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DODGE CATER FOR WIDE VARIETY OF TRANSPORT NEEDS

22nd January 1960
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Page 95, 22nd January 1960 — DODGE CATER FOR WIDE VARIETY OF TRANSPORT NEEDS
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Which of the following most accurately describes the problem?

)ver 5o different models with Forward and Normal Control

HERE' is no doubt about it: the range of hides Produced today by adge Brothers . (Britain) d., is an -extremely corn thensive One planned meet a wide variety of .nsportation needs. The adds it includes extend

chaSsis of 3 tons to 7 is in nominal load carrycapacity and is Stipplethted by a series of tractors signed to take fifth-wheel uplings for the haulage

• semi-trailers carrying ids of up to 12 tons in • The availability of either 'anal or forward control rsions in every load tegpry except that of the :miner, which is supplied bonneted form only, choice of power units

various types and sizes to match 1ividual requiremesits, and chassis with iletent lengths of wheelbase result in there ing over 50 Dodge models in current oduction. And this figure does not take :ci aecount the alternative of left-hand -eritag which can be supplied on vehicles (export when necessary. Neither does it re.. into consideration major regular

oduetiOn options such as two-speed rear

. Forward control series .

Newest in the Dodge range are the forward nttol vehicles first introduced in 1958. le series consists of 5 ton, 6 ton and 7 ton id-carrying vehicles, each available in ree wheelbase lengths, and tractors for 10 n and 12 ton spnii-trailers. They replace the earlier range of semi-forward corittol trucks which by their performance, did so much to establish the Dodge reputation for outstanding reliability.

Full forward control .is now adopted to enable a larger proportion of the total vehicle length to be devoted to the body and to ensure a more even distribution of the load over the two aXles. As an indication of the load-carrying space provided, the /(e-W-triailt bodywork fo:r the range includes double drop-sided bodies having interior lengths of 19 ft. 6 in., 17 ft. 6 in. and 15 ft. according to wheelbase, as well as tipping bodies 10 ft. 6 in. king with capacities of 5 and 6 cu.

yard. .

Really modern in every sense is the cab developed for the forward control range. It is styled in an imposing contemporary manner

and is at the same time thoroughly practical in design and in construction. The windscreen is a particularly large wrap, round onepiece unit and, together with curved glass lights in the rear corners of the cab and a large window in the back panel, affOrds excellent all-round visibility for the driver. His personal coinfort is assured by the provision of a foam rubber seat with 3i in. vertical and 5 in. hOrizontal adustrnent, Both this and the passenger seat are 18 in, wide and have shaped back 'rests of rub: beriaed hair. Provision is .thade for fitting dual heating and' demisting nits; dual freshair blowers, radio set, flashing indic:ators arid a screen washer, all of which are available as optional extras.

• The standard equipment is comprehensive and . includes. full-drop and swivelling ventilator windows in the doors, air inlets at the front controlled by flap operated from the dash, arieffeetive heat and sound insulaCed cowl over the 'engine. A fitted ,rubber mat. has a felt underlay and there are draught seals for the pedals. Other fitments are dual windscreen wipers electrically operated, extendible rear view mirrors, an interior light and a large compartment on both sides of the instrument group. Switch gear for the horn, lights, headlamp dipper and flashing indicators (when fitted), are conveniently mounted on a steering cottimn arm.

The cab is an all-steel welded structure designed to be strong and free from distorting influenets, it is fabricated from steel pressings. :based on an integral sub-frame of box-section and insulated from the chassis by rubber bobbins at the four mounting points. The roof and hack panels are

one-piece pressings, the latter being swaged to give rigidity and of double skin construction above waist height. The door surround panels are also rigid one-piece pressings so as to ensure perfect alignment of the doors themselves. The front grille panel is detachable to give access to the radiator which, when it has been removed and the front chassis frame crossmember is unbolted, allows the engine to be withdrawn without disturbing the cab structure.

