfaces of the steering box are in rolling contact; thus friction is reduced to a minimum and the manual effort required is considerably lightened. With the exception of bottom gear, all gear selections are made through sturdy dog clutches incorporated in the gearbox design. Helical-gear constant-mesh wheels are used in conjunction with short shafts. The rear-axle assembly is cut away to show the braking system, the method of operation of which gives a progressively multiplying leverage.—Fodens, Ltd., Elworth Works, Sandbach, Cheshire.
WITH the exception of the Pilot pick-up 10-cwt. model YV there am no radical changes in the Ford range of 'vehicles. The Pilot model is based on the private-car version and incorporates a finger-tip-control gear lever mounted on the steering column. A three-speed gearbox is fitted. This has synchromesh arrangements for the engagement of two gears. Transverse, semi-elliptic springing is used in conjunction with a torsion-bar stabilizer at the front axle. This chassis has the eight-cylindered engine, which develops 85 b.h.p. at 3,500 r.p.m. Chassis details include a 6-volt electrical system *and hydro-rnechanical braking. The sheetsteel body has fixed sides, a hinged tailboard and detachable tubular-steel superstructure.
The Fordscat 5-cwt. van is the smallest vehicle of the
range exhibited. This has the four-cylindered side-valve engine and three-speed gearbox, synchromesh devices being fitted to the two upper-ratio gears. A composite wood and ,metal structure, the body has a capacity of 65 cubic ft. Four
a16 versions of bodywork are shown on the 10-cwt. chassis. As a van it has 120 cubic ft. of payload space. It is fitted with a four-cylindered side-valve engine developing 30.1 b.h.p. at 4,000 r.p.m. A left-hand-drive version is to be seen with the Car-o-van nine-seater body, in which passengers may be accommodated on two longitudinal seats, each in halves, which fold flat against the body sides when goods are carried. A Utility model, which has space for six passengers, is based on a similar chassis. The fourth 10-cwt. vehicle shown has a builder's open-type body. • A fully panelled metal van body is shown oh the fordson Thames 2-ton chassis. Powered by the eight-cylindered engine, the chassis has a four-speed gearbox and mechanically operated two-leading-shot braking system in its specification. In the 5-Loaner range, one chassis is shown with a
• 7-cubic-yd. body formed in three sections, which expel the load al a controlled speed by telescopic action, a horizontal hydraillic ram being used. A spring-balanced door on the rear section is connected to the ram valve to ensure that it is unlocked before the telescoping commences. An insulated hygienic meat van, built by Wilsdon and Co., Ltd., Solihull, is also shown on a 5-ton chassis.—Ford Motor Co., Ltd.. Dagenham, Essex,
MEWLY designed passenger chassis and a goods model with composite leftand right-hand control should attract considerable interest. The Vixen 4-ton goods chassis, with composite control, is fitted with a Perspex front dash and bonnet. A forward-control model, it is equipped with an overhead-valve engine developing a torque of 165 lb.-ft. at 1,400 r.p.m. The gearbox of the Vixen has four speeds, the third being constant-mesh. It has a hydraulically operated Girling two-leading-shoe braking system and a final drive ratio of 5.7 to I. A passenger version of the Vixen is also shown, having basically the same components as the goods model. A left-hand-drive vehicle, the passenger chassis carries Continental bodywork of Dutch manufacture. Overall length of the body is 22 ft. 74 ins. The passenger chassis has a wheelbase of 14 ft. 9 ins, against the 13-ft. wheelbase of the goods model.
Three Arab 19-ft, 6-in.-wheelbase single-deck bus chassis are to be seen, two of these being complete with bodies. The chassis, fitted with a Gardner 6LW oil engine, incorporates a Fluid Flywheel, air-operated Wilson gearbox, and a compressed-air braking system. Equipped with a body manufactured in Holland, the second chassis has a Gardnet 6LW engine, friction clutch and constant-mesh gearbox Both these chassis have an unladen weight of 4 tons 12 cwt. and an overall-length of 30 ft. 10 ins.
A Park Royal body is fitted to the third Arab charsis. This has a Gardner 5LW power unit and constant-mesh
gearbox. The unladen weight of this chassis is 41r tons and its length is 30 ft. 4 ins. A Clayton Dewandre servo and Lockheed hydraulic braking system are employed. A Meadows 10.35-litre oil engine is fitted to the Arab doubledecker chassis, which is shown with a 56-seater body.
The Otter tractor chassis and Vixen left-hand-control model are similar in employing an overhead-valve engine. four-speed gearbox and Lockheed-operated two-leadingshoe braking system. The Otter has vacuum assistance to the hydraulic braking. A van body is fitted to the Vixen. Recently incorporated in the passenger chassis, the MeadowsGuy 1035-litre oil engine, a Wilson-pattern gearbox and a four-speed constant-mesh box, are shown separately on the stand.—Guy Motors, Ltd., Failings Park, Wolverhampton.
VASE of operation and low running costs are keynotes in
.L.A the design of Harbilt electric vehicles. Employing basically the same chassis, the models shown are equipped with a 2 h.p. traction motor and 24-volt 128-amp.-hr. battery. Acceleration, braking and steering are all con
trolled through a single tiller-pattern handl e. These chassis afford an operating range of approximately 10 miles, and a speed of 31 m.p.h. The bakery van has a body which accommodates up to 570 loaves. Like the other models, its payload capacity is I ton. This van has a floor loading-height of 2 ft.
A standard chassis forms the base of the salvage vehicle. This model includes six removable bins, broom rack and hooks for paper sacks among its equipment. The bin-loading height is 4 ft.
