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DYER 30 NEW at the Show

FURTHER extension of the use of the oil engine, a reduction in the overall weight of vehicles and the introduction of over 30 new els are the main features of the chassis manufacs' section of the Commercial Motor Show. Thirty: chassis makers are represented. Two are French one German.

ie Exhibition opens at 10 a.m. today and closes on ber 2.

le new goods models range from 5-cwt, vans to an [dated outfit with a gross weight of 24 ,tons, which ipates the acceptance of the proposed revised Contion and Use Regulations. In the passenger-vehicle the underfloor engine and weight reduction are the outstanding themes of the new models.

1 this and the next 13 pages is a stand-to-stand rt of each maker's exhibits. Next week the whole I of design will be reviewed.

81-A.E.C.

A.C.V. Sales, Ltd., Southall, Middx.

ONE of the highlights in the Show is the Routemaster lightweight 64-seat double-deck bus, which has been developed by A.E.C., Ltd., in conjunction with the London Transport Executive. As a public-service vehicle it is revolutionary in design, embracing, as it does, independent frontwheel suspension by coif springs, with coil springs also used at the rear, as resilient members.

No conventional chassis frame is employed, the body strucLure serving as the main load-carrying medium, whilst small sub-frames support the mechanical units at front and rear.

Power is provided by an A.E.C. 9.6-litre oil engine, this being offset-mounted towards the left side. Advantage has been taken of the absence of frame members and leaf springs to arrange the unit in this way.

The water pump and fan form a sub-unit with the radiator, which is positioned almost horizontally under the main floor to the right of and behind the engine. A fluid coupling, hydraulically operated epicyclic gearbox and spiral-bevel rear axle are included in this new vehicle, a full description of which appears on pages 240-241.

Both the Monocoach, with Park Royal 44-45-seat body, and Reliance passenger chassis are two further models exhibited for the first time. The Monocoach has an integrally constructed chassis and body, and an underfloor-mounted A.E.C. 7.75-litre oil engine.

The Reliance, which is shown in chassis form, is powered by the same type of underfloor unit, in fact all the mechanical units used are common to both vehicles. The introduction of these vehicles marked a departure in A.E.C. design, in that a single-reduction spiral-bevel rear ax,te was used for the first time. The specifications include a hydraulically operated clutch of 151-in, diameter, and a five-speed synchromesh gearbox.

Added to the range at the same time was the Mercury 8-ton goods chassis, which forms another exhibit. Its forward-mounted A.E.C. oil engine develops 98 b.h.p. With the exception of the cylinder liners and pistons, sump design, engine mounting and dynamo position, this unit and the underfloor type used in the Monocoach and Reliance vehicles are similar..

The models on this stand include a Mammoth Major 6 overseas-type chassis with 11.3-litre oil engine, and a Regent Mark 111 double-decker with Roe body, to the order of Leeds Corporation.

94—Albion

Albion Motors, Ltd., South Street, Scotstoun, Glasgow, W.4.

QF the six models displayed here, the Claymore 4-tonner with underfloor engine, and the Chieftain six-wheeler designed for overseas service are new to the Albion range. A full description of both these models was published last week. The engine in the 4-tonner is the Albion 60 b.h.p. direct-injection unit having a built-in centrifugal oil cleaner. The specification includes a four-speed constant-mesh gearbox with synchromesh mechanism for third and fourth gears, and worm-driven rear axle.

Designed to operate under arduous overseas conditions, the Chieftain six-wheeler has a gross vehicle weight of 131 tons. The Albion 85 .b.h.p. oil engine, constant-mesh five-speed gearbox and double-drive bogie axles are used.

Another version of the Chieftain exhibited is a 61-ton four-wheeler weighing under 3 tons unladen. It has a Duramin cab and platform body. A second vehicle of the MI mph. class is a Claymore with forward-mounted vertical oil engine. This is shown with a van body for 4-ton loads.

On the passenger side there is a Victor 16-ft. 11-in.wheelbase chassis with Harrington 35-seat luxury coach body. An Albion 75 b.h.p. oil engine and five-speed constant-mesh gearbox figure in the specification. Another example of the Victor is as a service bus with Mulliner 35-seat all-metal body. It has a full bulkhead behind the driver and has two doorless entrances. It was built for Accra Municipal Council, West Africa.

Produced as an optional component for fitting to the Albion Clydesdale range of chassis, an auxiliary epicyclic gear provides an overdrive ratio of 1.33 to I. This new gear is shown as a component and the fact that it adds only 3,1 in. to the length of the engine and weighs about 60 lb. are features that will not be overlooked. It was described in The Commercial Motor on September 10.

The gear is brought into use, by a trigger lever mounted under the steering-wheel rim. No finesse is required in gear changing.

58 Atkinson

Atkinson Lorries (1933) Ltd., Winery Lane, Walton-le-Dale, Preston, Lancs.

EEIGHT machines are exhibited, of which the ST.1044 four-wheeled tractor, with Scammell automatic coupling gear, was first seen in the demonstration park at the Scottish Show last year. For short-haul work, the payload rating is 10 tons. The Gardner 4LW 5.6-litre oil engine develops 75 b.h.p. at 1,700 r.p.m. Ten forward speeds are available

C10

through a David Brown five-speed gearbox and an E two-speed rear axle. The wheelbase of the tractor t 8 ft. 9 in., the turning circle is only 35 ft.

Another vehicle introduced last year is the Model TS. twin-steer six-wheeler. This chassis has the Gardner engine, which produces a maximum of 94 b.h.p 1,700 r.p.m. Designed for payloads up to 10 tons, the Vehicle weight is 16 tons. Mounted as a unit with engine is a David Brown five-speed gearbox to w-hief drive is taken by a 16-in, diameter single dry-plate cl Front the gearbox a two-piece propeller shaft takes drive to an overhead-drive worm-gear axle of 71-in. cer Model T.746. a heavy-duty four-wheeled tractoi capable of hauling loads of up to 20 tons, to give a train weight of 28 tons, The engine is the Gardner 6 an 8.4-litre unit giving 112 b.h.p. at 1,700 r.p.m. Frorr five-speed gearbox a single-piece propeller shaft takes drive to an overhead-worm rear axle with 84-in. cer With a 6.75 to 1 axle ratio and 9.00-20-in. tyres (E rating) the road-speed range is 29.1 m.p.h. to 3.66 m,p.I

Other goods models exhibited include a four-wht 7-8-tonner, and a tipper of the same payload rating, a 1 wheelbase four-wheeler with pantechnicon body, an eight-wheeler with 3,500-gallon tank. se only passenger vehicle is the CPL.7454 chassis with le Elizabethan luxury coach body. This chassis, in it weight has been reduced ,bycareful design, has the iner 5 FILW underfloor oil engine producing 94 b.h.p. ,700 r.p.m. A five-speed gearbox and hypoid axle also • e. in the specification.

I—Austin

Austin Motor Co., Ltd., Longbridge Works, Northfield, Birmingham.

"..LUDED in the Austin exhibit are a I-ton and a 11-ton n which have been introduced to replace the Austin wt. vehicle, Examples of the A30 chassis with different s of body are also staged for the first time.

its frontal styling the A30 van is similar to the two. saloon private car. It has an all-steel body of 60-cu.-ft. city, the lines of which are styled to blend with the t end. The engine of the A30 is of 800 c.c, capacity develops 28 b.h.p. at 4,800 r.p.m.

lree examples of the A40 are shown with van, Countryand pick-up bodies respectively.

lternative power units are offered in the 1-ton and 11-ton sis in the form of an overhead-valve petrol engine of 4 c.c. developing 46 b.h.p., or the new B.M.C. 2.2-litre :ngine which gives 55 b.h.p.

sth chassis follow the same specification, the larger el incorporating modifications to provide for the higher rating.

ie 1-tonner carries a body of 235-cu.-ft. capacity and the t.r model one of 275 cu, ft.

the heavier range are a 2-3-ton oil-engined truck, a t-wheelbase 5-tonner with tipping body, a 5-ton chassis platform body and an Austin-Sc.ammell 8-ton tractive se oil engine used in the 2-3-ton truck is the B.M.C. itre direct-injection unit which gives 58 b.h.p. at 2,400 1. It drives a four-speed gearbox having provision for rwer take-off, 4-litre petrol engine powers the 5-ton chassis, which robably the most popular vehicle in the Austin range. wheelbase of the tipper shown is 9 ft. 7 in.

se Austin Champ, which is also exhibited, is a fourel-drive vehicle designed for cross-country work.

