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British United Traction, Ltd., 14, Hanover Square, London, W.I.
THE two most popular chassis in the B.U.T. trolleybus range are shown, these being the RETB.1 two-axled model and the 964IT three-axled chassis. Designed originally as a 33-ft.-long chassis for export, the RETB.I model has had its frame reduced to conform to the maximum legal. length of 30 ft. permitted by British regulations. Its width remains 8 ft. The reduction in length has been obtained by shortening the wheelbase from 17 ft. 6 ins. to 15 ft. 7 ins., the front and rear overhang of 6 ft. 7 ins. and 7 ft. 9 ins., respectively, being retained. In the case of this particular chassis, the body will have an entrance at the rear and an exit just behind the front axle.
Specification details include Merles cam-and-double-roller steering, tubular propeller shaft with needle-roller-bearing universal joints and long semi-elliptic road springs controlled by Girling hydraulic dampers. The electrical equipment on this chassis, which includes a 120 h.p. motor, is by the English Electric Co., Ltd.
The 9641T chassis has a wheelbase of 18 ft. 5 ins. To provide additional strength over the front and rear axles, flitch plates of alloy steel are fitted to the frame. Eight tubular cross-merribers, which also carry the electrical equipment, go to make a frame of exceptional rigidity. The 125 h.p. traction equipment is of G.E.C. manufacture.
The demonstration trolleybus cab control unit, made by the Metropolitan-Vickers Electrical Co., Ltd., enables visitors to sit in the driver's seat and manipulate the controls, the corresponding operating circuits being illuminated on a schematic diagram.
Commer Cars, Ltd., Luton, Beds.
MINE vehicles, including a sectioned version of the 7-ton
11 forward-control model, are grouped on this stand. With this exception, all the exhibits are shown as complete vehicles. Whilst all the chassis remain basically the same, certain detail improvements have been incorporated in the 1953 models. On the forward-control machines, the brakefacing area has been increased, as has the capacity of the servo units. The brakes on the rear wheels now give a twoleading-shoe effect in both directions. The rear-axle drive shafts are of larger diameter and have redesigned splines. A dynamo of greater output capacity is fitted.
Improved visibility for the driver has been secured by arranging rear corner lights in the cab, whilst driver comfort has been increased by fitting swivelling corner lights in the cab-door window.
Three different vans are exhibited—the Express delivery vehicle with a body of 100-cubic-ft. capacity, a Superpoise 25-cwt. chassis with a van body measuring 9 ft. by 4 ft. 10 ins. by 4 ft. 6 ins., and a Superpoise 5-tonner powered by a Perkins P6 oil engine, with a special van body of 600cubic-ft..capacity.
Other vehicles on the stand include a Superpoise 2-3ton oilfield lorry, a Superpoise 4-5-tonner with a 4-cubic-yd, tipping body, a Superpoise 5-tonner with a drop-sided body, a forward-control 7-ton tipper, and a second 7-ton model with an 18-ft. alloy lorry body.
The 5-ton and 7-ton forward-control chassis are powered by underfloor engines, the maximum power output of which is 109 b.h.p. A feature of this six-cylindered overhead-valve engine is that the cylinder bores are given a hard chromium finish which has considerably lessened the rate of bore wear.
The Express delivery van has a 37.5-b.h.p. four-cylindered petrol engine. The chassis has independent front-wheel suspension, and finger-tip control makes for easy operation of the synchromesh gearbox.
The cylinder bores of the 50-b.h.p. four-cylindered engine fitted in the 25-cwt. chassis are also chromium-finished. A four-speed gearbox is fitted in the chassis. In the 2-3-ton, 3-4-ton and 5-ton models the engine is an 85-b.h.p. sixcylindered overhead-valve unit. An alternative, in the form of a 79-b.h.p. oil engine, is offered in the case of the Superpoise 3-4-ton and 5-ton models.
Crossley Motors, Ltd„ AC. V. Sales, Ltd., Southall, Middx.
TW0 goods vehicles, one in chassis form and the other complete, and four-passenger models, two in chassis form and two with bodies, are staged by Crossley. The goods chassis is a right-hand-drive Monarch Mark III having a wheelbase of 16 ft. 7 ins. The engine is a 7.7.-litre unit which develops a maximum of 95 b.h.p. at 1,800 r.p.m. It has a four-speed sliding-pinion gearbox.
The complete vehicle is a right-hand-drive Mandator Mark III, with a wheelbase of 14 ft. 7 ins., on which is mounted a Maudslay body and cab. The engine in the Mandator is of 9.6-litre capacity and develops a maximum of 125 b.h.p. at 1,800 r.p.m.
On the passenger side there are a Regal Mark IV chassis with a Crossley 42-seat body, and a Regent Mark III with a Crossley 56-seat double-deck body. The Regal Mark IV has a 9.6-litre underfloor engine giving 125 b.h.p. at 1,800 r.p.m. A fluid coupling takes the drive to a four-speed preselective gearbox, and the brakes are air-operated. The two-cylindered single-acting compressor is V-belt-driven
from a ja–ckshaft attached to the engine crankshaft. The wheelbase of the chassis, which is shown with a four-speed synchromesh gearbox, is 16 ft. 4 ins., whilst that with the overseas-type bus body is 17 ft. 6 ins.
The remaining exhibit is a Regal Mark 111 overseas-type left-hand-drive chassis having a 20-ft. wheelbase. The oil engine fitted is of 9.6-litre capacity.
Daimler Co., Ltd., Radford Works, Coventry,
OF the five Daimler vehicles exhibited one of the most interesting is the new CLO 5 lightweight double-decker chassis powered by a Gardner 7-litre engine. In designing the chassis the aim was to produce a 54-56-seat doubledeck vehicle of a gross weight of l0i tons, which represents a saving of a ton as compared with a normal vehicle of this type and capacity. The saving in weight was to be evenly distributed between the chassis and the body, so that the chassis shown weighs 4-1 tons, as against the average of 41 tons. It is noticeable that no reduction has been made in the dimensions or weight of the frame side members, which• are similar to those used in the CD 650 model. They are,
however, arranged closer together, which means that the length and weight of the cross-members are less. Where found practicable, light alloys have been used in the chassis, and such components as the spring brackets, engine and gearbox mountings, the steering .box and the radiator are made in aluminium alloy: The gearbox casing is in Elektron and the final-drive worm-shaft-assembly easing is in aluminium. Further savings in weight have been achieved in the road springs, in which it has been possible to use fewer leaves, and in the fuel tank, which has been designed to hold 30 gallons, as compared with 35 gallons in the CVG -and CVD chassis 'tanks.
The specification of this new model includes a fluid . coupling, four-speed preselective gearbox, with a final drive by tinderslung worm gear.