Subject to a road tax of £3 per annum, and an electrical consumption at a cost equivalent to per mile, the Harbilt range affords economic operation for the 1-ton class of vehicle.—Harborough Construction Co., Ltd., Market Harborough, Leicester,
THE monocoque design bus, bearing a strong resemblance in construction and components to the goods chassis, is the centre of attraction. This bus, details of which were released only to-day, is of lightweight construction, full use being made of light alloys in the frame assembly. Like the pantechnicon and drop-sided lorry, the bus is powered by a Perkins P.6 oil engine, and has a single-plate clutch and five-speed, overdrive gearbox.
As a forward-control model, provision is made for the fitting of a 38-40-seater single-deck body to the bus chassis. Overall length of the chassis is 27 ft. 6 ins., and it has a width of 7 ft. 6 ins. The unladen weight of the ,chassis is 2 tons 9 cwt., and, equipped with 8,25 by 20 tyres, the permissible gross laden weight is 7,* tons. Both goods chassis are equipped with the Girling hydraulic braking system, and 34 by 7 tyres. They may operate with a gross laden weight of 8 tons 5 cwt., which affords 'nearly 5 tons payload capacity for the pantechnicon and 5i tons for the drop-sided lorry.
The Jen-Tug articulated tractor, with 30-cwt. load capacity, is fitted with a Ford four-cylindered petrol engine and three-speed gearbox, Engine, clutch, gearbox and rear axle may be withdrawn from the chassis as a unit for ease of servicing.--Jensen Motors, Ltd, West Brotr...vich.
In.A PART from the introduction of Girling hydraulic twoleading-shoe brakes on the CK3 model, and a redesigned radiator cowl in polished aluminium on the 2-ton
and 4-5-ton Bantam models, there are no notable differences in the Karrier range of machines.
The Karrier ambulance, however, is a new model, the chassis of which is powered by a fourcylindered engine developing 40 b.h.p. The chassis throughout is of straightforward design, special attention having been devoted to the suspension, exhaust and silencing arrangements, and temperature-control in the body. In conjunction with the semi-elliptic springs largecapacity double-acting Luvax hydraulic dampers provide a maximum of riding comfort. The interior appointment of the body includes a Clayton Dewandre heater fitted in the bulkhead, the temperature being controlled by a thermostat.
A high degree of manceuvrability and low-loading height with a maximum of body space, have always been features of the Bantam 2-tonner. The chassis is of full-forwardcontrol design. It is powered by a 40 b.h.p. engine, and has a four-speed gearbox and spiral-bevel-driven rear axle, The Cowdrey-type hydraulically operated brakes, with selfenergizing shoes, work in Millenite drums.
One of the most popular of the Karrier range is the CK3, 3-4-tonner, which is also a full-forward-control design. It has a six-cylindered side-valve power unit which develops 80 b.h.p., a feature in its design being the one-piece casting of the cylinder block and crankcase in nickel-chrome iron. The cylinder bores are chrome-finished to offer the maximum resistance to wear.'
The 4-5-ton tractor is shown ;tiffs both the 1-type and BK-type coupling gears, the former dealing with trailers that are three-point supported when detached, and the latter with trailers having two forward-support wheels. This outfit, which has a 40 b.h.p. engine and four-speed gearbox can turn within a 25-ft. circle. The maximum gross laden weight of the outfit is 71 tons.—Karrier Motors, Ltd., Luton, Beds.
Stand 76_.#1 THE Land-Rover chassis attracts particular attention by reason of its many unconventional design features. ProAuced specifically for operation over all conditions of terrain, the drive is taken to both axles via a two-speed transfer gearbox. Four speeds are provided by the normal gearbox, so that eight forward-speed ratios are available. At an angle from the rear of the gearbox is the power take-off shaft, which terminates at the rear cross-member of the frame, where it is geared to a pulley to give belt drive for threshing machines, chaff cutters and for other purposes. The maximum b.h.p. of the Rover four-cylindered petrol engine is 50, a drawbar pull between 1,200 lb. and 1,800 lb. being obtainable.
In addition to the machine in standard form, two other examples are shown—one with fire-fighting appliances and the other fitted out with arc-welding equipment. In its latter form it has a centrally disposed power take-off, which can be introduced at extra 'charge. In this case it is being used to drive, by triple belts, the generator for the arcwelder.—Rover Co.. Ltd.. Lode Lane, Solihull. Birmingham.
Lath Stand 80
DESIGNED for arduous work under difficult operating conditions, the Latil 1-1.11.TL.10 tractor both drives and steers on all four wheels. The latter feature makes for an unusual degree of manceuvrability, permitting the machine to be used in confined spaces. In its standard form it is powered by a Meadows oil engine of 6.9-litre capacity, which develops 75 b.h.p. and produces a torque of 232.6 lb.-ft. An alternative unit is offered in a Meadows petrol engine of 40 b.h.p., the torque in this case being 155 lb.-ft. at 1,200-1,400 r.p.m.
A 14-in, plate clutch takes the drive to an eight-ratio gearbox providing a speed range of 11 m.p.h. to 241 m.p.h. The ratios are so chosen as to give four for use on normal roads and foul for field work. From the gearbox open shafts take the drive to a differential mounted above each axle, from which points universally jointed half-shafts complete the drive through straight-tooth-pinion gearing mounted within the hub assembly of each road wheel.
The steering layout is straightforward, the drop arm being connected to a longitudinal shaft having further drop arms to which the front and rear-wheel transverse drag links are connected. For normal road haulage the rear-wheel steering can be locked. No shackle bolts are used in the suspension, as the ends of the springs are located in slider blocks.— L) S. Concessionaires, Ltd., 5, Jubilee Place, Chelsea, London, S.W.3.
Leyland Stand 57
AVEHICLE that at once catches the eye here is the 56-seater Hybridge-type double-decker, which has a Titan PD.2-3 chassis—an 8-ft. wide version of the wellknown Titan model. The new form of glazing employed permits of a flush-finished exterior, with windows having radiused corners. A Leyland 0.600 125 b.h.p. six-cylindered,
direct-injection oil engine powers the chassis. Included in the specification is a heavy-duty synchromesh gearbox, the only one of its type made in this country.