65—Beardmore

Beardmore Motors, Ltd., 167-169 Great Portland Street, London, W.1.

BEARDMORE have returned to the production of taxicabs. A standard chassis is shown in which a Ford Consul 47 b.h.p. petrol engine is used in conjunction with a three-speed gearbox and hypold rear axle. The clutch is hydraulically operated and a steering-column gear control is fitted.

The layout of the pedals is simplified by hanging them from the forward bulkhead. Another advantage of this arrangement is that there is no need to cut slots in the floorboards Synchromesh mechanism is provided for top and second gears, the constant-mesh wheels having helically cut teeth. The overall ratios are 5.875, 10.105 and 16.698 to 1.

Vertically mounted, telescopic, hydraulic shock absorbers are used in conjunction with long semi-elliptic springs which have interchangeable shackles. In the design of the frame, the X-bracing principle is employed to provide a particularly robust structure. It is upswept above the rear axle and inswept at the forward end to provide for the regulation wheel lock. Although the models shown have a petrol engine, the chassis has been designed so that an oil engine can be installed with a minimum of trouble.

70 Bedford

Vauxhall Motors, Ltd., Luton, Beds.

SIX vehicles, ranging from the 10-12-cwt, van to an oaengined 7-tortner, with one example of a passenger vehicle in a re-styled and improved version of the Bedford-Duple Super Vega 38-seatipach, appear on this stand.

During the past 12 months numerous modifications and improvements have been introduced into all models, although few are evident from a cursory examination. All models, for instance, now have oilfilled ignition coils, whilst suppressor high-tension cables are standard. Some of the modifications to the 10-12-cwt. van include raising the compression ratio from 6.2 to 6.5 to 1 and reducing the ratio of the back axle from 4.9 to 5.3 to 1, two features calculated to produce a more lively performance. To make for reduced maintenance, chromium-plated top piston rings are now fitted, and a stronger steering linkage, more robust spare-wheel carrier and improved synchromesh mechanism have been incorporated.

The servo-cylinder assembly on the 20-25-cwt. arid 30-cwt. chassis and 5-ton and 7-ton trucks is now in pressed aluminium, as against the cast unit previously employed.

The 30-cwt. model shown is a recent introduction, being the 25-cwt. chassis with stronger wheel studs and heavier rear springs. In all other respects it conforms to the 25-cwt. chassis specification in having a six-cylindered overheadvalve engine developing 75.9 b.h.p. at 3,200 r.p.m., a fourspeed synchromesh gearbox and a 4.7 to 1 rear axle. On both these chassis rnanceuvrability has been immeasurably improved by reducing the turning circle from 52 ft. to 46 ft, using the standard tyres.

Comfort and visibility have been improved on the 20-25cwt. to 5-ton range by putting the driving seat in a different position.

The 7-tonner is shown as a short-wheelbase tipper with the Bedford petrol engine, and as a long-wheelbase platform lorry with Perkins R6 oil engine. The petrol engine is of 4.9-litre capacity and develops a maximum of 114.6 b.h.p. at 3,200 r.p.m. The R6 oil engine has a capacity of 5.5 litres and gives 108 b.h.p. at 2.700 r.p.m. The respective torque figures are 236 lb.-ft. at 1,400 r.p.rn., and 240 lb.-ft. at 1,600 r.p.m.

64—B.U.T.

British United Traction, Ltd., 14 Hanover Square, London, W.1.

1,--)F the two trolleybus chassis shown, one is the 9612T • two-axle type to take a 60-seat double-deckbody, and the other the Model 9713T intended for a 40-ft. by 8-ft. body. The latter model, which is for overseas operation, has a wheelbase of 21 ft, 6 in., as against the 16 ft. 4 in. of the home version.

Apart from the differences in leading dimensions, an important design feature is that the traction motor of the home model is mounted forward of the rear axle, whilst in the export chassis it is placed behind the axle. Metropolitan-Vickers traction equipment is used in the smaller chassis and English Electric gear in the other.

. The underslung worm drive of Model 9612T has a ratio of 91 to I. Reverse-camber semi-elliptic springs are used in conjunction with front and rear stabilizers, with telescopic hydraulic dampers at the front, In the Westinghouse compressed-air braking system, each wheel carries its own cylinder. A mileage-operated. 29-point automatic chassislubrication system is installed.

Hydraulic power assistance is a feature of the worm-andnut steering on the export model. Double-reduction gears are used in the back axle, the primary reduction being by special bevel and the final reduction by spur gears in c wheel huh. The overall gear reduction is 11.7 to 1.

Semi-elliptic springs are used in the suspension sysi with hydraulic dampers on the front axle. Westinglu compressed-air braking is employed, In both cha provision is made for a low-voltage current supply lighting and manceuvring.

54—Citroen

Citroen Cars, Ltd., Trading Es-,

Slough, B11 THE Citroen 5-cwt. van is the smallest commercial veh in the Show. By British standards it is also uncom Clonal in that, following the design of larger Citroen moc it has front-wheel drive. It is powered by a two-cylindc four-stroke petrol engine which gives 9 b.h.p. at 3,800 r.r

Four speeds are provided by a synchromesh gearbox fi which the drive is taken by spiral-bevel gears universally jointed shafts to the front wheels. The ove ratios are 29.7, 14.22, 8.75 and 6.52 to I.

One of the most interesting features is the suspetu system, in which the resilient components are tern springs running horizontally between the front and wheels. These springs are linked by pivoted arms to wheels to provide independent suspension, Tests It shown that, apart from providing an unusually comfort ride, vehicle stability is also excellent. The specifical includes rack-and-pinion steering, Lockheed hydra brakes and 6v. electrical equipment.

It is shown with an all-steel body providing a payl capacity of 66 Cu. ft. With the power and transmis units forward mounted, accessibility for inspection, servis and adjustment is of a high standard.

Leading dimensions are:—Wheelbase, 7 ft. 91 in.; ove

;th, 11 ft, 9 in.; overall width. 4 ft. II in, Unladen ght is 10 cwt.

here is also exhibited a pick-up version with an all-steel y of 224 Cu. ft.

Commer

Commer Cars, Ltd., Luton, Beds.

S the general public have not previously been able to examine the new Commer TS3 opposed-piston twoke oil engine, it is certain to draw a crowd, more parlarly, perhaps, because it is now offered in Commer erfloor-engined goods and passenger chassis.

7-ton chassis is shown with this engine, which is now d at 105 b.h.p., the torque given being 270 lb.-ft. When introduced and as installed in the Avenger passenger ssis, it had a rating of 90 b.h.p.. A working model engine, which is shown separately, reveals the unusual ign. The rear-wheel brakes on the TS3-engined 7-tonnr e been given an additional 62 sq. in. of braking area. Commer underfloor-engined goods chassis and Super;e models now have a new four-speed synchromesh gear. incorporating helical teeth for the constant-mesh wheels. s feature is shown in a part-sectional working model. Dther improvement on these chassis is a more robust rear incorporating a pressed-steel casing.