The Freeline underfloor-engined model is shown as a left-hand-drive chassis with the Daimler 10.6-litre oil engine, and power-assisted steering, and as a single-deck bus with Saunders-Roc body.
New features incorporated in the Freeline since its introduction last year include a gear-change mechanism operated by a hydraulic cylinder mounted on the side of the gearbox, and an improved clamping device on the roller-mounted spare-wheel carrier below the front of the chassis frame.
Other exhibits include a CD 650 double-decker chassis, and a DC 27 ambulance with Darker coachwork.
Dennis Bros., Ltd., Guildford, Surrey.
TWO new underfloor-engined chassis and a new turntable . ladder command immediate attention. The underfloorenginecl chassis are the Stork 3-tonner and the Lancet UF passenger model. The Stork is powered by a Perkins P4 oil engine, a horizontal unit which develops 52 b.h.p. at 2.400 r.p.m. The brakes, clutch and accelerator are hydraulically controlled. A 10-in.-diameter clutch takes the drive to a four-speed gearbox, the clutch pedal being linked to a Lockheed cylinder. A hypoid-gear rear axle having a ratio of 5.57 to 1 is employed.
Designed to take special types of body, the frame has a dropped extension at the forward end, a dropped rear extension being an alternative arrangement.
The Dennis six-cylintlered underfloor engine is used in the -Lancet UF chassis. This unit, which has a swept volume of 7.58-litres, is .of the direct-injection type and
K2 develops 108 b.h.p. at 2,000 r.p.m., with a torque of 323 lb.-ft. at 1,250 r.p.m. It is offset in the frame, bringing the centre of the crankshaft in line with the final drive.
A two-plate dry clutch transmits the drive to a five-speed gearbox which has a preselect ive Overdrive with a ratio of 0.69 to I. The clutch is hydraulically operated. Much weight has been saved in the design of the back axle, which has a special two-piece casing. The final drive is by spiral-bevel gear offset from the centre, with epicyclie reduction Rear at the outer ends of the drive shafts. The overall ratio of the double reduction is 6.06 to I.
The steering column, instruments, junction and fuse boxes, wiring and other equipment associated with the facia and electrical-control panels are encased in a light sheetsteel assembly. In it is included an inclined floor, and all the pedal gear is carried on brackets outrigged from the front extension of the frame.
In the Lancet UF frame, which has level and parallel main members, there are dropped extensions at the front and rear. This .provides for a more shapely body than is possible on some underfloor-engined chassis.
The F.I4 turntable fire engine shown is powered by a Rolls-Royce B80 eight-cvlindered oil engine which develops '165 b.h.p. A 600 'g.p.m. main pump is mounted amidships; it has a horizontal two-cylindered priming pump.
A Falcon full-forward-control coach with Duple body and a Centaur 7-ton goods chassis are also exhibited.
Dodge Bros. (Britain), Ltd., Chrysler Works, Mortlake Road, Kew Gardens, Surrey.
A LTHOUGH the new 7-ton model which is introduced at 4-1. the Show is for export only, it is understood that it will shortly be made available on the -home market. The actual chassis on View has a .119 b.h.p. petrol engine, but a 110 b.h.p. oil engine is to be made available.
-The engine is in unit construction with. a single-plate dry-clutch and a five-speed gearbox having a close-ratio
fourth speed and helically cut thirdand fourth-speed gears. From the gearbox the drive is transmitted to a hypoid-gear rear axle by a two-piece propeller shaft with needle-roller joints.
The frame side-members have a maximum depth of 81 ins. with 3-in. flanges. Between the frontand rear-spring hanger brackets, L-type flitch plates are used for reinforcement_ There arc five cross-members.
The cab, bonnet, radiator and front wings arc carried as a unit on a sub-frame which is flexibly mounted on the main frame at six points.
There are eight models to be seen on this stand and, with the exception of the 7-tonner, no radical changes in design are to be observed. Modifications are, however, noticeable and these concern the cab mountings, which now follow that on the 7-ton chassis; replacement of the triangulated cross-bracing of the frame by an additional cross-member, and certain improvements in the suspension.
On the long-wheelbase models, excepting the 2-3-tanner. the front springs have been increased in length by 5 ins, and in width by 1-in.; the rear springs are 6 ins, longer and the short-wheelbase models now have longer front springs.
With the exception of the oil-engincd tractor chassis with Scammell coupling gear (model 124*AP6), the remaining six exhibits are for the home market. They include two 5-tonners, three 6-tanners and a 2-3-ton delivery van. With the exception of the last-named, all these chassis have fivespeed gearboxes and hypoid-gear rear axles. The 2-3-ton van has a 109 b.h.p petrol engine, four-speed gearbox and spiral-bevel rear axle. ' Two of the 6-ton chassis are shown with oil engines having a power output of 83 b.h.p., whilst the third example is powered by a 114 6.11 p. petrol engine.
E.R.F. Ltd., Sun Works, Sandbach Cheshire.
QF the seven vehicles shown. Model 44G, designed for 8-ton payloads, is new to the E.R.F. range. It has a Gardner 75 b.h.p. oil engine, a five-speed gearbox having a bottom-gear ratio of 6.09 to 1, and a hypoid-bevel rear axle with a ratio of 7.16 to 1. The weight of the chassis is 3 tons 18 cwt.
Some of the more interesting features of this new fourwheeler include an all-steel cab with a detachable front plate to provide easy access to the engine, and hydraulic operation for the clutch. The radiator, which has been moved back, allows air to be drawn from the bottom of the front plate as well as through the grille. To reduce noise and heat in the cab, the bonnet is insulated. The clutch, which has a spring-cushion driving plate, is operated hydraulically. The Girling two-leading-shoe brakes are connected to a vacuum servo.
Model 64 E.A. is an export four-wheeler. It is shown in chassis form with right-hand drive. It has a Gardner 112 b.h.p. oil engine, a five-speed gearbox having a bottom ratio of 7.92 to 1, and an overhead-worm-driven rear axle with a ratio of 6.25 to 1. A Westinghouse compressed-air braking system is installed, the two-cylindercd air compressor being shaft-driven from the rear of the gearbox. The brake pedal is linked directly to the control valve which is mounted on the air reservoir. Independent operating cylinders are provided on the front and rear axles.
The eight-wheeled standard model E.R.F., forming a third exhibit, is powered by a Gardner 112 b.h.p. engine. The specification of this chassis includes a 16-in, single-plate clutch, five-speed gearbox with a bottom ratio of 7.92 to 1, and a balance-beam rear bogie with overhead-worm axles. The Lockheed Girling brakes with continuousflow and accumu
lator servo, take effect on the first, third and fourth axles.
A six-wheeled export chassis, Model 66 E.A., also has the Gardner 112 b.h.p. engine, and five-speed gearbox. Both axles of the rear bogie are driven, the overhead worm gear having a ratio of 7.25 to 1.