An examination of the frame construction shows that brackets which are located to link up with cross-members. are arranged, where possible, to perform more than one function, thereby relieving the frame of sheer stresses and reducing the number of holes for the securing bolts. Two examples of the Comet are shown, one a tractor with Carrimore semi-trailer van, and the other as an export passenger chassis. The latter is designed for single-deck 32-35-seater bodies. The 0.300 direct-injection oil engine develops 75 b.h.p., the corresponding petrol unit available for the same chassis produces 100 b.h.p. The chassis is particularly interesting for the reason that the engine and back axle have been sectioned to show the details of their construction.
The Comet tractor-trailer is built to the maximum permissible legal length of 33 ft., and the laden height is 10 ft. 9 ins. Not only is it an imposing outfit from the point of view of its dimensions but the general styling and the finish of the van body make it an exhibit of distinction. The Comet chassis has the 0.300 direct-injection, six-cylinclered oil engine, a feature in the design of which is the use of
easily replaceable, pre-finished, dry cylinder liners. The power output is 75 b.h.p. The Super Beaver chassis is an example of a range of vehicles of exceptionally sturdy build for the export market. It has a wheelbase of 16 ft. 9 ins., which compares with 15 ft. for the standard Beaver. Side members of deeper section, air-pressure braking and the use of longer springs with helper springs, are other points of difference between this chassis and the standard one. A Tiger export passengerchassis with extra long wheelbase, and an eight-wheeled Octopus with platform body, are also shown.—Leyland Motors, Ltd., Leyland, Lancs.
THE models shown cover every phase in goods vehicles for heavy haulage, together with a chassis designed for single-deck coach bodies. The latter is the Marathon Mk. 111, which is powered by an A.E.C. 7-litre oil •engine developing 98 b.h.p. at 1,800 r.p.m. The gearbox, which is also an A.E.C. unit, provides four forwItrd speeds, and has its control shaft and change-speed lever mounted on the off side of the engine crankcase, From the gearbox, the transmission line is offset to the uriderslung worm-driven-rear axle, the universal joints employed being of the needle-roller type. One of the Marathon Mk. III vehices shown has a single-deck Duple coach body, and the other has a-Harrington horse-box body.
Four-wheeled, six-wheeled and eight-wheeled chassis form the goods vehicle exhibit, and of the four vehicles to be seen two are shown complete with bodies. The Mogul representative is fitted with an all-metal, three-way tipping body, the tipping gear being electrically operated for demonstration purposes. It is a four-wheeler having a wheelbase of 10 ft. 9i ins., as against the 13 ft. 6 ins, of the Mogul Mk. II, and 16 ft. of the Mogul Mk. HI.
An A.E.C. 7.7-litre oil engine is used, the gearbox proVides five forward speeds and the rear axle is of the overslung worm-driven type. The other bodied machine is the Mustang, a left-hand-drive six-wheeler, which is shown with platform body. It has a single driving axle, and twin-steered front wheels form an outstanding feature of the chassis, which is powered by an A.E.C. 98 b.h.p. oil engine. A fivespeed gearbox, two-piece propeller shaft, and an over-slung worm-driven rear axle are other points in the specification. The vehicle is of the full-forward-control type.
A maximum-load machine is found in the Mentor, an eight-wheeler having a chassis length of 30 ft. The oil engine which powers it is of 9.6-litre capacity, and develops 125 b.h.p. at 1,800 r.p.m.—Maudslay Motor Co., Ltd., Castle Maudslay, AIcester, Warwickshire.
Stand 87 _}
IMPROVED steering linkage on the 10-cwt. series Y model, 1 and modified hand-brake adjustment on the 5-cwt. series Z machine, form two minor differences to be found on these well-tried vehicles, of which several examples are shown. The 5-cwt. chassis is powered by an 8 h.p. side-valve unit, having a three-bearing crankshaft, steel-backed main bearings, and duplex-roller timing chain. A single-plate clutch drives to a three-speed synchromesh gearbox, from which a Hardy Spicer propeller shaft runs to a spiral-bevel-driven mar axle. Semi-elliptic springs are used, front and rear, spring action being controlled by Armstrong hydraulic piston-type shock absorbers. Lockheed hydraulic brakes take effect on all wheels, the latter having the commendable feature of six-stud fixing. The loading space in the van body is 79 cubic ft.
The R.A.C. rating of the engine in the 10-cwt. machine is 11.9 h.p., its capacity being 1,550 c.c. A single-plate clutch is used, and the synchromesh gearbox provides three forward speeds. A Hardy Spicer propeller shaft, spiral-bevel-driven rear axle, and Lockheed hydraulic braking are other chassis features. As with the smaller vehicle, Armstrong hydraulic shock absorbers control the semi-elliptic springs.
A notable point in the design of the chassis lies in mount ing the engine and transmission off centre. This arrangement gives more room for the driver, whilst, at the same time, the controls come more conveniently to the left hand. The capacity of the van body fitted to this chassis is 131 cubic ft.—Morris Motors, Ltd., Cowley, Oxford.
riF the comprehensive range of vehicles exhibited, the J-type 10-cwt. van represents the smallest-capacity machine to be produced by this company. The 36 b.h.p.
engine which is of capacity, is of the side-valve type, an 8-in. diameter Borg and Beek clutch, three-speed gearbox, and spiral-bevel-driven rear axle figure in the specification. Excluding the space beside the driver, the body has a capacity of 150 cubic ft.,. loading being from the rear. The side doors slide inside the body.
