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Improvements to Daimler Fleetline

28th August 1970, Page 20
28th August 1970
Page 20
Page 20, 28th August 1970 — Improvements to Daimler Fleetline
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• In addition to the option of the Leyland 680 engine in the Daimler Fleetline chassis (CM August 14), other improvements to the 1971 version of the chassis have been announced by Daimler Transport Vehicles Ltd. These will be incorporated in the models on show at Earls Court next month.

The Leyland engine fits so well into the Fleetline's engine compartment that the same mounting points as used for the Gardner installation are employed; the rear offside mountings have been revised to give improved life. These now incorporate Metacone conical rubbers with adjustable rebound control, together with an increase in the volume of rubber and in the bonded area.

In the Leyland-powered Fleetline the alternator is mounted on the transfer box, and is belt driven from the fan-drive jack shaft. It runs at times engine speed, and its installation allows an ideal setting to be achieved to give the maximum supply for the type of service operated—fast charging for stage city services when a high degree of engine idling occurs, and slower charging for limited stop operation.

Because the Leyland 680 engine is shorter than the Gardner, the power is transmitted via Daimler's 19in.-diameter fluid flywheel and a Hardy Spicer close-coupled jointed shaft to the Daimatic epicyclic gearbox which, in its latest uprated form, allows for a torque input of up to 600 lb ft. On the Gardner-engined Fleetline an improveddesign rubber-bushed trailing link coupling connects the fluid flywheel with the gearbox.

Apart from the flywheel/gearbox coupling, the specification of the Fleetline's transmission is identical for both Leylandand Gardner-engined models. Notable among the chassis improvements is the introduction of stainless steel pipework throughout the chassis to reduce the possibility of corrosion. The pipe layout has also been simplified to improve accessibility, and runs centrally in the chassis, beneath the main cross-members, obviating a "plumber's nightmare".

Other new features include standardization of automatic chassis lubrication, and the wiring of low air pressure and high water temperature warning signals to a common buzzer. Revised front cross-member mountings for the dampers permit interchange of different types of damper. The front axle bed has been lowered fin. to improve step height. Models fitted with power-assisted steering are to be fitted with a larger capacity fluid header tank.

When fully automatic transmission is specified, an accelerator "throttle dip" is fitted to avoid any surge when changing from first to second or second to third gear should the driver leave the throttle pedal fully depressed. The wheelarch gusset on the chassis frame over the rear axle has been extended forward, as on the 36ft single-deck model.

The silencer has been repositioned above the chassis frame, to improve rear ground clearance, and instead of a flexible section being attached to the exhaust pipe with clamps the section is brazed into position.

Designation of the full range of chassis is as follows: O Double-deck 9.5 metres CRG6-30 (Gardner), CRL6-30 (Leyland).

DI Double-deck 10 metres CRG6-33 (Gardner), CRL6-33 (Leyland).

D Single-deck 10 metres SRG6-33 (Gardner), SRL6-33 (Leyland).

O Single-deck 11 metres SRG6-36 (Gardner), SRL6-36 (Leyland).

The full engine range is: Gardner 6LXB, 180 bhp at 1850; Gardner 6LX, 150 at 1700; Gardner 6LW20, 120 at 1700; Leyland 680, 165 at 1900; and Leyland 680, 153 at 1750.


Organisations: Earls Court

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