Model 56 T.S., another exhibit, is a six-wheeler with single rear axle and twin-steered forward axles. It has a Gardner 94 b.h.p. engine, a five-speed gearbox and an overhead-wormdriven rear axle having a ratio of 6.25 to I. This vehicle is designed for a gross laden weight of 151 tons.
A four-wheeled end-tipper, Model 54 E.T., and the fourwheeled standard chassis, Model L.K. 44, are also on view.
Fiat (England), Ltd., Water Road. Wembley, Middx.
V/ISITORS are able to study the latest Italian practice in V an O.M. Leoncino 21-ton oil-engined lorry and an O.M. Leoncino 23-seat bus. In the main, the chassis specifications are identical. A Saurer four-cylindered oil engine developing 54 b.h.p. at 2,100 r.p.m. provides the power, which is taken through a single-plate dry clutch to a fivespeed gearbox. The third, fourth and fifth ratios are synchromesh and control is by a steering-column lever.
A tubular propeller shaft with needle-roller-bearing joints takes the drive to a spiral-bevel rear axle having a ratio of 4.2 to I. The main members of the frame are channel section and have central stabilizing cross-bracing and boxsection cross-members.
The vehicle has the following main dimensions:—Wheelbase, 8 ft. 6g ins.; overall length, 16 ft. 2i ins., and overall width, 6 ft. 6f ins. Gross laden weight is given as 4 tons 181 cwt.
Fuel consumption at the rate of 29.5 m.p.g., and the ability to climb a gradient of 1 in 3.8 fully laden are claimed for the goods vehicle.
The bus chassis has a wheelbase of 9 ft. 101 ins., the weighs, with spare wheel and tools, being 1 ton 151 cwt.
Fodens, Ltd., Elworth Works, Sandbach, Cheshire.
THE centre of attraction is the new goods chassis, Model FE4/8, in which the power unit is the 2.72-litre fourcylindered version of the Foden six-cylindered two-stroke engine. This new engine, which is forward mounted, gives
an output of 84 b.h.p. at 2,000 r.p.m. Another striking feature is to be found in the gearbox, which provides nine forward speeds. The main gearbox has three speeds and in conjunction with it is a compound train of epicyclic • gears affording an overdrive, direct and reduction ratios to the three main gears.
The main gears are engaged by dog clutches, as are the auxiliary gears, but the latter are spring-loaded and so provide a preselective action. Apart from the employment . of a hypoid-gear rear axle, the transmission system is conventional.
This new 8-tanner has a wheelbase of 12 ft. 6 ins, and can carry a 17-ft. body, the overhang being 4 ft. 9 ins.
A 12-speed gearbox is fitted in Model FGD/6, a dumper, and-in Model FGTU8/80, which is shown as a tipper chassis. The principle of this gearbox is the same as that employed in the nine-speed component, but in this case the main gearbox provides four speeds.
The FGD/6 has a Gardner 112 b.h.p. oil engine producing a torque of 358 lb.-ft. at 1,300 r.p.m. This chassis has a double-drive bogie with a final-drive ratio of 7,5 to 1. A Gardner 150 b.h.p. unit is fitted in the tractor chassis, which has a double-drive bogie with double-reduction gear, the axle ratio being 7.5 to I.
An example of Model FG4/7i is shown with a I9-ft. 6-in. van body by BonaBack and Sons, Ltd. The chassis is powered by a Gardner 75 b.h.p. oil engine, and the gearbox provides four forward speeds. The back-axle ratio is 6.25 to 1.
The FE6/15 chassis which has a Foden Six-cylindered 126 b.h.p. rear-mounted two-stroke engine is shown with a 24-ft. 6-in, special body. Items in the chassis specification include a five-speed super-low gearbox and 36 by 8-in, tyres.
Two passenger chassis figure on this stand, the PVR6/6 having a Gardner 112 b.h.p. engine and the PVRF/6 the Foden 126 b.h.p. six-cylindered two-stroke unit, both rear mounted. The Gardner-engined chassis, which has a fourspeed gearbox, is Shown with a Whitson 41-seat luxury body. The two-stroke-engined chassis has a five-speed gearbox and is suitable for a 30-ft. by 8-ft. body having 41 luxury seats or 45 service seats.
Ford Motor Co., Ltd., Dagenham, Essex.
CLA1MED to be the only six-wheeler on the British market with a basic price below. £1,000, the Thames Sussex is powered by a Perkins P6 oil engine.
In its standard form it is fitted with a petrol engine, the Perkins unit in the chassis exhibited being available at extra cost. It has a four-speed gearbox from which the drive is taken through the leading bogie-axle by means of two crown wheels and pinions to the rear axle. Should wheelspin he encountered on one axle, the other will continue to drive.
. The Sussex is one of 10 exhibits, which include the 5-cwt. van. Three examples of the 10-cwt. chassis on view include an export-type van, an estate vehicle for overseas and a home-market pick-up. The export van has a body of
120-cubic-ft. capacity. The estate vehicle has a dualpurpose body in which five passengers can be accommodated or, with the seats folded flush to the floor, a load space of about 100 cubtc ft. becomes available. An all-steel pick-up body of 28.3-cubic ft. capacity is shown on the third model.
Perkins P6 oil engines are fitted in a 4-cubic-yd. tipper, and in a 5-ton drop-sided truck. The basis of the tipper is the 5-ton 10-ft. 2-in.-wheelbase chassis; it has an all-steel Anthony Hoist body. The drop-sided :truck body has an Anthony tailboard lift.
The V8 engine is used in the 2-ton van shown. Of composite construction, the body has a capacity of 450 cubic ft.
Municipal needs are Met by an ambulance based on the 2-ton 10-ft. 8-in.-wheelbase chassis, with bodywork by Samlesbury Engineering, Ltd.
Guy Motors, Ltd., Fallings Park, Wolverhampton.
AMONGST the eight vehicles shown is a special coach chassis having a I5-ft. wheelbase and a Guy Otter chassis with a Gardner 4LK engine. The coach, which is of a type to be supplied to London Trdnsport, has a Perkins P6 oil engine and a single-speed rear axle.
The Otter chassis, having the Gardner 4LK unit, is a left-hand-control 13-ft.-wheelbase model. It has a fourspeed gearbox with constant-mesh gears for the third speed, and a two-speed rear axle haying ratios of 5.83 and 8.11 to 1. With 8.25 x 20-in. 12-ply tyres, the unladen weight is 2 tons 7 cwt. It is shown with a Guy all-steel cab.
Two examples of underfloor-engined chassis are found in the Arab 16-ft. 4-in.-wheelbase single-decker and an Arab with a 17-ft. 6-in, wheelbase, which is also a single-decker. In both instances the power unit employed is the Gardner 6HLW oil engine, a horizontal unit which develops 112 b.h.p. at 1,700 r.p.m. The shorter-wheelbase model is shown as a complete vehicle with a Park Royal 52-seat body.