All the 5-ton petrol-engined vehicles shown are powered by the new four-cylinderecl unit, which is interchangeable with the company's oil engine. This new unit is of the sidevalve type and develops 80 b.h.p. at 3,000 r.p.m. A detailed description was given in " The Commercial Motor" for September 17. An addition to the range of vehicles powered by the concern's oil engine is an export version of a 32-seater coach chassis, The power unit, which is notable for the extent to which light alloy metals are used, gives 75 b.h.p. at 2,400 r.p.m.
In all there are five examples of the 5-tonner, two of which are shown in chassis form. On these models the maker offers the alternative of the 75 b.h.p. oil engine, or the 80 b.h.p. long-stroke petrol engine. Different lengths of chassis are also available. Of the two long-wheelbase 5-tonners on view, one is powered by an oil engine, and the other, which is shown as a complete lorry, has the 80 b.h.p. petrol engine installed. There are three examples of the maker's 25-30-cwt. machine, all of which are complete vehicles. These comprise a lorry, a van having the company's standard body, and a second van with special bodywork, to the order of J. Lyons and Co., Ltd., the caterer.
Copper-grilled radiators making for improved cooling, insulated cabs to resist intense cold, rust-and-water proofing against tropical humidity and multi-filtering of fuel for operating in sandy areas, are features in export models.Morris-Commercial Cars, Ltd., Adderley Park, Birmingham, 8.
THE battery-electric vehicles shown by this exhibitor range from a machine of 14-cwt, capacity, with left-hand drive, to a 4-5-tonner fitted with a Paragon refuse-collection body. The last-mentioned vehicle, which is known as the WalkerN.C.B , has been developed as the result of collaboration between Walker Bros. (Wigan), Ltd, and Northern Coachbuilders, Ltd.
So far as the electrical equipment is concerned, many units are common to this and the N.C.B. 30-cwt. machine, but as the power requirements are double those of the smaller vehicle, two motois of a combined output of 24.5 h.p., at the 1-hour rating, are used. As against the 72 volts employed on the 30-cwt. machine, the supply is 144 volts in the case of the 4-5-tont er.
The rear axle is spiral-bevel driven, and there is an additional gear-reduction box which makes the overall ratio 20 to I. Despite the laden weight of this machine it is possible to cover 40 miles on one charge on normal collection duties, and 15 m.p.h. is attainable.
The new 30-cwt. box-van and travelling-shop vehicle shown is equally interesting, particularly by reason of the special attention given to ease of entry and exit.
A sliding door is provided on both sides of the cab, so that the controls can be reached from each side over a low step. Tip-up seats and ample headroom permit of the vehicle being driven by a standing driver. A feature new to battery-electric vehicles in general is the provision of an electrically controlled parking brake.
Panhard Stand 28
THIS French concern shows an example of its model 1E22, 5-ton tipper with right-hand steering, as it is designed as an export model from France. Power is provided by a 105 mm. by 150 mm. four-cylindered oil engine employing the Lanova air-cell combustion system, in which fuel is injected horizontally into a pre-combustion chamber. The unit is of 5.2-litre capacity, and produces 85 b.h.p. 'at 2,000 r.p.rn. The main point of difference between the Panhard design and normal Lanova practice is that a small additional cell is provided immediately opposite the tangentially situated injector nozzle.
A slight extra--compression in this cell, due to the injection speed of the fuel, causes ignition to start therein. The flame spreads to the combustion chamber, where there is a strong rotary turbulence effect. The special claim made for the design is that the engine runs with particular smoothness.
The five-speed gearbox has three silent-change gears and an overdrive on top. Final drive is by helical-bevel gears. The clean design of the axle casing is worthy of note. From the maintenance angle, a good feature on this Panhard 'is engine accessibility, as the unit can be drawn out forward on a central member of the frame.—Panhard and Levassor Soc. Anon. des Anciens Etabs.. 19, Avenue d'Ivry, Paris, France
Proctor Stand 77 )
OF the three Proctor models shown, two are recent introductions—one being a 7-ton tipper and the other a tractor unit. All three models are powered by Perkins P6
oil engines, and Lockheed-Girling-Dewandre braking is standard equipment.
A feature of the Mk. I 5-6-tonner is a five-speed gearbox with indirect top. The Mk. 11 7-ton tipper is fitted with twinram three-way tipping gear. It has a wheelbase of 9 ft. 9 ins. and the frame length is 14 ft. 11 ins.
Both the tipper and the Mk. III tractor are provided with Hardy Spicer propeller shafts, and David Brown five-speed gearboxes, the tipper having an overdrive, and the tractor direct drive on top.
A detachable cross-member, the brackets of which are integral with the road spring hangers, carry the engine and radiator mountings in both the Mk. 11 and Mk. III models. It is to be 'noted that the coachbuilt cabs on all Proctor models are now more spacious than that previously fitted on Mk. I vehicles, whilst other features have been introduced with a view to providing more comfort and increased safety for the driver. As an instance of this the cab is four-point mounted on rubber.
• The standard Mk. I model Proctor comes in the under 3-ton unladen-weight class, and has a wheelbase of 13 ft. 81 ins. The chassis, which is of straightforward design, has a two-piece Layrub propeller shaft, with a loaded angle of drive of 1 degree. The standard ratio of the rear axle, whi0 is of the spiral-bevel type, is 7 to I. the indirect overdrive gearbox ratio being 1 to .818.— Proctor Springwood, Ltd., Proctor Works, Mousehold, Norwich.
6 6 Q 99
IN addition to the standard I-ton normal-control model I battery-electric shown, two new machines are staged—one a forward-control 1-ton Vehicle, and the other a 21-tonner. An interesting feature, common to all these chassis, is the tubular frame which, whilst comparatively fight in weight, lacks nothing in strength.
In the normal-control vehicle the batteries are carried under the bonnet whilst in the case of the thrward-control 1-ton and 2f-ton machines they are accommodated on each side of the chassis.