Heavier chassis construction

In comparison with the models they replaced the forward control chassis embody important mechanical improvements. Among them are even sturdier chassis frames than before. On the 5 and 6 ton vehicles the sidemembers are pressed from * in. thick steel and arc 8 9/16 in. dccp, while the longitudinals of the 7 formers are 5/16 in. thick and 10 in. deep. Both types of frame have 3 in. flanges and where added stress resistance is necessary the crossmembers are double tophat box section and widen to form gusset plates at their extremities, where they are attached to the sidemembers in alligator jaw fashion.

Stronger front axles were introduced in view of the greater imposed load and, in the case of the 7 winners, power assisted steering is a standard feature of the equipment; on other diesel engincd models power steering is an option. The generously dimensioned front and tear springs are of dual rate pattern having half wrapped eyes for safety. The main leaves are designed to reduce working stress under full load. In this condition the springs themselves are arranged to have no camber. Telescopic hydraulic dampers, front and rear, are an optional fitment. Fitted high tensile steel bolts are employed to secure the spring hanger brackets.

Improved braking with fade-resistant moulded liners and powerful vacuum assistance to the hydraulic operation, is also a feature. On high tonnage models air over hydraulic brakes are an optional fitment. As an outcome of the overall strengthening of the chassis, the recommended gross vehicle weight ratings are 19,250 lb. for the 5 tonners, 22,000 lb. for the 6 tonners and 26,000 lb. for the 7 tonners. The gross train weight or gross combination weight rating of the tractors is either 35,840 lb. or 40,320 lb.

Six power units

A choice of up to four power units is offered in each load-capacity group and, altogether, use is made of no fewer than six engines. The 5 tonners, for example, , can be supplied with either the Kewbuilt Dodge six-cylinder , petrol engine of 250 cu. in. (4.11 litre) capacity or a 305 cu. in. (5 litre) six-cylinder diesel unit. The former engine develops 116 b.h.p. at 3,600 r.p.m. and maximum torque of 204 lb. ft. at 1,400 r.p.m., the corresponding figures for the diesel unit being 89 b.h.p. at 2,600 r.p.m. and 218 lb. ft. at 1,250-1,500 r.p.m. Th'e same options are available in the 6 tonners, plus further alternatives of a 340 cu. in. (5.56 litre) diesel developing 104 b.h.p. at 2,500 r.p.m. or a 351 cu. in. (5.76 litre) direct injection engine developing a.net b.h.p. of 105 at 2,400 r.p.m. Both of these units S.fe also fitted in the 7 tormers and the tractors.

Likewise a 375 cu. in. (6.1 litre) diesel having an output of 110 b.h.p. at 2,400 r.p.m. and maximum torque of 285 lb. ft. at 1,100 r.p.m. This 375 Cu. in. engine is a recent introduction and represents the mightic diesel offered by Dodge. The 305 cu. i: unit was announced last month and featun a distributor type fuel pump, chrome surfacc cylinder liners and hydraulic governor.

To match the varying torque characte istics of these different engines, single-ph clutches of 11 in., 12 in., 13 in. and 14 ii diameter are employed. Clutch pedal tnov. merit in all cases is transmitted hydraulics]. so practically eliminating mechanical links and giving smoother operation.

New five-speed gearbox

A four-speed gearbox is fitted to the 5 tor nets and, has constant-mesh helical pinior and sliding dog engagement for second, thi: and fourth gears to give quiet running an easy gear changing. The other models at equipped with a five-speed gearbox, which there are two types. That for th 375 cu. in. engine is a new extra duty tin with a high torque capacity and constan

mesh helical gears for third, fourth and fiftl speeds.

Transmission between gearbox and bad axle: follows accepted practice, employim, tubular propeller shafts with needle Folic bearing . universal couplings and splined slif joints. In the case .of the short wheelbasi vehicles a single shaft is employed and on thi longer models the shaft is in two sections reai end of the foremost being supported ir a single row deep groove ball bearing. Twi: rubber insulated trunnions carry the support. bearing housing and absorb vibration.