Both chassis follow the same specification irt having a fluid coupling, four-speed air-operated preseleotive gearbox, rear-axle ratio of 4.8 to 1, air-operated brakes and 11.00 x 20-in. tyres. The overall length of the shorter-wheelbase machine is 30 ft. and that of the second vehicle 32 ft. 1011c ins.
Another passenger model is an Arab 56-seat double-decker with a metal body made by Guy Motors, Ltd., under Park Royal licence, An overseas version of an Otter chassis is to be found in a 12.-ft. 9i-in.-wheelbase machine having full forward control, which is shown with a special Dutch body. It is powered by a Gardner 4LK engine which develops a maximum of 57 b.h.p. at 2,100 r.p.m., and delivers a irfaXimum torque of 161 lb.-ft. at 1,109 r.p.m.
A friction clutch takes the drive to a four-speed constantmesh gearbox; the rear-axle is of the two-speed type having ratios of 5,83 and 8.11 to 1. Braking is by hydraulically . operated Girling two-leading-shoe brakes with servo. -The unladen weight ot the chassis is 2 tons 7 cwt.
An Otter chassis of 9-ft. wheelbase, fitted with a Perkins P6 oil engine, and a Wolf chassis having a 13-ft. wheelbase and a Perkins P4 oil engine, form two other exhibits.
Hindle, Smart, and Co., Ltd., 85, Judd preet, London, W.C.1.
DER HAPS the greatest interest attaches to the Endeavour, 1 the most recent addition to the Helecs range of batteryelectric vehicles. Designed for a payload of 30 cwt., it is intended to be a general-purpose machine for local deliveries of heavy loads, or a feeder vehicle for the smaller types of electric vehicle.
A heavy-duty traction motor drives a spiral-bevel doublereduction rear axle by way of a Layrub propeller shaft. The motor is mounted in a sub-frame supported on Metalastik flexible mountings.
A feature of Helecs battery-electric vehicles lies in the unit construction of the controller unit, which comprises a four-speed Contactor panel, master controller and resistance. This unit is secured in position by two bolts, and by removing these and breaking five electrical connections and one mechanical connection the complete panel can be removed. The Endeavour chassis has this arrangement.
A second exhibit is a Tough Ten chassis, built for a 10-15cwt. payload vehicle. The traction motor is mounted amidships behind the unit-constructed control panel, and drives the overhead-worm rear axle direct via a Layrub propeller shaft.
The Tough Ten is also shown as a complete vehicle with a milk-dray body.
Jensen Motors, Ltd., Carters Green, West Bromwich, Staffs.'
OUTSTANDING differences in Jensen vehicles for 1953 are that the JNSN chassis now has Hydro-Vac exhaustersystem servo braking and the Jen-Tug is powered by an
Austin A40 engine. Whilst the chassis specification of the JNSN is conventional, it is the only goods vehicle built in this country having a frame constructed of light alloy. This feature in its construction is reflected in its unladen weight, which is only 2 tons 8 cwt. for a vehicle having a gross laden weight of 9 tons.
It has a Perkins P6 oil engine developing 83 b.h.p. at 2,460 r.p.m., from which the drive is taken to a four speed gearbox by a single-plate clutch. An open propeller shaft, having two intermediate bearings, takes the drive to a spiral-bevel-driven rear axle.
The hydraulically operated Girling brakes are assisted by a Hydro-Vac servo. Lubrication of the chassis parts is carried out automatically by a Tecalemit multi-point pump. The overall length of the chassis is 27 ft. 6 ins, and the width 7 ft. 6 ins. It is shown with a pantechnicon body by Scammell and Nephew.
A second chassis with a straight frame is shown carrying a special-purpose high-sided body.
The Jen-Tug on, view is rated as a 50-60-cwt. model. Its A40 petrol engine, which develops 40 b.h.p. at 4,300 r.p.m., has a single-plate clutch. The four-speed gearbox provides a top-gear ratio of 11.66 to 1 and a bottom-gear ratio of 47.1 to 1. Steering-column gear change is adopted. Underslung worm-gear is used for the final drive,
The unladen weight of the tractor and trailer is 2 tons 1 cwt., and the gross laden weight 5 tons. The quoted average fuel-consumption rate is 15 m.p.g.
In addition to the van-bodied semi-trailer to which it is shown coupled, two other types of semi-trailer are also exhibited. One is of the two-deck, semi-low-loading type whilst the other is designed for refuse collection, with salvage bin and manually operated tipping gear.
Karrier Motors, Ltd., Blseot Road, Luton, Beds.
THE Karrier Gamecock 3-ton chassis and the Karrier 14-seat coach (" The Commercial Motor," September 19) are new. The Gamecock, which replaces the popular CK3 3-4-tonner, has an underfloor engine developing 85 b.h.p. It is mounted forward but, being of the underfloor type, driver comfort is not sacrificed to body space and the floor area is free of obstruction.
The gearbox provides four forward speeds and has silent mesh helical gears for the top and third ratios; the back axle has spiral-bevel drive. It has an allsteel cab in which all-round visibility is good, in that the cab has lights in the rear corners. Swivelling quarter lights to the cab windows make for driver comfort The Gamecock has a lowloading frame of deep section, making it particularly' suitable for accommodating the types of body employed in municipal service.
Having full-forward control, the
14-seat coach exhibited provides comfortable seating for all its passengers. The Karrier forward-control chassis, which forms the basis of this vehicle, includes in its specification a 50 -b.h.p. four-cylindered petrol engine with chromefinished bores, four-speed gearbox, hydraulically operated brakes, and double-acting hydraulic shock absorbers.
There are five examples of the Bantam, fourof which-are 2-tonners and one a 4-5-ton tractor-trailer with BK-type coupling gear.
This popular chassis has a 48 b.h.p. engine, four-speed gearbox and spiral-bevel-driven rear axle. A similar power unit to that in the 2-tonner is used in the 4-5-ton tractor-trailer machine. This vehicle has a wheelbase of 6 ft., which gives it a turning circle of under 25 ft.
U.S. Concessionaires, Lid., Pontiac Works, Ascot, Berks.
nESIGNED for heavy timber-haulage work, the Latil
type-H11-TLIO forestry tractor is shown with a Meadows 4DC420 fourZeylindered oil engine which produces 68 b.h.p. at 1,400 r.p.m. To impart the maximum degree of manceu.vrability to the tractor, both the front and rear wheels steer,, although steering can be restricted to only the front wheels.
The four wheels of the tractor are driven, power being transmitted by universally jointed open drive-shafts and differential gearing to internally toothed pinion drives in the hub assemblies. To provide against wheel slip through differential action the differential gear can be made inoperative when required.