Each set of batteries is supported on an auxiliary frame member which runs the full length of the chassis, the cradle carrying the batteries being linked up to a shaft running parallel to the supporting frame. At its after end the shaft is squared to take a handle which, when turned, has the effect of moving the batteries clear of the body. In the case of the normal-control 1-tonner, battery removal is from the front-end of the vehicle.
Independent suspension of all wheels is a feature common to all models, as is the cam-operated controller. Final drive is by underslung worm and in the 1-ton models a differential is incorporated. On the new 2-tointer, however, each rear wheel is driven by its own motor.
Considerable weight is saved by the use of Elektron for the battery containers, the metal being suitably treated with an acid-resisting bituminous compound.—Steels Engineering Products, Ltd., Crown Works, Sunderland.
Stand 84) THE Renault 6-cwt. van and the station wagon on this stand, are both based on similar chassis. Externally, there is little difference in the bodies, with the exception that the station wagon has two windows on each side. This model has accommodation for four persons, leaving a fair amount of space behind the rear seats. When the latter are removed a large amount of personal luggage or goods can be carried, loading being carried out from the rear, as a full-width door is provided for this purpose. Incidentally,
the spare wheel is carried on the inside of this door.
In the case of the van, the spare wheel is accommodated behind the front passenger's seat, the available space for goods being 55 cubic ft. Unit construction is adopted for the chassis and body.
A four-cylindered petrol engine provides the power, the unit having a bore of 58 mm. and stroke of 95 mm.— Renault, Ltd., Western Avenue, London, W.3.
( Reo Stand 83
OF the two models exhibited, one is a 6-tonner and the other an 8-tonner. They are both of Reo Moreload design, in which the engine is carried forward of the front
axle to give a shorter wheelbase. The claims made for this design are exceptional ease of handling and increased load space per inch of wheelbase.
The engine in the 6-tonner is a six-cylindered petrol unit, giving 89 b.h.p. at 3,100 r.p.m. A speed governor is fitted, and the recommended setting is for 3,000 r.p.m., at which the putput is 79 b.h.p.; maximum torque -is 192 lb.-ft. at 1,200 r.p.m. A Borg and Beck clutch, four-speed gearbox and spiral-bevel-driven rear axle having a gear reduction of 6.1 to I are other features in the specification.
The larger engine, as fitted in the 8-tonner, gives 95 b.h.p. 'et 3,000 r.p.m., the recommended governor speed being 2,900 r.p.m., at which the output is 85 b.h.p. Maximum torque is 225 lb.-ft. at 1,200 r.p.m. A single-plate clutch takes the drive to a five-speed gearbox.—Reo Motors, Ltd., Great West Road. Brentford. Middlesex.
Scammell Stand 59
OF the five main exhibits on this stand, the new Scarab mechanical horse probably, attracts the most attention. This is an entirely new design in that the engine, which is built as a unit with the gearbox and rear axle, is mounted well behind the cab. The " square" engine has a bore and stroke. of 3-jains., the output at 3,200 r.p.m. being 45 b.h.p. The Scarab is available as both a 3-tonner and 6-tonner, the engine being derated to 25 b.h.p. on the 3-tonner.
A feature of the transmission lies in the mounting of the final-drive pinion on the gearbox output shaft, which is made possible by the integral form of construction. A doublereduction gear is used in the final-drive assembly which, in the case of the 3-tonner, has an overall reduction of 9.65 to 1. with 11.23 to 1 for the 6-tonner. At the forward end the engine and transmission unit is supported on a single bolt of large diameter, a heavy-duty rubber bush forming part of the assembly. Semi-elliptic springs are employed at the rear. Shackles are dispensed with, as the springs bear on slippers carried in brackets attached to the ramp. A coil spring is used at the front, being immersed in oil.
The articulated eight-wheeled frameless tanker, another exhibit, is powered by a Meadows oil engine developing 130 b.h.p. at 1,900 r.p.m. Outstanding features of the tractor unit are the six-speed constant-mesh gearbox with overdrive top, and the' double-reduction spiral-bevel and epicyclic-gear rear axle. These are also features of the 14-15-ton rigid eight-wheeler, and 5-7-ton four-wheeler, designed for oilfield operation, of which examRles are also shown. On the oilfields machine there is a split-transmissiontype power take-off, which can be operated with the vehicle moving or stationary. Compressed-air braking is a feature common to the two eight-wheelers and the four-wheeler. On the articulated machine the chassis parts are automatically lubricated on the Clayton-Dewandre system. In the rigid eight-wheeler automatic chassis lubrication is also provided, using the Tecatemit layout. The latter vehicle is powered by a Gardner 61W oil engine which develops
• 102 b.h.p. at 1,700 r.p.m. In the case of the four-wheeler, a Meadows six-cylindered petrol engine provides the power. This unit gives 190 b.h.p. at 2,400 r_p.m., and the vehicle, being designed for overseas operation, is fitted with a special type of radiator.--,Scammell Lorries, Ltd., Watford West, Hens.
Seddon Stand 52 „„)
FWE examples of the Seddon 6-tonner, a single-deck passenger chassis and a 32-seater bus, are available for inspection. The new Mk. 4 passenger chassis has a similar engine to the goods vehicles—a Perkins P6 Mk. Ill unit. Many other components are common to both chassis, but the frame, gearbox, propeller shafts and back axle are notably different. The channel-section side members of the frame are 81 ins, deep, with 21-in, webs, the thickness being 1 in. These are substantially braced at six points, three of the cross-members being pressings, the other three being tubular.