'wo Superpoise 5-ton models are staged, each of which the Petkins P6 oil engine. One is the 11-ft. 8-in.-wheel e chassis with 4-cu.-yd. tipping body which, through a trot in the cab, can be held at any desired angle. tipping body is also shown on a 7-ton forward-control ssis, the capacity in this case being 6 cu. yd. The wheel e is 9 ft. 7 in. A shield at the rear of the cab protects engine from sand and other foreign matter.

Superpoise 2-3-ton chassis with drop-side body forms )ther exhibit. This is shown with the Commer 85-b.h.p. .cylindered overhead-valve petrol engine. If reauired,

92 Crossley

Crossley Motors, Ltd., clo A.C.V. Sales, Ltd., A.E.C. Works, Southall, Middx.

FOUR chassis and two complete passenger vehicles constitute this exhibit. Two of the chassis are specialized types, one being the Model 0860 6 x 6 tractor, which has been developed for arduous cross-country military duties,and the other a Matador 4 x 4 designed for heavy duty on or off the road.

The 6 x 6 vehicle is powered by an A.E.C. 11.3-litre oil engine and has been designed for a gross train weight of 25 tons. It has a five-speed constant-mesh gearbox and an auxiliary two-ratio box which distributes the drive to the front and rear axles. Brakes are operated by compressed air.

The smaller tractor has the A.E.C. 7.7-litre 95 b.h.p. oil engine installed. It has a four-speed crash gearbox and a two-ratio auxiliary box from which the drive is taken to the front and rear axles. As a load carrier the rating is 11 tons, or if used as a tractor. the gross train load rating is 25 tons.

A Mercury with a wheelbase of 16 ft. 3 in., and a Regal Mark IV overseas version are two other chassis available for inspection.

A Regent Mark V and a Reliance are shown as complete vehicles. A Park Royal-Crossley 8-ft.-wide doubledeck bus body is mounted on the Regent chassis, and a Park Royal-Crossley single-deck bus body on the Reliance.

71—Daimler

Daimler Co., Ltd., Radford Works, Coventry.

A NEW version of the Daimler Recline underfloorengined chassis, and an improved and modified C.V.G.5 lightweight double-decker bus chassis are noteworthy. The Freeline is shown both as a chassis and complete with a Duple Elizabethan luxury coach body.

The chassis staged has a wheelbase of 20 ft. 4 in. and has been specially designed for heavy service overseas. It has, therefore, the Daimler 10.6-litre oil engine, which c13

develops a maximum of 150 b.h.p. This long-chassis . version provides for a body length of up to 35 ft. Since the Freeline was last shown a number of improvemehts and modifications has been introduced. For instance, the radiator is now pressurized and the fan has its blades reversed so that it produces a blowier effect. Instead of air being drawn through the radiator it is impelled forward, the result being that the cooling elements are kept much cleaner.

• Modifications to the injection equipment have raised the power output of the engine from 125 b.h.p. at 1,800 r.p.m. to 150 b.h.p. at 2,000 r.p.m. A gear-type lubricating pump is now incorporated in the five-speed gearbox, the result being an improved oil flow at high speeds. With the exception of the 20-ft. 4-in.-wheelbase model shown, the flitch plates previously employed in the frame construction are no longer used. This has resulted in a saving in weight.

The lightweight chassis, which was shown as a prototype two years ago, has been improved in a number of features, whilst a -number of modifications has been incorporated.

A Gardner 7-litre oil engine, developing 94 b.h.p. at 1,700 r.p.m.; supplies the power. Cold air for. induction is picked up by louvres formed in the top of the bonnet. The normal chassis weight Of this model is 4.1 tons.

TheDaimler exhibit also includes a C.V.G.6 doubledecker bus with coachwork by Walter Alexander, and a D.C.29 ambulance with Hooper body.

59 Dennis

Dennis Bros. Ltd.. Guildford, Surrey.

Two entirely new chassis are shown on this stand: one is the Pelican lightweight underfloor oil-engincd coach chassis, the other an ambulance chassis in which De Diontype rear-axle drive is employed.

There is nothing unorthodox in the passenger chassis, but the engine is new to the Dennis range. Of 5i-litre capacity, this represents a development, in horizontal form, of the Dennis vertical engine of the same cylinder-swept volume.

Its maximum output is 87 b.h.p. at 2000, r.p.m. The single dry-plate clutch is of 13i-in diameter and the five-speed gearbox has constant-mesh gears for third, fourth and fifth.

There are a spiral-bevel rear axle, semi-elliptic springs and hydraulic two leading shoe brakes with servo mechanism. Provision has been made on the chassis for dropped extensions at the front near side and on the off side or near side at the rear. As in the Lancet underfloor-engined chassis, the driving platform is set below frame height.

Amongst the design features of the ambulance chassis are the manner in which the engine is set back in the frame and the use of a De Dion-type rear drive. The power unit is a slightly modified version of the Perkins P4 engine, which is four-point mounted with a four-speed synchromesh gearbox. By setting this unit back not only has a short transmission line been achieved, but access to the driving seat can be gained from each side. As the drive shafts are universally jointed, the differential housing is unaffected by spring movement; it is therefore rigidly held to a bridging member running between• two cross-members. Reverse-camber semi-elliptic springs are used, those at the rear working with coil springs to give a variable suspension rate. • Although the Centaur tractor is not a new product, it is shown for the first time. It has a Dennis 87 b.h.p. oil engine and Scammell coupling gear. An example of the Stork underfloor-engined 3-ton low-loader is shown with a Dennis van tapdy.

The power unit is the hozizontal version of the Perk ins P4, which drives, through a 10-in, clutch, a four-speed synchromesh gearbox. Hypoid gear is used in the rear axle.

The remaining exhibit is a Lancet underfloor engined single-decker with Davies body.

r;14

61 Dodge

Dodge Bros. (Britain), Ltd., Chrysler 14 Mortlake Road, Kew Gardens, SJ

APART from the 8-ton tractor with Scammell cou gear, the exhibits on this stand are complete veh Shown for the first time are a 7-ton, 11-ft. 9-in. whee model with Perkins R6 oil engine, and a 2-3-ton el with a wheelbase of 13 ft. 9 in., both of which joined Dodge range earlier this year.

The smaller vehicle, powered by a Perkins P4 52 oil engine, is of particular interest, for its 600-cu,-ft. body is mainly in plastics. Mounted on the larger el is a special container for transporting cement in bulk is of light-alloy construction and has Edbro end-tipping Unloading is by a combination of tipping and low-pre blowing. Cement can be discharged to a height of 3 at the rate of 12 cwt. per min. using only 10 lb. p.s. pressure.

A second 7-ton chassis has a wheelbase of 14 ft. 3 This and the 15-ft. 10-in.-wheelbase version have rec been modified by introducing an additional cross-mer The particular chassis shown also has helper springs a rear—the only deviation from standard.

The engine is a Perkins R6 oil unit giving 108 b.h.p. exhibited, the chassis has a welded all-steel cab and Homalloy light-alloy platform body. A modification ar able to all heavy-duty chassis is the use of fitted bolt the spring hanger brackets.

A popular Dodge vehicle is the 5-ton tipper. The 5-ct body is -constructed of wood and the floor is steel I This chassis has a Perkins P6 83 b.h.p. oil engine, five-s gearbox and, in the case of the chassis exhibited, an E two-speed rear axle.

A second oil-engined 5-tonner is shown as a van, w a third has a 114-b.h.p. petrol engine, The only other rr employing a similar unit is a 400-gal, tire tender mot on an 11-ft. 9-in.-wheelbase chassis.

The remaining exhibit is a 9-ft. 11-in.-wheelbase to with Scamtnell coupling gear. A spiral-bevel two-speed is standard equipment on this model.

91—E.R.F.