The main gearbox provides four forward speeds, a twospeed transfer box making eight forward speeds and two reverse ratios available. Compressed-air braking is employed, a Clayton Dewandre two-stage compressor providing the source of power.
Suspension is by satni-elliptic springs, and the tractor is shown with 1,2.00 by 24 tyres. The chassis weighs 3 tons 5 cwt. and with cab and all equipment 4-tons 5 cwt. The main dimensions are length 13 ft. 4 ins., width 6 ft. 3 ins., wheelbase 7 ft. 101 ins., and track 5 ft. 2 ins. With all wheels steering, the machine can Wm in a 34-ft. circle, or 58 ft. with two-wheel steering.
A second version, which is intended for general haulage, is shown with a 2-3,-seat body.
A logging crane of the luffing-jib type forms an equipment exhibit. Designed for a working load of 21 tons at a radius of 7 ft. 6 ins., at 15 ft. radius, it can handle loads of Up to 1„ ton 4 cwt.
An example of a winching gear on this staild has a maximum pull of 22.000 lb. It is designed to be operated from the power take-off at the rear of the transfer case.
Leyland Motors, Ltd.,
THE centre of attraction on this stand is the new Tiger Cub pa,ssenger chassisWhich weighs 3 tons 15 cwt., or about lb cwt. less than is normal for a chassis of this type. . One of the design objectives was to produce a complete vehicle to show an overall saving in weight of 1 ton, and this has been achieved as two wellknown bodybuilders have each produced a 44-seat bus.body which gives 'the machine a kerbside weight of well under 6 tons,
Weight saving in the chassis has not been achieved at the expense of strength and reliability as Leyland heavy-duty transmission components, as used on the maker's double-deck chassis, are employed.
The frame width is only 2 ft. 10 ins, and this. has allowed' the designer to outrig the spring anchor brackets, so reducing the frame height. The Tiger Cub is powered by a Leyland 90 b.h.p. underfloor oil engine having automatic advance and retard mechanism governing fuel-injection timing. A 164-in.diameter clutch, four-speed gearbox with constant-mesh gears for top, third and second ratios, and an Eaton electrically controlled two-speed axle, figura in the specification.
Another vehicle shown for the first time is the Comet 90 tractor, which is exhibited with a Seammell 10-ton semitrailer. The chassis specification is generally similar to the standard Comet in having a 90 b.h.p. vertical oil engine, five-speed gearbox and Eaton two-speed rear axle. This chassis has been designed as a prime mover for semi-trailers incorporating the Scarnmell automatic coupling gear.
Weighing under 3 tons, it has a wheelbase of 8 ft. 7 ins. and can turn in a 35-ft. circle.
Two other goods vehicles are shown, one being a Super Hippo three-axled chassis with cab, and the other an Octopus eight-wheeler with a van body of 1,350-cubic-ft. capacity.
A feature of the Titan double-deck bus which completes the exhibit is that, whilst the half-cab driver's compartment is retained, the engine compartment is developed on fullfronted fines. This assembly is built integral with the body and is cantilevered from it so that there is no need to provide for independent movement of the driver's compartment and the bonnet.
Mack Trucks (Britain), Lid„ 62, North Street, Barking. Essex.
IN the Mack 138 b.h.p. oil-engined six-wheeler, visitors
have an opportunity of comparing a typical American heavy chassis with contemporary British types. The engine, a six-cylindered unit, has rotating sodium-mercury-cooled exhaust valves, which work on copper-plated Stellite-faced inserted seatings. The unit produces a maximum torque of 368 lb.-ft. at 1,400 r.p.m.
A single-plate clutch having an engagement area of 220 sq. ins., takes the drive to a five-speed constant-mesh gearbox providing ratios of 8.05, 4.36, 2.31, 1.30 and I to 1, with a reverse-gear ratio of 8.13 to 1. Both axles of the bogie are driven, the power to each being balanced by an interaxle differential.
A choice of five final-drive ratios is offeied, the suggested reductions when the chassis is used with a dumper or concrete-mixer body being 9.02, 8.15 or 7.30 to 1. For normal haulage work the alternative rear-axle ratios available are 5.77 and 6.4$ to 1.
The air-operated brakes have a total facing area of 1,020 sq. ins., that of the hand-operated shoes being 85 sq. ins, Brake-shoe size is, front 164 ins. by 3 ins. with 4-in, facings, and rear, 161 ins, by 6 ins, with fin. facings.
Houdaille hydraulic shock absorbers are used to control the front semi-elliptic springs, which are 3 ft. 64 ins, long by 21 ins. wide. The rear springs are 4 ft. 01 in. long and 4 ins, wide, the tension side of the main, second and third leaves being shot-peened.
Maudslay Motor Co., Ltd., A.C.V. Sales, Ltd., Southall, Middx.
AS a member of the A.C.V. group of companies, which embraces A.E.C. and Crossley, the vehicles here displayed are representative of those common to the group
The only passenger vehicle exhibited is a Regal Mark IV, which has a Roe 44-seat semi-luxnry body. This chassis is of the underfloor-erigined type, the unit being the A.E.C. 9.6-litre oil engine with built-in gear to facilitate its removal and replacement. The model shown has a fluid coupling and four-speed preselective gearbox, an alternative offered on this chassis being a hydraulically operated friction clutch and a four-speed synchromesh gearbox.
Brakes are compressed-air operated, the twin-eylindered single-acting compressor being driven by V-belts from a crankshaft-driven jackshaft. Home models, of which this is an example, have a wheelbase of 16 ft. 4 ins., the overseas version having a wheelbase of 17 ft. _6 ins.
The body has a front entrance, the Glider-type doors being controlled by Peters manually operated gear. The emergency door is positioned in the centre of the rear bulkhead and there are 10 sliding windows.
The Mammoth MajOr-8 is shown both in chassis form and as a platform lorry for the London Brick Co., Ltd. Both machines have 9.6-litre oil engines, and a wheelbase length of 18 ft. 9 ins.
Two examples of the Mandator Mark III are shown in chassis form, one a bonneted overseas version of 18-ft. 9-in. wheelbase, the other, having right-hand drive, with a wheelbase of 16 ft. 7 ins.
This four-wheeler, which is designed for a gross train load of 22 tons for home operation, has a 9.6-litre engine in the bonneted version and an 11.3-litre unit in the shorter-wheelbase chassis. The latter is shown with a Bonallack cab.
Morris Motors, Ltd., Cowley, Oxford.
