Chevrolet Adopt Better Cab
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INDEPENDENT front suspension is a leading feature of the chassis specification of Chevrolet trucks for 1960. It is claimed that the riding qualities, as well as the handling, closely approach those of a passenger car.
The I-beam axle which has been Chevrolet practice for many years has been replaced by an independent system embodying ball joints and torsion-bar springs on all but two models. On some of the lighter trucks, coil-spring suspension has also been adopted at the rear. A softer-riding variable-rate leaf spring has been standardized on the heavy trucks.
Chassis and cab details have also been redesigned to take advantage of the softer riding characteristics. Wings, bonnet and other front-end panels are integral with the chassis, resulting in a more rigid, lower and roomier driving compartment. Improved sealing against dust and water has been built into the cab and the fullwidth floors arc flat.
The cabs are mounted on rubber and are claimed to be 67 per cent, stronger torsionally than earlier models. On light-duty models, the cab has been moved forward, thus increasing front suspension loading by up to 8 per cent.
For the first time, Powerglide automatic transmission is available on light models, and several will be offered with the alternatives of sixor eight-cylindered engines. Brake size on most trucks has been increased, cooling improved and facing life increased by up to 40 per cent. On all hut one model, the hydraulic clutch control has been redesigned to give -smoother action with longer lifb. Engine refinements available on the new models include improved oil control, a new manifold for the largest engine in the range, three-point mounting and optional frontend power take-off for heavy-duty
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L.T.E. OFFER ACCEPTED THE London Transport Executive were I told last week that their offer of an 11-day, 84-hour working fortnight and other improvements in working conditions had been accepted by a delegate conference representing 35,000 London busmen.