E.R.F., Ltd., Sun W Sandbach, Che:

OF the seven models on this stand two new ones represented by the 66R six-wheeled tractor, descr and illustrated in The Commercial Motor last week, ant 44S four-wheeled tractor with Scammell coupling gear. six-wheeler, an addition to E.R.F. overseas model!

ered by a Rolls-Royce direct-injection six-cylindered oil le developing 84 b.h.p. at 2,100 r.p.m. le single-plate clutch is 18 in, in diameter and operated sydraulic means with air 'assistance. It takes the drive five-speed gearbox having a bottom ratio of 6.54 to 1 a top ratio of 0.744 to 1. The overhead worm gear he double-drive rear bogie has a ratio of 8.64 to 1. action gearing is fitted in the wheel hubs, le compressed-air braking system has Westinghouse pment. Other items in the specification include grouple chassis lubrication and 11.00 by 20-in. 14-ply tyres. a wheelbase of 10 ft. 9 in., the overall length is 19 ft. vehicle has been designed for a gross laden weight 0 tons.

odel 44S is a tractive unit for hauling a 10-ton, payload. las a Gardner oil engine developing 75 b.h.p. at r.p.m. The single-plate clutch of 13 in. diameter, takes irive to a forward-control live-speed gearbox, the bottom of which is 6.52 to 1. •

2n forward speeds are made available through a twod rear axle having ratios of 4.89 and 6.8 to 1. Assistance application of the Girling two-leading-shoe brakes is by sum-servo mechanism in conjunction with an engineen exhauster.

y,re size is 7.5 x 20 in. 10-ply. The unladen weight of tractor is 2 tons 19 cwt. and the gross laden weight Oils.

he other five 'models staged consist of a 680 rigid t-wheeler, an example of the 561S0 rigid six-wheeler twin steering, the 54G and the 44G—both fourelers—and the 440.E.T., which is a four-wheeled ender.

'eluded in the design improvements in E.R.F. models the K.W. cab with deep curved windscreen to eliminate ier pillars, and the provision of a heater and demister, Girling heavy-duty wedge-operated two-leading-shoe :es now have compressed-air assistance. This applies to nodels with the exception of Model 44G, which employs let111111 servo.

ydraulic operation of the clutch. a .pressure-releaie c in the radiator, and the fitting of Micronic fuel filters other features of interest in the current range of E.R.F. lels.

60—Foden

Fodens, Ltd., Ehvorth Works, Sandbach, Cheshire.

MUCH interest is shown in the finely finished 12-cylindered two-stroke oil engine in commercial-vehicle form. This 8.2-litre supercharged unit develops 252 b.h.p. at 2,000 r.p.m., with a maximum torque of 700 lb-ft. at 1,500 r.p.m. It is basically two loden six-cylindered units placed side by side with their crankshafts rotating in opposite directions, these being linked, by large helical gears. There is a onepiece crankcase and four identical and interchangeable cylinder heads.

There are two heavy-duty tippers. The FED4 is a fourwheeler powered by a four-cylindered two-stroke engine. The other is a FGD6 six-wheeler with a Gardner 6LW engine, Each has the new half-cab, which is proving popular by virtue of the enhanced engine accessibility it affords. The twin air-cleaners have been repositioncd, being mounted on a framework which extends vertically from the rear of the bonnet, adjacent to the cab.

A feature is the double-reduction gearing in the hubs of the rear axles. This is adjustable to give a high or low ratio, the method of change being by rotating the end caps through 180 degrees by means of a tommy-bar. The FGD6 has the Foden 12-speed gearbox arrangement, which is a four-speed main box with a three-speed, preselective epicyclic unit attached to the rear end.

A short-wheelbase tractor unit with Scammell coupling gear is shown with a 1,900-gallon milktanker trailer. The short wheelbase of 7 ft. 6 in. and the rearward position of the four-cylindered engine have called for neat alignment to accommodate the Scammell gear.

The large FGTU8 40 tractor unit has a Gard ler 8LW 150 b.h.p. oil engine and eight-speed gearbox. It is shown with two-line air braking and an all-metal, insulated cab;\it is suitable for a trailed payload of 40 tons.

A standard eight-wheeled 22-ton-gross lorry with lightweight platform body, and a four-wheeler with a Bonallack van body, are each fitted with the standard saloon-type cab. The passenger-vehicle exhibit is in the form of a doubledeck bus with Gardner 6I,W oil engine and a Crossley body.

73—Ford (Thames)

Ford tWolor Co., Lid, 88, Regent Street, London, WI

AMONG six models the centre of interest is the new Thames 5-cwt. van, which is based on the Ford Anglia car chassis and is fully described on page 244.

Also on exhibition at Earls Court for the first time is the Ford four-cylindered oil engine introduced earlier this year. This unit, which is available in Thames 2-tonners and 3-tonners, is shown in a 3-ton long-wheelbase truck. Of 3.6-litre capacity, it develops 60 b.h.p. at a governed speed of 2,400 r.p.m., the maximum torque of 150 lb.-ft. being given at 1,600 r.p.m. It is of the direct-injection type with the combustion space formed wholly in the piston head. Simms injection equipment with four-hole injector nozzles is used. The pneumatic governor is built into the injection pump.

The Thames 2-ton van on display is shown with a fourcylindered petrol engine, which develops 70 b.h.p. at 2,800 r.p.m. In common with all Thames heavy models, the sliding-pinion gearbox provides four forward speeds and the axle has spiral-bevel drive.

A 4-cu.-yd. tipper has a Perkins P.6 oil engine. This unit has an output of 83 b,h.p. at 2,400 r.p.m. and produces a torque of 150 lb.-ft. at 1,500 r.p.m. The chassis has a wheelbase of 10 ft. 2 in., the shortest in the Thames range of heavy vehicles.

There is an example of the popular Thames 10-cwt. van which has a 30 b.h.p. petrol engine, three-speed gearbox with synchromesh on second and third speeds, spiral-bevel rear axle and mechanical brakes.

The sixth eihibit is a 5-ton long-wheelbase model with 85 b.h.p. V8 petrol engine.

62—Guy

Guy Motors, Ltd., Fallings Park, Wolverhampton.

rENTRE of attraction is the new Goliath range of heavy goods vehicles, of which three examples are shown. These are all powered by Gardner oil engines and have David Brown gearboxes and compressed-air braking.

The largest of the three is the eight-wheeler with wheelbase of 18 ft. 9i in. This has a 6LW engine and live-speed constant-mesh gearbox. The fully articulated rear bogie uses two inverted semi-elliptic springs and the overheadworm final drive incorporates a third differential. Westinghouse air brakes act on all wheels. The compressor on these models is mounted on the gearbox and driven directly from the constant-mesh reverse shaft.

The six-wheeler has four-spring rear suspension with centrally pivoted rocking beams. The wheelbase is 16 ft.. 91 in.; it is shown with a standard body and all-steel cab, as is the eight-wheeler. Powered by a 5LW unit, the 12-ft. 1-in.-wheelbase four-wheeler completes the Goliath exhibits. Here again, the specification is similar, except that the rear axle has a double-reduction spiral-bevel and double-helical final drive.

All these vehicles are suitable for trailer haulage, whilst the range includes twin-steer and single-drive rear-bogie six-wheelers, and shortwheelbase chassis for tractor or tipper operation.

Another new exhibit is the .Big Otter. This has a Gardner 41W engine, and is a 71-ton version of the standard Otter. It has a fivespeed gearbox, spiral-bevel rear axle, and a 14-ft. 9-in. wheelbase. Braking is hydraulic with vacuum-servo equipment, and 12volt electrical equipment is standard.

Although not new, the Arab lightweight underfloor-engined passenger chassis has not been seen at Earls Court before. This has a Gardner 5HLW horizontal oil engine, four-speed gearbox and triple vacuum-servo braking. The chassis weight has been reduced to 3 tons 181 cwt. by the use of smaller components where possible. It is designed for a gross vehicle weight of 10f tons.