'TWO Morris light vehicles are shown, the 5-cwt. van and a station-wagon version of the Morris Oxford saloon. The-latter has two bench-type seats accommodating six adults, but the rear seat can be -folded down to provide
62 eubic ft. of body space;
It employs the Morris Oxford,type underframe assembly with art all-steel cab forming the front portion of the body, and the shooting-brake body has an ash frame panelled with light-alloy material. The power unit is a lislitre sidevalve engine transmitting the drive through a Borg and Beck clutch, four-speed gearbox with steering-column, selector and an open propeller shaft to a hypoid .axle.
springs are employed at the rear axle, but the front suspension incorporates .independent torsion bars.
Since it was last shown at Earls Court, the 5-cwt. van has been modified to improve the brakes and a hypo:ddrive axle has been fitted. This van is powered by an 8 h.p. side-valve unit with a three-bearing crankshaft, and the transmission includes a three-speed synchromesh gearbox and. spiral-bevel-driven axle.
Morris-Commercial. Cars. Ltd„ AdderteY Park, Btrmingham, 8, A DDITIOSIS to the Morris-Commercial range in the t-1 shape of a 5-ton forward-control chassis with a 100 b.h.p.. petrol engine, a 30-cwt. van and a four-wheel-drive lorry, are displayed, together with five other representative models. Apart from its development for forward control, the new 5-tonner is similar in specification to the normal-contiol chassis, but offers the advantage of a 16-ft. 6-in. body. It incorporates the •sixscylintlered overheadvalve engine which was introduced two years ago.
The new 30-cwt. van, is a large-scale version of the .1 type, with forward control and flush-fitting doors at the sides of the body, which affords 235 cubic ft. of payload space. This model employs the standard four-cylinelered overheadvalve engine.
The Morris-Commercial 1f-ton four-wheel-drive chassis is now available for specified civilian markets, and the type shown is equipped with a, general-service body. This model is based on the 2-3-ton normal-control chassis, employing a six-cylindered 72 b.h.p. overhead-valve engine, but has a two-speed transfer box interposed in the transmission.
The 1-type 10-cwt. van, noted for its manoeuvrability and large payload capacity for small overall length, is designed specifically as a commercial vehicle, having full-forward control, sliding doors at both entrances to the cab and a 150-cubic-ft. all-steel' body.
Next in the range exhibited is the 14-ton normal-control chassis with an Anthony Hoist all-steel-pick=up body.
The 2-3-ton normal-control chassis, equipped with the 70 b.b.p. petrol engine, has proved a popular unit overseas since its introduction two years ago. With the lively sixcylindered power unit and good power-weight ratio its performance is liked by overseas operators.
The 5-ton normal-control chassis with 100 b.h.p. petrol engine, which was also introduced two years ago, is also shown, together with a similar model employing a 70 b,h.p. oil engine.
• Smith's Electric Vehicles, Ltd. PrinceswaY, Team Valley, Gateshead-on-Tvne, It AFULLY enclosed dairy-type body, conforming to the American and Canadian standards of milk delivery, is shown on a Commuter battery-electric chassis. Because of high labour, costs in those countries it is required that the delivery vehicle should be designed for speed and easy access to the cab. The Commuter has a walk-in" entrance, is built for normal or stand-up drive and access can be gained to the load from the cab. A second Commuter battery-electric on the stand has an open-sided body, as normally used for milk delivery, and retains the walk-through cab and provision for stand-up drive. Thismodel has an enclosed cab, the entrance being behind the front wheels. The chassis is specially shaped for a low-entrance body.
The adaptability of the battery-electric frame construction aids design for a travelling-shop body With low-step entrances at the front or rear. There are two mobile shops on the N.C.B. stand, a 1-tonner with a grocery body and a 2-tonner fitted for greengrocery retail sales. The mobile grocer's shop is provided with washing facilities for the driver-attendant and "the interior decoration includes a plastic-covered counter; stainless-steel racks and glass-lined shelves.
The Percherore, one of the more recent additions to the N.C.B. range, is a 25-cwtthree-wheeler with rear-wheel drive. It is designed for town deliveries, having a smallcapacity battery and moderate speed, the manceuvrability being exceptional, with a turning circle of 16 ft.
• Western Avenue, London, W-.3 AN example of the Gregoire suspension, as used on many standard goods vehicles and cars. of Continental design, can .be seen on the Renault Colorale 15-cwt. pick-up, which is shown together with two 7-ewt, models having station wagon and van bodies. The pick-up is typical of Continental design, with modern-styled front structure, alligator-pattern bonnet and all-metal body.
A wide body with wheelbox intrusion is preferred, and, apart from a slight curve over the wheels at the. rear of the body, the main section 'of each wheel-arch encroaches on the body floor space. The, sides are unlined, but the tailboard is double-skinned and has a fold-down step. The Colorale employs a four-cylindered side-valve engine, of . 48 b.h.p. output, and the foer-speed constant-mesh gearbox has steering-column control An unusual feature is hand an automatic advance for the engine ignition. The suspension includes semi-elliptic springs at all wheels, doubleacting hydraulic shock absorbers and the Gregoire layout which employs coil buffer springs between the king pins and frame.
The 7-cwt.. model, is unchanged in design and has transverse semi-elliptic springs front and rear, but the front is linked for independent wheel suspension. Stability is controlled by hydraulic shock absorbers. As a van it has a floor area of 16 sq. ft. and the total body capacity is 50 cubic ft. This is a conventional normal-control model, of integral body-chassis design, with a Mitre 24 b.h.p. engine.
The station wagon is developed from the delivery van, but a spare wheel is carried below the body flea, whereas in the van it is attached vertically behind the driving seat in the body. The station wagon is planned for four passengers and luggage space or, with the, rear seat folded down, can be used as a van having 491 cubic ft. of payload capacity.
Rover Co., Ltd., Lode Lane, Solihull, Birmingham.
QrnrcE last shown, a number .of improvements has been '.)made to the Land Rover and additional duties found for the versatile four-wheel-drive chassis. Its latest guise is as a compact fire-fighting unit equipped with a Pegson 150 g.p.m. centrifugal self-priming pump. This pump is driven from the central power-take-off shaft, via an epicyclic step-up gearbox with a ratio of 1.678 to 1.
First-aid fire-fighting equipment is provided in the form of 120 ft. of hose and a 40-gallon water tank, carried between the wheel axles, and a pump-control panel.
Mechanical improvements to the chassis include a 2-litre engine in place of the former 14-litre unit, and selective front-wheel drive in the high-transfer ratios but permanent in the low set of gears. The front appearance has a cleaner outline, with a new radiator grille and sidelamps recessed
into the front wings, where they are less likely to be damaged. when driving through scrub.
Two other roles of the Land Rover are exemplified, one being fitted with a Bullows air compressor, whilst the other version has a Lincoln arc-welding plant and a lightweight detachable metal top.
Seddon Motors, Ltd., Woodstock Factory, Oldham.