The standard single-speed rear axle ha spiral bevel .reduction gear, a four-pinior differential assembly and fully floating ask shafts. These are carried in a' notably sturd■ pressed-steel housing, which at its extremitie is of rectangular section. Straddle mountinv of the driving pinion on three bearings enables it to withstand thrust and radial loads, while an adjustable thrust pad for the widefaced crown wheel resists shock loading.

Four different types of two-speed axles are available as alternatives to the singIe-speed units. They are the 1350 and the Mark IIc for the 5 tonners and 6 tonners and the heavier duty16800 and the 18500 types for the 7 tormets and these are supplied with gear ratios to suit differing operational requirements. In all cases the high ratio is obtained through spiral bevel gearing and the low ratio through additional epicyclic gearing. With one or two exceptions the change mechanism is vacuum operated.

Two-leading shoe brakes ate applied hydraulically with pressure boost from a single or tandem Hydrovac respectively in the case of the 5 and 6 ton models. A larger and more powerful servo unit is fitted to the 7 ton and tractor models. The use of moulded brake linings of large area conforms with the best modern practice and ensures that a high co-efficient of friction is maintained under extremes of heal and so greatly reduces any tendency to brake fade there might be in such circumstances. Dual internal wheel cylinder front brakes provide a better distribution of the braking force.

High efficiency type cam and lever steering gear is standardized throughout the range and where power assistance is installed it takes the form of an external hydraulic ram supplementing .the normal steering linkage. Thus steering by direct mechanical means is unaffected should the hydraulic power become inoperative. On all models the standard :tyre equipment is generous and there is a wide range of optional fitments.

Normal control series

The normal control models although quite distinct from those with forward control employ many of the same mechanical components such as engines, transmission units, brakes and steering gear and similarly sturdy chassis frames and progressive suspension systems. Generally speaking too, a similar choice of power units, axles and wheelbase, lengths is bffercd in the various load-capacity groups with the exception that the largest of the direct-injection diesel engines is not offered as an alternative in the normal control range. There is, moreover, a normal control 3 tonner with a gross weight rating of 13,440 lb. in addition to the 5 ton, 6 ton, 7 ton and tractor models, bringing the total number of normal control vehicles up to 23. This 3 ton chassis is made with a 12 ft. 11 in. wheelbase, the standard dropsided bckly on which has an internal length of 12 ft. The alternative power units offered in the case of the 3 ton " vehicle arc the six-cylinder petrol engine and a four, cylinder diesel engine of 192.4 Cu. in. (3.14 litre) capacity developing 55 b.h.p. at 2,400 r.p.m. and maximum torque of 134 lb. ft. at 1,400 r.p.m. Transmission is through a fourspeed gearbox and a single-speed spiral bevel axle.

Three-seat cab

As in the case of the forward control range particular attention has been given to the structural strength of the normal control cab and to the crew comfort it affords. It is notable for its pleasingly modern lines and is made throughout of heavy gauge steel pressings welded together. Additional stiffness is imparted to the front end by deep valances forming the inner sides of the wings and by

cross tics, the structure being supported on a rigid integral sub-frame. Six rubberbonded units arranged in.pairs at the mounting points below the front, centre and rear of the sub-frame insulate the cab structure as a whole from vibration and frame flexing under extremely adverse conditions. The wings and the front end panel are bolted in position and ate thus removable when required, while the bonnet cover is hinged along its tear edge and when open affords good access . to the engine for routine servicing and adjustment.

The unobstructed interior width of the cab is sufficient to enable a two-man passenger seat to he provided in addition to that for the driver, which can be adjusted vertically and horizontally to suit his requirements. In the rear panel of the cab are two large windows. Hinged at the front, the doors,are double panelled and carry full-drop windows and swivelling glass ventilators. The door edges are sealed by sponge rubber, and rubber grommets over the handbrake lever and pedal apertures together with a fitted rubber mat also prevent the ingress of draughts and dust. A fresh-air inlet under the facia panel is controllable by_, a flap. There is a space for fitting a. heater unit as one of a number of optional extras and screen demisting slots are provided. The nature of the equipment indeed suffers nothing in comparison with that .of the forward control, cab described previously.

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