A 12-in.-diameter, dry-plate, Borg and Beck clutch takes the drive to a five-speed David Brown gearbox, the fifth speed being an overdrive giving an overall ratio, with a 7 to 1 rear axle, of 5.68 to I. The drive from the gearbox to the rear axle is by Hardy Spicer propeller shafts, with an intermediate centre-bearing having a self-aligning seating. The rear axle is a spiral-bevel-driven unit, with straddlemounted pinion and crown wheel, and four-pin bevel differential. The axle shafts, which are 1 23-32 in. diameter, are integral with the hub-driving flanges. The ventilatortype disc wheels are equipped with 8.25 by 20 low-pressure Lyres, with twins at the rear.
A feature of interest on the 6-ton chassis exhibited is the two-speed rear axle, which, howevd, forms an alternative to the normal single-speed axle, at an extra charge. The gear-change lever of the rear axle is in the form of a trigger, mounted on the gearbox lever, the actuating force being by vacuum. The high ratio is 6.33 to 1, and the low ratio 8.8 to 1; the standard single-speed rear axle has a reduction of 7 to 1. When a two-speed rear axle is fitted. a gearbox giving four forward ratios is installed, the standard gearbox providing for five forward speeds.
Girling brakes are fitted to both goods and passenger chassis, and are Lockheed hydraulically operated with Clayton Dewandre vacuum-servo. The wheelbase of the long chasis is 13 ft. 6 ins., and of the short chassis 10 ft. In the case of the tractor, which is shown with Carrimore articulated trailer attached, the wheelbase is 9 ft.—Seddon. Motors, Ltd., Woodstock Factory, Oldham
THE Sentinel-Ricardo, six-cylindered, oil-engined chassis. designed for trailer work, forms' a new addition to the Sentinel range. It has, however, many features in common with the 7-8-tonner, which is powered by a four-cylindered Sentinel-Ricardo unit, With an R.A.C. rating of 54.2 h.p.. the new six-cylindered engine develops a maximum of 135 b.h.p. at 2,000 r.p.m., the torque at 1,600 r.p.m. being 380 lb.-ft. The cylinder capacity is 9.12 litres. As in the smaller engine, the combustion system is of the Ricardo Comet Mk. 111 type.
The cast-iron crankshaft is supported on seven bronze, steel-strip bearings, a bonded-rubber-type vibration damper being fitted to its front end. Two pumps are used in the lubricating system, one of which is submerged in the sump oil and delivers to a filter tank, whilst the other delivers from this point direct to the main bearings. Camshaft and rocker gear are lubricated via a pressure-reducing valve.
On the 7-8-tonnes the grease nipples for chassis lubrication are grouped on a side-member of the frame, but this system is not followed on the new model. The chassis exhibited is suitable for a 20-ft. body, the unladen weight with one of the platform type being 4 tons 1i cwt. The weight of the chassis with cab is 4 tons 1 cwt The 7-8-tanner is shown both in chassis form and with an end-tipping body. The R.A.C. rating of the four-cylindered Sentinel-Ricardo oil engine is 36.1 h.p., and it develops 90 b.h.p. at 2,000 r.p.m. A feature of all Sentinel models lies in mounting the engine on its side under the floor, behind the cab. This makes it possible to adopt full-forward control without any „ obstruction in the cab, the occupants of which have ample space and are not troubled with engine fumes. Both engines, however, are being made available for vertical mounting in the orthodox position, an alternative offered on export chassis. The Sentinel-Beadle chassisless 40-seater coach is exhibited on stand P.—Sentinel (Shrewsbury), Ltd.. Shrewsbury.
THIS exhibitor stages two versions of an entirely new 1 machine in the guise of a 12-cwt. delivery van and a pick-up utility-type vehicle. As both are based on the Vanguard private-car chassis, their performance should be of a high order, as the car is capable of 80 m.p.h. The power unit has four cylinders and is of the overhead-valve
G6 type. The bore is 85 mm. and the stroke 92 mm., dimensions which give a capacity of 2.088 c.c. The unit develops 68 b.h.p. at 4,200 r.p.in. A Borg and Beck clutch takes the drive to a three-speed synchromesh gearbox, the forward-speed ratios of which are 4.625, 7.71 and 1635 to I. A Hardy Spicer open propeller shaft completes the drive to a hypoid-bevel rear axle. The ftont wheels have independent suspension by coil springs, conventional semi-elliptic springs being employed at the rear. Lockheed two-leading-shoe brakes provide effective braking.
Gear changing should occasion no anxiety to the heaviesthanded driver, as the gear-change control is arranged on the steering column. The vehicle has a wheelbase of 7 ft. 10 ins., with a track of 4 ft. 3 ins, in front and 4 ft. 6 ins, at the rear.—Standard Motor Co., Ltd., Fletchamstead Works. Coventry.
1, Stand 29
TWO chassis. each fitted only with a cab, and one complete vehicle, form the exhibit on this stand. The complete machine, which has a model 2R10/31C2 chassis, is fitted with `a pick-up body made by Studebaker. The L-type side-valve engine has a bore of 3 ins, and a 4-in, stroke, the piston displacement thus being 170 cubic ins. The S.A.E. rated horse-power is 21.6 and the maximum b.h.p. is 80, with a maximum torque of 134 lb.-ft. ThiS machine has a wheelbase of 10 ft. 2 ins Powered by a similar engine, the smaller of the two chassis has a wheelbase of 10 ft. 11 ins. This vehicle is designed to take a 9-ft.-long body.
The largest of the iOree exhibits is a model 2RI7/55C2 chassis, which also employs an L-headed side-valve unit. This has a bore of 3* ins, and a 4i-in. stroke, with a piston displacement of 226 cubic ins. The S.A.E. rating is 26.3 h.p. and the engine develops a maximum of 94 b.h.p., whilst the torque is 174 lb.-ft.—Studebaker Distributors, Ltd., 385, Euston Road, London. N.W.I.
TWO chassis and three complete trolleybuses are exhibited. The two-axle chassis, type MF2B, has been designed especially for overseas operation, and it will be noted that the chassis frame is so built as to permit of an entrance door being provided forward of the front axle. As the overall length of the chassis is 33 ft. 6 ins„ single-deck bodywork. providing seating for 44 passengers, can be accommodated. A separate motor powers a compressor to supply air under pressure for brake and door operation.