A heavier Arab chassis with 6LW engine, five-speed gearbox and spiral-bevel final drive is exhibited with an Alexander coach body, and another Arab as a double-deck bus with all-metal body. A Wolf 2-3tonner, with Perkins P4 oil engine and van body, and an Otter tractor unit with left-hand drive are also on view.

OIL LEVta.

(Above) A new air cleaner fitted to the latest Land-Rover dispenses with the need for a separate centrifugal pre. cleaner, and leaves the battery fully exposed for maintenance. The new A.C. unit has tangential air intake louvres which impart a centrifugal movement to the air before if passes down the centre tube into the oil bath (Stand 85).

53 Helecs

• Hindle, Smart and Co., Ltd., 77 Baker Street, London, W.1.

AFEATURE of the Helm Help-Mate 1-ton batteryelectric vehicle is the Elexmatic power-unit pack. Its main purpose is to prevent abuse of the battery or motor, as it gives a constant rate of acceleration even should the control pedal be used violently.

By a system of interlocks, it is impossible for the vehicle to be driven away while the batteries are on charge, neither can the batteries he put on charge with the controller in gear. Interlocks also prevent the motor being switched straight through to reverse.

It is claimed that the use of the Elexmatic pack enables batteries of two-thirds the normal siLe and weight to be G16 used. By grouping all the electrical components in pack, which is readily removable, the work of mainteno is considerably simplified.

The standard battery consists of 16 cells carried in banks, one on each side of the vehicle, Their combi capacity is 160 amp.-hr., which should give 15-20 miles one charge. Both an Elexmatic pack and a Helecs Airi controller are shown separately as components.

An amidships position is adopted for mounting the tra motor, which drives the rear axle by a Hardy Spicer I peller shaft. Semi-elliptic springs provide the suspens in which the normal shackles are dispensed with, as rear ends of the springs are permitted to slide.

Lockheed hydraulic brakes are used, the drums hi of 8-in, diameter with facings 11-in. wide. Help-11 chassis are shown with a number of different types of bc

57 Jensen

Jensen Motors, Ltd., Carters GI West Bromwich, St

1-3. A NEW version of the Jan-Tug is the highlight on stand. It is a four-wheeled tractor having a r; payload of up to 31 tons with semi-trailer. The chief p of interest about the chassis, which is designated the IV

III, is that it is powered by the new B.M.C. 2.2-litre engine which gives 55 b.h.p. at 3,500 r.p.m.

A 10-in.-diameter clutch with single dry plate, four-St gearbox with respective top and bottom ratios of 6.5 24.9 to 1, and a spiral-bevel rear axle comprise the tr mission components. The gear lever is mounted on steering column. Attention has been devoted to lengtl ing the periods between maintenance.

There is also an example of the original Jen-Tug /v II, a petrol-engined tractor for a semi-triiler payloac 3 tons. It is shown with a Jen-Tug 19-ft. double-deck 1 loading semi-trailer. This model is fitted with an At A40 petrol engine of 42 b.h.p.

To furniture removers and other operators dealing • bulk loads, the JNSN lightweight oil-engined drop-fr chassis with large-capacity pantechnicon body should n an appeal. Light alloys are extensively used in this cIE and body, and visitors have the opportunity of stud the design features from the bare chassis which ft another exhibit.

Also shown is a JNSN straight-frame chassis platform body.

—Karrier

Karrier Motors, Ltd., Biscot Road, Luton, Beds.

Bantam models, three Gamecocks and a Karrier -seat coach take the floor. Four of the Bantams 2-ton rating, and the types of body shown mounted chassis serve to illustrate its versatility. Two of the :te vehicles have mineral-water bodies, one being of lloy construction. A third model shows the Bantam excellent mobile shop (in this case for a butcher). rth Bantam, with a 10-ft. 2-in, wheelbase, is exhibited conventional platform body.

irger version of this popular chassis is the 4-5-ton '. which is staged with the Karrier 1-type coupling Ti-trailer work the Gamecock chassis are 3-4-ton models and, here the body types differ widely. One chassis, which is with the Commer TS3 opposed-piston oil engine, is as a 10-cu.-yd. refuse collector, whilst a second one le form of a mobile grocer's shop.

ow chassis line and general smooth running make the ::ock chassis well suited for ambulance work and the :xample is shown in this form.

passenger model has a Reading 14-seat coach body. .rward-control chassis is powered by a 50 b.h.p. petrol incorporating porous-chromium cylinder bores. tied suspension and low-pressure tyres contribute Is passenger comfort. These characteristics are .ied in the Gamecock ambulance.

rovements which may not be evident on casual tion of the Karrier exhibits include a new synchrogearbox with helical gears for the constant-mesh ., and a more robust axle on the Gamecock chassis. illbe noted, too, that the trimming in the cab of all s has been improved.

—Land-Rover

Rover Co., Ltd., Lode Lane, Solihull, Birmingham.

ILST the Land-Rover chassis remains basically the me, it has been subjected to certain modifications to even greater reliability. The bodywork, too, has been ved to provide increased comfort.

in versions are shown, five with a wheelbase-length of in. and two with a wheelbase of 8 ft. 11 in. It will ;n that the A.C. full-flow oil filter is now mounted ; off side below the inlet manifold.

important engine modification is in the cooling system. as involved a new cylinder-block casting, as provision le for the water--completely to surround the bores. Previously, they were in pairs, Siamese fashion. Big-end and main bearings are of the copper-lead type, which permits higher revolutions, particularly when the engine is employed on work other than propelling the vehicle. Its output is 52 b.h.p. at 4.000 r.p.m.

Other improvements are a new oil seal to the gearbox selector shafts and a new A.C. air-cleaner having an integral centrifugal pre-cleaner at the top with the oil bath at the bottom.

The complete models shown include two standard types with wheelbase lengths of 7 ft. 2 in. and 8 ft. 11 in., a station wagon, a fire engine, one with a hard-top body, and a dc luxe model.

80—Leyland

Leyland Motors, Ltd., Leyland, Lancs.

INTEREST on this stand is divided between the Royal I Tiger Worldmaster passenger chassis and the Martian cross-country tractor, both of which are entirely new pro ducts. The Worldmaster chassis, which has been introduced as a successor to the Royal Tiger, has been designed to cater for high-speed inter-city operation, for maximum-capacity transport on urban services and for luxury travel on international coaching tours.

It has, in the Leyland 150 b.h.p. unit, one of the most powerful engines to be fitted in a passenger chassis. It produces a torque of 450 lb.-ft. at 1,100 r.p.m. To absorb this torque, the wormdriven rear axle is suitably proportioned, being unusually large and having centres of 9 in.

Although not new Leyland practice, the commendable employment of shaft or gear drive for the auxiliaries, in place of belts, has been followed. 4lso available on this chassis is a Leyland-designed engine exhaust brake.

The specification of the Worldmaster chassis includes the successful Pneumo-cyclic gearbox, which is an improved vers:on of the semi-automatic compound epicyclie type.

Ten models are included in the range, these being variations of three basic types having wheelbase lengths of 16 ft. 3 in., 18 ft. and 20 ft.

In the Martian 6 x 6 cross-country tractor, visitors can see a vehicle of massive construction embodying a fully articulated suspension system and air-pressure braking. The model exhibited has a wheelbase of 14 ft. 6 in, Equipment includes a 10-ton winch, and to sive some idea of its performance, it can tow a trailer weighing 8 tons gross up a gradient of 1 in 3. It is powered by a 150 b.h.p. oil engine and has a four-speed main gearbox and a threespeed auxiliary box.

