THE LATEST DENNIS C ACH CHASSIS
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AVALUABLE addition has been made to the range of Dennis passenger chassis, and we have had the opportunity for inspecting an example of the new model at the works of Dennis Bros., Ltd., at Guildford. For single-deck work, as readers will see by reference to page 642 of the tab/es of chassis specification in our issue dated December leth, 1930, this company has two standard six-cylinder types, the Dart 60 b.h.p. normal-contl'ol 20seater and the Arrow 100 b.h.p. fOrward-control 32-seater.
Dennis Bros., Ltd., has noticed the development of a demand overseas for a long-wheelbase modification of the Arrow chassis, having normal control, and, to cater for this, as Well as to provide a useful 28-30passenger coach chassis for this country, has brought out this new type, to be known as the Arrow coach model. The price is £1,050, -the same as for the Arrow forwardcontrol chassis.
A special frame has been produced which, although practically identical with the standard Arrow frame, gives a wheelbase of 17 ft. 6 ins.-1 ft. longer. This frame overhangs the rear axle by 7 ft. 34 ins., which means that, for an overall vehicle length of 27 ft. 6 ins., the body overhang is 8 ft.
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The off-set power unit and transmission are retained, but the driver's position is behind the engine. So as to economize space, however, the steering wheel is about 8 ins, closer to the dash than is usual in normalcontrol Models. Ingenuity has been. exercised in. effecting this saving. The control pedals protrude from a cubby hole in the lower part of the dash and the gear lever is mounted on the off-side face of the gearbox at a position only about 1 ft. 2-4 ins. behind the dash. 1 The neatness of the gear-control aksembly is shown in one of the plliotographs reproduced on this page.
The hand-brake lever is mounted on the off-side frame-member and is pushed forward to apply the brake. Ail interesting feature is the retention of the forward position of the cam-Old-roller steering box, which is practically level with the radiator. This necessitates a low rate for the steering oltinin, enhancing the vehicle's appearance. The column is 5 ft. 4 ins, long and is well supported at the dash; the instrument group being fitted to it. The position of the wheel, for a chassis with light steering, will probably be liked by drivers.
The back of the driver's seat is only 3 ft. from the dash, so that the frame length behind the driver is 18 ft. 10i ins. By carrying the bonnet sides out to the full width of the dash (4 ft. 10 ins.), a fine frontal appearance is obtained.
From the gearbox aft, the chassis is almost. identical with the standard model. The intermediate propeller shaft has been increased in diameter as well as in length. One or two improvements have been introduced into this chassis which are also to be incorporated in the forward-control type. Between the centre steady bearing of the propeller shaft and the mechanical universal joint just behind it a frictionloaded flywheel is fitted to damp torsional vibration.
7A new type of induction pipe has been fitted to the six-cylindered engine, the pipe passing from the up-draught carburetter vertically through the exhaust manifold. The result is that when the engine has
Another modification well worthy of mention concerns the spare-wheel carrier. This is suspended by two pulleys from a pair of rails that form light frame cross-members behind the rear axle. After unscrewing a countersunk wing-nut on a bolt supporting the off side ot the carrier the latter is lowered to the ground, where it is supported by a roller. The carrier :and tyre may then be drawn out without the driver hay
ing to support the weight at all.
The new coach chassis is an attractive newcomer to the range, and is certain to be a centre of interest at the Bumps Aires Exhibition in Mardi; whereit will be on view. Forward control is. tat. nom"lar in .the Argentine, and there are many other countries where the behind-engine position for the driver is preferred. In Britain, too, this coach chassis will be valuable.