DECAUSE a body is fitted to the Show chassis it is not
apparent that the Seddon 32-seater bus has a central engine mounted vertically inside the frame. The Perkins six-cylindered oil engine has been modified for reduced height and with the water heater tank remotely mounted outside the frame, the saloon floor is level.
The main purpose of so fitting the engine is to afford an unimpeded body for maximum passenger space, as in all underfloor chassis, and to provide improved access to the engine. The Seddon is an all-metal full-fronted bus, shown in the colours of the West Riding Automobile Co., Ltd., with eight pairs of seats arranged on each side of the saloon. In addition to the entrance in front of the forward axle and an emergency exit at the rear, a door for engine removal is provided on the off side. This bus is arranged for oneor two-man operation and has electrically operated glider-type doors at the entrance.
Two of the 3-ton oil-engined chassis, which were introduced at the 1950 Show, are on view, one having a van body. The 3-ton goods vehicle, with the Perkins P4 four-cylindered oil engine, has been a successful venture and no alteration in specification has been called for since its inception. The high-rated engine employed develops 52 b.h.p. at 2,400 r.p.m. and 123 lb.-ft. torque. A four-speed gearbox and hypoid axle are included in the transmission.
The 6-7-tonner, with the P6 oil engine, is Shown in longwheelbase form, leftand right-hand drive models, and as a 10-ft.-wheelbase 5i-cubic-yd. tipper. The tipper is an export version with left-hand drive and Pilot twin-ram tipping gear. The 13-ft. 6-in.-wheelbase models appear as a left-hand-drive chassis with a two-speed axle, and the home model equipped with a brewers dray body. All the 6-7-tonners incorporate the Perkins high-rated 79 b.h.p. engine.
Two other versions of the Seddon shown are tractors designed for articulated loads of a maximum gross combination weight of 15 tons. Both are 9-ft. wheelbase chassis.
Scammell Lorries, Ltd., Watford, Herts.
UNDOUBTEDLY, the latest six-wheel-drive chassis, the Scammell Constructor, is one of the mechanical masterpieces of the Show. A novel type of bogie suspension has been designed to provide exceptional cross-country articulation without twist or stress on the springs, apart from their duty as load-carrying units. Another feature is the drive to the second and third axles, with independent transmission lines to each and axle anchorage through ballmounted tie rods arranged to neutralize propeller-shaft-joint angle during axle articulation.
The Constructor is shown as a tractor unit, for hauling gross train loads of over 100 tons, but there are other versions for load carrying or articulated operation. It employs a Rolls-Royce six-cylindered oil engine, which is the first application of this unit to a commercial vehicle. The combination of the main and transposing gearbox ratios affords 12 forward speeds; the winch has six speeds.
Another Scammell cross-country chassis exhibited is the Mountaineer four-wheel-drive dump truck, which employs the Gardner 6LWK six-cylindered oil engine. In common with the Constructor it has a compressed-air-operated braking system, air-pressure-assisted steering and a " hillholder " brake, which has an independent hand control mounted on the steering column.
The dump truck has a sturdy 8-cubic-yd. body which. is built for carrying rock and has a canopy to protect the cab from damage. The tipping gear incorporates an engine
driven pump, delivering 20 g.p.m., to provide a 15-sec. lift to an angle of 72 degrees, and twin hydraulic ball-mounted rams with a third ram to cushion and return the body.
Another impressive exhibit is the 15-ton tractor in combination with a 4,300 U.S.-gallon semi-trailer tanker of frameless construction. The prime mover is equipped with the Meadows six-cylindered 125 b.h.p. oil engine.
The Scammell stand would be incomplete without one of the Scarab mechanical-horse •articulated units being shown. The model exhibited has the engine, clutch, gearbox and driving axle in unit construction.
Sentinel (Shrewsbury), Ltd., Shrewsbury.
PitA CHANGEOVER to direct-injection oil engines and airpressure or vacuum-servo braking in place of the former all-hydraulic system is a recent development in the Sentinel range and is found in the Show models. Air-pressure braking equipment is employed for the heavier ones, including the 33-ft.-Iong left-hand-drive passenger chassis, which is shown with a special bus body of export type. This is an 18-ft. 4-in.-wheelbase model with the six-cylindered 120 b.h.p. engine which, in common with all Sentinel goods and passenger chassis, is mounted under the floor amidships.
A home model of maximum box dimensions, with a Bellhouse Hartwell Continental touring coach body, is similar in chassis specification apart from overall dimensions, tyre size and braking equipment. Triple-servo brake gear is used and I0.00-20-in. tyres, 14-ply-rating, fitted. The wheelbase is 15 ft. 7 ins, and the overall length of the body is 30 ft.
In the goods range on view there is a four-wheeled 7-8tonner with the four-cylindered engine installed and vacuumservo braking gear. This is a 16-ft.-wheelbase chassis with a special low-loading brewers' body.
The overseas version of the four-wheeler, with left-handdrive, has a 13-ft. 6-in.-wheelbase and is shown with an 18-ft. 6-in. body. In common with the home model, the radiator is retained at the front of the panel and a five-speed overdrive-top gearbox used.
A light six-wheeler has been developed from the two-axled chassis, which retains the four-cylindered engine, overdrive' gearbox and single driving axle. This model, as shown, has a 15-ft. 9-in. wheelbase, Clayton Dewandre air-pressure equipment and 36 x 8-in. tyres.
For the heavier types of operation there is the six-wheeler, with drive to the centre and rear axles. A left-hand-drive version is exhibited and this is equipped with the six-cylindered power unit and compressed-air braking. It has a 17-ft. 53--in. wheelbase and 24-ft. 6-in. body. The transmission includes a five-speed direct-drive-top gearbox and third differential at the bogie.
Standard Motor Co., Ltd., Canley Works, Coventry.
AVEHICLE which has seen very few changes since its introduction is the Standard 15 cwt., of which two examples are shown. The 12-cwt. delivery van provides a loading space of 105 cubic ft., excluding the space available when the passenger's seat is removed.
The payload of the pick-up is also 12 cwt. It has a lowlevel flat floor having an effective length of 5 ft. 8 ins., and a width of 5 ft. 2 ins. Of modernistic styling, the body sides merge with the bulbous waist line which runs from the forward end of the front wings.
Both chassis arc similar in their general specification, the four-cylindered engine having an R.A.C. rating of 17.9 h.p. It has wet-type cylinder liners, push-rod-operated overhead valves, and a three-bearing crankshaft.
Transmission is through a Borg and Beck 9-in.-diameter clutch', to a three-speed synchromesh gearbox with steeringcolumn control. The front wheels are independently sprung on coil springs, and the rear axle is supported on semielliptic springs. Hydraulic dampers are fitted and there is an anti-sway bar at the rear.
Sunbeam Trolleybus Co., Ltd., Moorfield Works, Wolverhampton.