The most powerful vehicle amongst the Leyland exhibits is the Super Hippo export six-wheeler. It has a Leyland supercharged 9.8-litre oil engine which produces 185 b.h.p. at 2,000 r.p.m. It has a five-speed gearbox, 9-in.-centre overhead worm-driven bogie axles, and power-assisted steering. A forward-control version of the Comet chassis, with 13 ft. 7 in. wheelbase, and an Octopus chassis with van container, complete the vehicle exhibit. Both these models have the new Leyland cab, which is a more modern version of the all-metal one previously used on heavy-duty forwardcontrol chassis.

51—Mack

Mack Trucks (Commercial Vehicles), Ltd., 62 North Street,

Barking, Essex.

INDEPENDENT production of the American Mack J. vehicle was recently started in this country and two examples of this new chassis arc to be seen. A long-wheelbase and a short-wheelbase model are exhibited, the latter being suitable for tipper operation. Both vehicles are powered by the Perkins R6 six-cylindered oil engine, which develops 108 b.h.p. at 2,700 r.p.m.

The single dry-plate clutch has a diameter of 14 in. and transfers the drive to a David Brown five-speed constantmesh gearbox with an 0.75-to-1 overdrive-top ratio. This box is mounted as a unit with the engine. A 10-in.-diameter contracting-band transmission hand brake is incorporated in the transmission line at the centre bearing. The rear axle has hypoid reduction gearing with alternative ratios.

Clayton Devvandre air braking is employed, with diaphragm units at each wheel. A novel feature in the suspension is the method of attaching the semi-elliptic springs to the frame. No shackle pins are used, the ends of the springs being clamped in rubber pads held between the divided anchor brackets. Thus, no lubrication is required and the anchorage is unaffected by dirt and moisture.

The 16-ft.-wheelbase model has the overdrive gearbox and 6.166-to-1 ratio axle, whilst the 13-ft. 6-in-wheelbase vehicle has a direct-drive-top box with a super-low crawler gear and a 6.66-to-1 final-drive ratio. The front-end styling is modern without reducing engine accessibility.

82 Maudslay

Maudslay Motor Co., Ltd., c/a A.C.V. Sales, Ltd., A.E.C. Works, Southall, Middx.

FOUR chassis and two complete vehicles are available for inspection. Probably the roost interesting machine is the Merlin-Merryweather fire tender, powered by the A.E.C. AV 470 engine which produces 105 b.h.p. at 1,800 r.p.m. The rate of acceleration is exceptional, as 40 m.p.h. can be reached from rest in 20 sec.

L2 Water capacity is 400 gallons, the Merryweather tu pump, which is carried at the rear, having an outp 500-800 g.p.m. A special feature of the general equip is the mounting gear of the light-alloy ladder which en the ladder to be mounted or dismounted easily and qu

The other. complete vehicle is a Reliance coach Duple luxury body. Three overseas models and a model form the chassis exhibits. The Majestic is a steered six-wheeler with 11.3-litre oil engine, fiveconstant-mesh gearbox and air brakes.

The Mammoth Major eight-wheeler with 9.6-litre e and the bonneted Mandator with 11.3-litre unit are overseas vehicles, One home-version Mercury h 105 b.h.p. oil engine and synchromesh gearbox.

79—Morris-Commercial

Morris-Commercial Cars, Adderley Park, Birmingha

THREE of the vehicles displayed incorr 1 improvements in design, and the B 3.4-litre oil engine is installed in a 3-ton el but the larger vehicles in the Morris-Comm range remain unaltered. The new B.M.0 litre oil engine is also exhibited. All ye are shown finished in the livery of operatc whom they are to be supplied.

The J-type 10-cwt, forward-control van r. the side-valve petrol engine, but its accessi for routine maintenance has been improvt using a larger engine cowl with a completely detac lid. The side portion of the cowl is also easily remos The location of the driving seat has been changed and, a deeper back squab, the driver's task should be ease The LD.I 1-ton van and the LD.2 30-cwt, van have z front styling. This embodies inset head and side larv smoother outline and a redesigned grille. This grill' bolder lines and is replaced by a slightly different one the van is marketed by the Austin concern. A modific to the interior panelling enables two bakers trays stored side by side across the width.

This van will, in future, be available with the B. 2.2-litre indirect-injection oil engine as an alternative r unit. This unit has the Ricardo combustion system develops 55 b.h.p. at 3,500 r.p.m. It will also be offer the LC.5.

A mineral-water lorry body of Morris-Commercial struction is seen on the LC.5 30-cwt. exhibit. This 1 low floor line and incorporates boxed wheel-arches. A oil-engined lorry shown has the four-cylindered unit s develops 58 b.h.p. at 2,400 r.p.m.

A six-cylindered 4.46-litre 70-b.h.p, oil engine is to a forward-control 5-ton brewery lorry and in a wheelbase 5-cu.-yd. tipper. A normal-control 5-tonn powered by a six-cylindered petrol engine which dev 100 b.h.p. at 3,200 r.p.in. The new Morris-Comme Scarnmell 7-ft.-wheelbase tractor unit, suitable for a vehicle weight of 14 tons, is seen at Earls Court fo first Lime.

Morris

Morris Motors, Ltd., Cowley, Oxford.

IOSE operators seeking delivery vans suitable for -10-cwt. loads will find the Morris exhibits of particular • est. There are two basic types of chassis and each is in with van and pick-up bodies.

le capacity of the 5-cwt. van body is 78 Cu. ft, with dditional 12 cu, ft. beside the driver. In pick-up form body measures 4 ft. 51 in. behind the driver and the in width. In the larger model, the van body has a city of 120 Cu. ft. plus 15 cu. ft. beside the driver.

ith the chassis are amply powered for their payload gs, as the 5-cwt. model has the Morris Minor overhead: unit which develops 30 b.h.p., whilst the larger chassis ted with a 41-b.h.p. side-valve unit.

atures in the specification which are common to both sis are a four-speed gearbox with synchromesh on id, third and fourth gears; hypoid-gear rear axle, heed brakes and independent front wheel suspension. , the vehicles are styled on private-car lines, the smart al appearance leaves nothing to be desired. The 5-cwt. is has a central gear lever, whilst on the 10-cwt. model .,ear lever is steering-column mounted.

Reliant

Reliant Engineering Co., (Tatmvorth), Ltd., Watling Street, Twogates, Tamworth, Staffs.

E Reliant has the distinction of being the only threevheeled load carrier in the Exhibition. In addition, todel is shown with a plastic body of 60 cu. ft. capacity. glass-fibre plastic used has been found to be highly int to damage from rough handling and combines lightaiith great strength. The approximate unladen weight e complete vehicle is 81 cwt. It is a new model of :. payload capacity based on the private-car chassis. described on page 246.

addition to the plastic-bodied exhibit, there are a ird Regent 10-cwt. van and a 5-cwt. chassis. In preversions, the single front wheel has been left open, n the model staged this is enclosed by an extended as on the Reliant private car. Not only does this ye the general appearance, but Protection is afforded front end.

—Renault

Renault, Lid., Western Avenue, London, W.3.

.1 Renault exhibit consists of two opposed types, one eing a Colorale 9-cwt. 4 x 4 utility, and the other a ntional van for a I5-cwt. payload.

payload of the 4 x 4 machine is based on off-theuse, as it is rated for loads of Hi cwt. for normal It has a four-cylindered overhead-valve petrol of 60 b.h.p. In conjunction with a four-speed .omesh gearbox, there is the usual two-ratio transfer

box giving 1 to I and 1 to 1.48 drives. Engagement of the low-gear dog clutch automatically engages the front-wheel drive.

Suspension is by conventional semi-elliptic leaf springs, with hydraulic shock absorbers on all wheels. Maximum speed is 56 m.p.h. with full load.