The three-axle chassis is for double-deck bodies to carry up to 70 passengers; a complete vehicle can be inspected on Stand 95. The electric traction equipment includes a B.T.H. unit-control panel of latest design in which the Contactor panel and maste• controller are in unit construction. A flood-proof B.T.H. traction motor is used, and it ivarranged for rheostatic braking.
One of the two-axle double-deck trolleybuses exhibited hag a 54-seater body of composite construction made by Park Royal Vehicles, Ltd. The traction equipment is of B.T.H. manufacture. The particular vehicle shown is one of a fleet for, delivery to Wolverhampton Corporation. The second two-axle machine has an M.C.W. all-metal body to scat 56 passengers. Id this case the electrical equipment is by the Metropolitan-Vickers concern. An M.C.W. all-metal body also figures on the three-axle chassis, the complete vehicle being for overseas use. It is a 70-seater, and forms one of 52 of similar type for export to Durban.
Two component exhibits one a differential and the other a section of a front axle, serve to show the close attention to design and detail construction embodied in Sunbeam chassis.—Sunbeam Trotleybus Co., ltd.. Moorfield Works. Wolverhampton.
THIS exhibitor is showing seven different vehicles, amongst 1 which are two newcomers to the range. These are the Sturdy Two-star chassis, and the Trident. The former comes in the 91–ton-gross-laden-weight class, and is powered by the maker's six-cylindered oil engine
of 4-litre capacity A single-plate
clutch, five-speed gearbox and a hypoid-bevel rear axle figure in the specification. The chassis may be fitted with 8.25 by 20 12-ply tyres, when the maximum gross laden weight may been increased to 10 tons 4 cwt.
The new Trident chassis is of the 12-ton-gross-laden-weight class and is powered by the new Thornycroft '75 b.h.p. six-cylindered direct-injection oil engine. Features on the chassis include a five-speed gearbox and hypoid-bevel rear-axle drive. One chassis is shown with a cab, and the other, which has normal control and left-hand drive, is bare.
The type SA/GRN6/1 20-tonner on the stand is notable for the fact that it is powered by an overhead-valve petrol engine which develops 155 b.h.p. It is a six-cylindered unit with a bore of 4.75 ins, and a stroke of 6.5 ins. The chassis has a four-speed gearbox and an auxiliary gearbox giving a further reduction of 2.26 to I. The bogie axles have overhead worm-drive, and the braking system employs air pressure. This is one of a number for export to South Africa.
Of the two Trusty chassis exhibited, one is a four-wheeler and the other an eight-wheeler in which both bogie axles are driven. The latter machine employs twin-steered front axles. Chassis components are similar on both chassis, the power unit fitted tieing the maker's 100 b.h.p. oil engine. A single-plate clutch takes the drive to a five-speed gearbox, the final drive being by overhead-worm gear. Air-pressure braking and 11 by 20 tyres are other features common to both chassis.
The vehicle with the lowest carrying capacity exhibited is the Nippy 6-tonner, which has the Thornycroft 45 b.h.p. oil engine installed, smallest in the maker's range. It has a bore of 3.56 ins, and a 4.25-in, stroke. Transmission is through a single-plate clutch and four-speed gearbox, to a spiral-bevel-driven rear axle. The chassis shown has a special cab following a specification of British Railways.—Transport Equipment (Thornycroft), Ltd., Thornycroft House, Smith Square, London, S.W.I.
Tilling-Stevens Stand 42
FOUR oil-engined chassis, and two battery-electrics form the exhibit here. The medium-weight chassis displayed —model L6.PA7—is powered by a Perkins P6 oil engine developing 70 b.h.p. at 2,200 r.p.m. The single-plate clutch is 12 ins, in diameter and the gearbox provides five forward speeds. In the transmission from the gearbox to the hypoidbevel rear axle there is a three-piece Hardy Spicer propeller shaft with two self-aligning support bearings. First and second gears of the five-speed box are of the sliding-pinion type, the others being constant-mesh gears with sliding-dog engagement. In connection with the braking, the continuousflow hydraulic servo-pump is driven from the gearbox mainshaft by twin v-belts.
Of the three 32-seater passenger chassis shown, model K6.LA7 is powered by a Gardner 6LW unit; model K6.MA7 has the new Meadows oil engine, and the K5.LA7 machine a Gardner 5LW engine.. The two first-mentioned chassis. with the 'exception of the . engines, follow the same , specification, which include?, a five-speed gearbox, offset underslung worm driven rear axle, and Dewandre triple-servo vacuum brakes The rear axle has the unusually high ratio of 4.2 to I. On the K6.LA7 12-volt starting and lighting equipment is installed, whilst that on the K6.MA7 model is a 24-volt supply. The Meadows-engined chassis is shown as a complete vehicle, having a Duffield 33-seater luxury coach body, equipped with radio, interior heater and fluorescent lighting. A 33-seater sun-saloon coach body, by Plaxtons (Scarborough), Ltd., figures on the K5.LA7 chassis,
The ttflo 5-ton battery-electric machines, one of which is shown in chassis form and the other as a refuse-collection vehicle, are built to substantially the same specification. The traction motor. which is rated at 15 h.p., works on 135 volts. An output up to 45 h.p. can be obtained for 15-min. periods. The final drive is by overhead worm-gear having a reduction of 11,3 to I. Semi-elliptic springs, hydraulically operated brakes, and 34 by 7 heavy-duty tyres are other features of the chassis. The turning circle is 55 ft., and the gross laden weight 9 tons 10 cwt. The refuse-collection body on the complete machine was made by H. Markham, Ltd.Tilling-Stevens, Ltd., Victoria Works, Maidstone, Kent. 1Trojan
THE Trojan concern has concentrated on the production of its 15-cwt. two-stroke-engined van, and this is the only model shown. The engine is of unusual design, in that it has four power pistons working in four bores, each pair of bores having a common cylinder head. There are two charging cylinders, arranged in V-formation in relation to the power cylinders, which are responsible for inducing the mixture charge and pumping it into the power cylinders.