TWOchassis and three complete vehicles are staged. In the type MF2R single-deck chassis designed for the export market, the B.T.H. motor is rear-mounted. By this arrangement the weight distribution isconsiderably . improved, to the extent that the same size of tyre can be used front and rear without overloading the front tyres when bodywork of large carrying capacity is called for.
An underslung worm-driven rear axle is coupled to the motor by a short shaft provided with needle-roller-bearing universal joints. The brakes are air-operated, as are the doors.
A 1.8 h.p. electric motor is used to drive the compressor, which has a capacity of 10 cubic ft. per minute. The steering and controls are mounted forward of the front axle, and the master controller is mounted under the driver's seat.
The principal dimensions of this chassis, as shown, are: Overall length 32 ft. 5 ins.; overall width 7 ft. 111 ins.; wheelb4,se 17 ft. 6 ins.
The -Fel/A, chassis, which forms a second exhibit, is intended for a double-deck body, although it is available with alternative wheelbase lengths to suit single-deck bodywork. As shown it has a hydraulic braking system and English Electric traction equipment. Rheostatic braking is provided.
The traction motor is a 120 h.p. unit, and there is a C.A.V. 30-volt overhung generator for low-tension lighting.
Of the three complete vehicles exhibited; one is a F4/A chassis with a62-seat body by Walter Alexander and Co., Ltd., the second an F4 chassis with a Willowbrook composite body for 60 passengers, and the third an MF2B machine with a 54-scat double-deck body by Charles Roe, Ltd.
Transport Equipment (Thornycroft), Ltd., Smith Square, London, S.W.1.
INCORPORATED in a Trusty 6. x 4 right-hand-drive I chassis, the design of which is based on. the original Thornycroft six-wheeled goods vehicle supplied to the South African Railways, is the new ICRIsf6, 1I.3-litre, six-cylindered oil engine, which develops a maximum of 155 b.h.p. at 1,900 r.p.m. The torque produced is 508 lb-ft. at 1,000 r.p.m.
It has a bore of 121 mm., a stroke of 165 mm. and runs on a compression ratio of 16.25 to 1.
The chassis specification includes a four-speed main gearbox and a three-speed auxiliary box with an overdrive, worm-driven bogie axles and air-pressure braking. The chassis is recommended for a gross laden weight, with trailer, of 35 tons.
An example of the Mighty Antar 4 x 2 tractor forms another exhibit. Designed for a gross laden weight with trailer of over 60 tons, this machine, with its Rover Meteorite 250 b.h.p. oil engine, is the most powerful in the Show.
Amongst the more interesting features in the chassis specification arc the power-assisted hydraulic steering, air: pressure assistance for clutch operation, four-speed main gearbox and three-speed auxiliary box, double-reduction rear axle and air-pressure braking.
A claim is made for the Nippy Star, forming a third exhibit, that it is the only machine in its class in which the engine and other chassis. components are all built in the same factory. Its payload capacity is 4 tons, its engine being a four-cylindered petrol unit which develops 68 b.h.p. at 2,600 r.p.m.
A six-cytindered oil engine is used in the Trident chassis shown. This vehicle, which is built for a gross laden weight of 12 tons, has remained practically unchanged during the past two years. A notable improvement is that the engine speed has been increased to 2,200 r.p.m., at which the unit produces 90 b.h.p.
An export version of the Trusty normal-control heavyduty chassis, and a Nubian 4 a 4 chassis, complete this exhibit. The Trusty, which will haul a total gross laden K12 weight of 21 tons, has the maker's 7.88-litre, 100 b.h.p. oil engine, which drives a worm-gear rear axle by way of a five-speed gearbox.
Designed expressly for cross-country work, the Nubian shown has a Thornycroft 5.51-litre, 78 b.h.p. oil engine. A notable feature is a 75 b.h.p. power-take-off drive which is incorporated in the distribution gearbox.
.Trojan, Ltd., Purley Way, Croydon, Surrey.
MEW models in this maker's range are a 20-cwt. oil engined van and a tractor version of the petrol-engined chassis. Whilst the present trend is towards the fitting of oil engines in the lighter types of chassis, light vans had not been envisaged as being possible entrants in this field.
In certain respects, vehicle makers are in the hands of engine builders as, until the introduction of the Perkins P3 three-cylindered oil engine, no suitable type of unit was available for vehicles in the small payload class.
The Perkins P3 engine used in the Trojan has a swept volume of 2.36 litres, the unit producing 32 b.h.p. at 2,000 r.p.m. Fuel economy should be high, as an average consumption rate quoted-by the vehicle makers is 45-50 m.p.g.
Apart from the engine the chassis specification follows that of the petrol-engined vehicle of which an example is also shown. A Borg and Beck single-plate clutch takes the drive to a three-speed gearbox from which a Hardy Spicer propeller shaft conveys it to a spiral-bevel-driven threequarter-floating rear axle.
In the tractor version of the petrol-engined chassis the Trojan 68 engine is used, a unit which produces 27 b.h.p. at 2,000 r.p.m., as against the 24 b.h.p. of the standard engine. It is a two-stroke unit having two pairs of working cylinders, each pair having a common combustion space, and two pumping cylinders.
The Trojan-Carrimore machine is designed for payloads of up to 25 cwt., thet.combination being one that should provide an economical means for carrying light but bulky loads.
A fourth exhibit is an Electrojan, a battery-electric vehicle which employs a normal clutch and two-speed gearbox.
Universal Power Drives, Ltd.,, Aintree Road, Perivale, Middx.
UNIPOWER tractors, of which two models are shown, are designed for heavy haulage work on or off the road.
The Hannibal, which is shown with cab and body and in chassis form, is designed for gross train loads of up to 25 tons, or a first-layer pull through the winch in excess of 70,000 lb.
It has a Gardner 5LW oil engine developing 85 b.h.p. at 1,700 r.p.m., which is coupled in unit construction to a five-speed primary gearbox and a two-speed transfer box. Frontand rear-axle drives are through spiral-bevel gear, the front axle having Rzeppa constant-velocity joints.
The transfer box has alternative power take-off shafts one of which is used to drive the forestry winch fitted low down in the chassis behind the rear axle. As the primary gearbox ratios are utilized to drive the winch, a wide range of roping speeds and pulls are available.
Originally evolved to meet the requirement of the Southern Rhodesia Government, the Junior 4 x 4 tractor exhibited is similar to the Hannibal in its general construction. It is, however, designed for a gross weight of 5.5 tons, or a gross train weight of 12.5 tons.
It has a Perkins P6 oil engine, a five-speed gearbox and a separately-mounted two-speed transfer box. The high transfer gear drives direct to .only the rear axle, whilst the selection of low gear automatically engages the drive to all four wheels.
This model has a wheelbase of 10 ft., is 15 ft. in overall length and 7 ft. 4 ins. wide.