The Colorale van is powered by a similar engine. The four-speed synchromesh gearbox gives ratios of 25.9, 14.1, 8.6 and 5.4 to I. Leaf springs, in conjunction with hydraulic shock absorbers, are used on the front axle, and torsion-bar suspension is employed at the rear. The back axle has fully floating half shafts To increase the payload capacity, a towing hook is fitted for a 20-cwt. trailer. The overall dimensions of the vehicle are, length 14 ft. 4 in., width 5 ft. 111 in., and height 6 ft. 1 in. The loading dimensions are 5 ft. 8 in. by 4 ft. 9 in. by 4 ft.

83—Scammell

Scammell Lorries, Ltd., Watford, Herts.

THE tractive unit and bogie semi-trailer on this stand have been produced in anticipation of the proposed rew Construction and Use Regulations becoming law. Designed for a gross weight of 24 tons, the tractive unit has a Gardner 6LW oil engine of 112 b.h.p. and 385 lb.-ft. torque. An independent six-speed constant-mesh gearbox, with 1,5 to 1 overdrive top and 6 to 1 bottom ratio, is employed. The rear axle has a spiral-bevel and epicyclic double-reduction, the ratios being as low as 11.28 to 1.

The tractive unit is shown coupled to a bogie-type semitrailer with a suspension which obviates weight transfer during braking. It is of the parallel-link type and a novel feature is the use of a Panhard rod to each axle.

The object is to relieve the springs and links of side loads. As the springs have spherical mountings at their ends, their designed duty is reserved to the one purpose of suspending the load. A new design of turntable has the two ends carried on bonded hemi-spherical rubber cushions. The lower metal elements of the bonded assemblies rest in a steel pressing attached to the side members.

The Constructor 6 x 6 oilfields truck is also shown. Outstanding in this machine is the degree of chassis articulation, which allows it to perform over difficult terrain.

Powered by a Rolls-Royce C6NEL oil engine giving 185 b.h.p. at 2,100 r.p.m., the available torque is 505 lb.-ft. at 1,200 r.p.m. The six-speed constant-mesh gearbox is independently mounted.

There are three examples of the Scarab mechanical horse. The 3-tanner has a 13-ft. trailer chassis, the exhibit being a moving one to demonstrate the coupling gear.

One 6-tanner has a 22-ft. platform trailer, whilst a second, the export version, has twin headlamps, soft rear suspension and twin 32 by 6 tyres.

96—Seddon

Seddon Diesel Vehicles, Ltd., Woodstock Factory, Oldham, Lancs.

A NEW vehicle in the Seddon range is a forward-control 8-tonner. Overseas visitors will be particularly interested in this newcomer, as it has been designed for heavy duty. It is powered by a Gardner 5LW 94 b.h.p. oil engine, the drive being taken through a hydraulically operated 16-in, clutch to a four-speed synchromesh gearbox. It has an overhead-worm-driven rear axle with an Eaton 18,500 two-speed axle offered as an alternative. A twopiece propeller shaft with a Layrub joint at the front and Hardy Spicer rear joint is used, the centre bearing being flexibly mounted. The frame members are flat and parallel throughout their length, being cross-braced by seven bolted members. The semi-elliptic springs are controlled by telescopic hydraulic dampers front and rear. The brakes are operated on the airhydraulic principle, the standard drum size being 151 in. by 41 in. at the front and 151 in. by 6 in. at the rear. A system of flexible mounting is to be provided for the cab and wings and attendant structure The chassis has a wheelbase of 14 ft. 6 in., the length of the body being 19 ft.

Four versions of the 25-cwt. oil-engined chassis are displayed, the power unit used being the Perkins P3, which develops 34 b.h.p. The complete vehicles are a van, a pickup and 15-seat personnel carrier. The chassis specification includes a four-speed constant-mesh gearbox, a two-piece propeller shaft and hypoid rear axle.

Three models are shown with the Perkins R6 108 b.h.p. oil engine. These are the Mk. 12, an 8-ton chassis with a platform body, the Mk. 8/R, a forward-control 9-ft.-wheelbase tractor with Seammell coupling gear, and a Mk. 5R:2 forward-control lorry with 17-ft. body. Features common to these chassis include a five-speed gearbox and a two-speed rear axle.

The two remaining models are a Mk. 7S6/P6 forwardcontrol tractor with Carrimore semi-trailer with van body. and a Mk. 71forward-control 3-toriner. The former, which is designed for 6-ton payloads, has a Perkins P6 oil engine, a five-speed gearbox and a hypoid rear axle. A Perkins P4 unit is employed in the Mk. 7L and is unit-mounted with a four-speed gearbox.

90—Sentinel

Sentinel (Shrewsbury), Ltd., Shrewsbury, Shropshire.

HERE are three goods and Iwo passenger vehicles. Unfortunately, the new six-wheeler, described in Tire Commercial Motor on September 10, was not sufficiently advanced for inclusion on the stand. but is in the demonstration park. '

The only bare chassis displayed is a left-hand-drive forward-control export trailer model. In keeping with all Sentinel vehicles it has a horizontal underfloor engine, the unit delivering 120 b,h.p. The specification includes a Borg and Beck 16-in, clutch and a five-speed gearbox.

A Hardy Spicer propeller shaft conveys the drive to an overhead-worm-driven rear axle having a ratio of 7.75 to 1, The. approximate weight of the chassis and cab is 4 tons 17 cwt., the rated gross vehicle weight being 14 tons solo, or 22 tons with trailer.

A light six-wheeler with Butterfield 2.500-gallon milk tank forms another exhibit. The Sentinel engine used is of 80 b.h.p. A 14-in, clutch, five-speed gearbox and an overheadworm-driven axle figure in the specification. The chassis and cab weigh 5 tons 2 cwt.

A second light six-wheeled chassis is exhibited with a Welford tipping body, the chassis specification being similar to that of the tanker.

The two passenger vehicles are luxury coaches. One has a Duple 41-seat body and the other a Burlingham 37-seat body for Continental tours. Both have box dimensions of 30 ft. by 8 ft The chassis is powered by the Sentinel 9.12-litre oil engine which produces 120 b.h.p. at 1,900 r.p.m. A 16-in. single-dry-plate clutch takes the drive to a five-speed gearbox, whence a Hardy Spicer propeller shaft conveys the drive to an overhead-worm-driven axle.

55—Smith's N.C.B.

Smith's Delivery Vehicles, Ltd., Princesway, ream Valley. Gateshead-on-Tyne,

THIS is one of the two stands in the Show on which

battery-electric vehicles are staged. Of the five machines displayed, one is a 2-tonner, two have a payload capacity of a ton, a fourth can carry 30-cwt. loads and a threewheeler is designed for payloads of 25 cwt.

The 2-ton chassis is shown with a grocery-shop body in which hygiene has been .carefully studied. For providing fume-free warmth a Webasto heater is installed. Wast facilities for the attendants form a standard part of equipment.

On one of the I-ton chassis a greengrocery-shop hod shown, Here, again, the same hygienic principles are lowed. Side-loading potato hoppers and a hard-wca aluminium tread-plate floor on the Side occupied by attendant, are new features The second 1-ton vehicle is a Commuter bakery Based on American practice, it has wide doors and steps. This being a stand-drive model, overall delivery I can be much reduced as compared with the normal typ The dairy trade is catered for in the 30-cwt. model. Percheron 25-cwt. three-wheeler completes the exhibit. N a turning circle of 16 ft., this vehicle is well suite( operation in congested areas.

68 Standard

Standard Motor C'o., . Canley Works, Cove

TWO new 6-cwt. vehicles are shown in pick-up and form. They are based on the Standard 10 h.p. and have all-steel integral construction and four-cylind engines. The van body has twin rear doors and the cap is 90 Cu. ft. The pick-up has an enclosed cab with rear window and the tailboard of the body is hinged. 1 is provision for hoop sticks to enable a hood to be f The loading height of both models is 1 ft. 8 in. The cl is described on page 250.