One important modification has been carried out in the design of the engine: this is in respect of the valve controlling the transfer of the mixture from the charging cylinders to the power cylinders. On the original engine, a rotary valve was employed; this has now given place to one of the automatic type. The capacity of the engine is 1,186 c.c„ and it develops 24 b.h.p. at 2,000 r.p.m. Its outstanding characteristic is its pulling power at low revolutions, maximum torque being obtained at about 900 r.p.m.—Trojans, Ltd., Purley Way, Croydon.
AVEHICLE that should make a strong appeal to overseas buyers is the forestry machine shown. Designed for heavy haulage work under difficult conditions, it is powered by a Gardner four-cylindered oil engine, developing 68 b.h.p. at1,200r.p.m. A 14-in, single-prate clutch takes the drive to a five-speed gearbox, a two-speed transfer box making 10 forward ratios available. The drive is taken to the front and rear axles by Hardy Spicer shafts, the transfer case incorporating two power-take-off shafts. The universal joints on the front-axle drive are of the Rzeppa constantvelocity type.
A feature of the vehicle is the self-contained winch, which is driven from the power take-off on the auxiliary gearbox. Five forward speed's and a reverse are available, a maximum pull of 64,125 lb. being obtained on the lowest ratio, with a roping speed of 19 ft. per min.
The industrial model shown is based on a similar chassis to the forestry machine but is designed for road work up to a maximum legal gross weight of 25 tons with trailer.— Universal Power Drives, Ltd., Aintree Road, Perivale, Middlesex.
ONE chassis and six complete vehicles are shown by this exhibitor. The chassis is the popular 6PF model, which is a four-wheeler powered by a Perkins P6 oil engine. A 15-in, diameter single-plate clutch, four-speed gearbox, and overhead-worm-driven rear axle figure in the specification. The vacuum-assisted hydraulically operated brakes work in 16-in, diameter, chrome-alloy-steel drums. An examination of the chassis frame will reveal that fitted bolts are used throughout, as opposed to the use of rivets or welding_
On the 6PF chassis, which is shown complete with platform body, it will be noted that the near-side front wing is made quickly detachable. The object of this is to facilitate access to the engine for adjustment, or maintenance purposes.
The 6VF Vulcan chassis, of which two examples arc shown, complete with bodies, is powered by the maker's 08 four-cylindered petrol engine, which develops 78 b.h.p. at 2,800 r.p.m., and produces a maximlim torque of 210 lb.-ft. at 1.000 r.p.m. It is a side-valve unit and incorporates renewable Stellite-faced exhaust valve seatings. Although fitted with coil ignition, provision is made for conversion to magneto ignition.
Model 9PFA, which is exhibited as an articulated sixwheeler with Carrimore semi-trailer having a box-van insulated body, is fitted with an Eaton two-speed driving axle with vacuum-operated ratio-change control. The ratios provided are 6.5 and 3.02 to I, In this case, a Perkins P6 oil engine supplies the power with clutch and gearbox as in the 6PF model already mentioned.
The standard wheelbase of the 6PF machine is 13 ft_ but when an operator wishes to carry light, bulky loads, this may be extended by 1 ft. '6 ins. Such a machine, as supplied to Huntley and Palmers. Ltd., forms one of the exhibits. With the exception of the lengthened frame and transmission, the chassis specification follows that of the standard 6PF vehicle. —Vulcan Motors, Ltd., Victoria Works, Maidstone.
Stand 32 THE Wilson Beavermajor chassis is on a revolving stand, so that the features of its design may be seen from all angles. The payload capacity of this model is 25 cwt., and. it has a range of operation, on one battery charge, of between 25 and 35 miles. The traction motor, which is rated at 71 h.p., is mounted centrally behind the cab, which provides for' full forward control. From this point, I.C.-engined practice is followed, a Hardy Spicer propeller shaft taking the drive to the worm of the rear axle. Semielliptic springs are employed in the suspension system.
The longitudinal frame-members are dropped at the front to give a low floor-line to the cab. Frame bracing is by tubular cross-members, their disposition being such as to permit of the batteries being accommodated inside the side-members. An important innovation on the new chassis lies in the braking system. which is of the Gifting mechanical-hydro .type, in which the front brakes are operated hydraulically and the rear brakes by mechanical means. This is the first battery-electric vehicle to adopt this system.
Four forward speeds and four reverse are available through the contactor panel, the rate of operation of the contactors being governed by the automatic controller.— Partridge Wilson and Co., Ltd., Davenset Electrical Works, Leicester
QNE of the few taxicab exhibits in the Show will be found here. If is the Oxford, which was introduced to Londoners about two years ago. Although the comfort offered to the driver and passengers alike was considerably in advance of most vehicles then operating, the cab was not of the fully enclosed type. Whilst the standard model does not offer this feature, an example of a fully enclosed cab is shown by the maker, and can be supplied at a small additional cost. .
The four-cylindered o.h.v. engine, which has a capacity of 1,802.5 c.c., has an R.A.C. rating of 1193 11.p. Second, third and top ratios in the four-speed gearbox are of the synchromesh type, a feature which reduces fatigue when continuously driving in heavy traffic. Girling brakes provide for efficient retardation, and in connection with them is a spEing mechanism which has the effect of reducing the load on the rear brakes and increasing it on the front brakes when the vehicle is being braked.—Wolsely Motors, Ltd„ Drews Lane, Ward End, Birmingham, 8.