Also shown are two oil-engined 12-cwt. vehicles. 7 are exhibited also in pick-up and van form, and are pos by the Standard 2.1-litre oil engine with Freeman-Sa combustion system. This engine, which is display( a separate exhibit, develops 40 b.h.p. at 3,000 r.p.m.

63—Sunbeam

Sunbeam Trolleybus Co., Ltd., Park Fallings Park, Wolverhar.

TWO trolles bus chassis and two complete vehicle displayed. Both chassis are four-wheelers, one Model MF2B and the other the F4A. The complete sN based on the F4A chassis has a Willowbrook 68-seat dc deck body in the livery of Walsall Corporation. approximately 30 ft. long and will be operated wit special permission of the Ministry of Transport.

The chassis is a development of the Sunbeam twi design and has a wheelbase of 19 ft. A number of s features, including electrically operated doors, has incorporated in the body. Walsall Corporation ha of these 68-seaters on order. The B.T.H. electrical equip embodies the most recent type of automatic accele regulator.

On an :vIF2B chassis, which is an overseas type for ouble-deck bodies, is a Roe 54-seat double-deck body )mposite construction. Amongst its interesting features separate air-operated entrance and exit doors, each ig its own stairway to the upper saloon.

forms one of a fleet for Hull Corporation and has -opolitan-Vickers electrical equipment. The chassis iheat-ion includes a 95 h.p. motor, air-pressure braking an underslung worm-driven axle.

ie F4A also has a 95 h.p. motor and worm-driven axle, the braking in this case is of the rheostatic-hydraulic

Thornycroft 69—Trojan

Transport Equipment (Thornycroft), Ltd., Smith Square, London, S.W.1.

70 versions of the Big Ben heavy-duty chassis, a Nubian

5 x 6 cross-country chassis, Sturdy Star and Trident models, and an export version of the Trident, go to the Thornycroft exhibit.

Nubian 6 x 6, which is a development of the succes x 4 chassis, is new to the Thornycroft heavy-duty In the example shown the latest CR6/1 5.51-litre oil is used. Its power output is 90 b.h.p. at 2,200 r.p.m., iximum torque given being 232 tb.-ft. at 1,300 r.p.m. tilted in unit with the engine is a five-speed main ix, the transfer box taking up a position midway to the front axle and forward axle of the bogie. tees are braked through a hydraulic system with an issure servo.

Big Ben models shown are of the 6 x 4 type, the 5-in, wheelbase version being generally similar to It. 6-in.-wheelbase model, It is, however, of sturdieriction and incorporates heavier axles. The oil engine Nd in both chassis is the KRN6 11.3-litre unit, which maximum of 155 b.h.p. at 1,900 r.p.m.

te 134t. 6-in.-wheelbase modelyan 18-in, single-plate transmits the drive through a four-speed constantearbox and a two-speed auxiliary box to an overhead hive bogie.

ae longer chassis the driving axles have a hypoid y reduction with an epicyclic secondary reduction hubs. Respective gross laden weights are 224tons + tons.

:ased engine power, combined with a reduction in should lead to greater operating economy of the Sturdy Star, which is shown with a light-alloy platform body. The unladen weight is under 3 tons. Power available from the Tito/Di/11 oil engine is 68 b.h.p.

Increased power is now offered in the Trident home and export chassis. The home version exhibited has a wheelbase of 16 ft. 6 in., the chassis thus being suitable to take a long body to carry relatively light but bulky loads.

Both chassis have the Thornycroft 90 b.h.p. oil engine, five-speed gearbox and hypoid rear axle. The overseas model has been tested for over 8,000 miles on the Motor Industry Research Association's proving ground at Lindley.

Trojan, Ltd., Purley Way, Croydon, Surrey.

THE success which attended the first Trojan oil-engined vehicle is reflected in the models displayed, as out of seven vehicles shown, only one has the Trojan two-stroke petrol engine.

All the others are powered by the Perkins P.3 unit, which has an output of 34 .b.h.p, The introduction of the Trojan ambulance also marked a new sphere of use for the oil engine, and the model shown is one of a number for Kent County Council.

A 13-seat coach, with Strachans body, represents a new model in the Trojan range. The basis is the long-wheelbase chassis introduced earlier in the year. The standard chassis has a wheelbase of 7 ft 10 in. and the long version one of 9 ft. 4 in.

Full usc has been made of light alloys in the construction of the body, which is of the front-entrance type, with a combined driver's and emergency door on the off side. A third exhibit is a tractor unit with a Taskers semi-trailer having a boxvan body of 500 Cu. ft. capacity. The loading height is 1 ft. 5+ in. As an articulated outfit, the designed payload rating is 35 cwt.

The export model 1-ton pick-up, which is also shown, is based on the long-wheelbase chassis and, like the passenger vehicle, is new to the Trojan range.

This exhibit is completed by a 1-ton long-wheelbase oilengined van and a 15-cwt. petrol-engined van. All Trojan models have Trojan-built three-speed gearboxes.

89—Unipower

Universal Power Drives, Ltd., Aintree Road, Perivale, Middx.

ANEW model on this stand which will attract interest is the Aintree 6 x 6 tractor and load-carrier chassis. It is a development of the Junior 4 x 4 chassis, many of the running components on the two vehicles being interchangeable. Similarly, the rear bogie is a standard unit such as

is incorporated in normal Unipower three-axle-conversion vehicles.

The Aintree is powered by a Perkins P6 six-cylindered oil engine, which develops 83 b.h.p, at 2,400 r.p.m., with a maximum torque output of 202 lb.-ft. at 1,200 r.p.m. Ten forward and two reverse speeds are provided by the five-speed primary gearbox and two-speed auxiliary box, the latter incorporating the transfer gearing for the fromand rear-axle drives.

The front driving axle is a 5-ton unit with Rzeppa :onstant-velocity joints on the drive shafts. The two rear axles are also 5-ton units and have a transfer case and torque divider mounted between them. A power take-off can be incorporated if required. The drive to the rear axles is taken from the torque divider through Rzeppa joints to allow full axle articulation. Semi-elliptic springs form the rear suspension and these are free to pivot around a central frame-mounted fulcrum bracket.

Also to be seen are a Junior 4 x 4 tractor chassis and two Hannibal 4 x 4 tractors. The Junior has a Gardner 4LW engine, whilst the Hannibal has a Gardner 6LW unit.

(Right) A Pye short-wave transmining and receiving set is installed in the Trojan ambulance built for Kent County Council. Another fitting is a Clayton Dewandre 2 kW. heater which supplies warm air to the cab and body of the ambu lance (Stand 69).

102—Volkswagen

Volkswagenwerk G.m.b.H., clo V. W. Motors, Ltd., Byron House, 7-9 St. James's Street, London, S.W.I.

THE only German machine in the Show is the Volkswagen, of which van and pick-up versions are staged. As the engine and transmission units are located at the rear, advantage is taken to provide an exceptionally roomy cab, without detracting from the spaciousness of the body. This applies to both types. For all Volkswagen models iryload rating is 15 cwt, toe 30 blip. available from engine is sufficient to enabl(

vehicle to put up an exce performance. It is an air-cc unit having four cylinders zontally opposed in pairs. cowled fan is used for cot the extent of which is the statically controlled.

To provide warmth in the warm air from the engine et diverted by pulling a cc positioned in ducting rui from the unit to the cab. Men with the engine is a fourgearbox from which the drive to the rear wheels is by spiral-bevel and differential gears, swinging half. and open-reduction gears.

Suspension is on the torsion-bar principle, two la ted square-section members being employed at the with a circular-section torsion-bar spring on each si the rear. Not only is the system efficient, but mainte is reduced. Double-acting hydraulic shock abs( supplement the action of the torsion springs.

On each side of the body a location point for a jack is introduced.