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THE LATEST LEYLAND MODELS

30th June 1931, Page 52
30th June 1931
Page 52
Page 53
Page 54
Page 52, 30th June 1931 — THE LATEST LEYLAND MODELS
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The New Cub Chassis for 20-seater Bodies or Service as a 2 tonner

IN the modern range of Leyland chassis, the Badger has hitherto been the smallest with its 2k-ton pay-load capacity, whilst on the passenger side the Lioness has been the smallest type offered. Now Leyland Motors, Ltd., Leyland, Lanes, is , offering two new chassis, both designated the Cub. In its passenger-carrying form it is designed to be the base of a 20-seater vehicle, whilst as a goods carrier the recommended pay-load capacity is 2 tons. The following are the chassis prices :—Passenger models (14-ft. wheelbase) £525, (15-ft. 6-in. wheelbase) £550; -goods models (11-ft.

(i-in. wheelbase) £475, (11-ft. wheelbase) £495.

The points of difference between the various models are comparatively few. Therefore, we shall describe in detail the passenger type; the principal features which differ in the case of the goods model are an overhead worm-type axle in place of the .underslung worm; a slightly lower rear-axle ratio, and 32-in. by 6-in. tyres in place of 34-in. by 7.5-in, low-pressure tyres specified for passenger work. On the long-wheelbase goods model the tyres are high pressure, whereas on the shorter machine they are of the

truck type. The passenger vehicle has a mechanical tyre pump supplied as standard, but on the goods machines this fitment is an extra. Any of these four chassis can be supplied with left-hand drive.

Probably the most outstanding feature, in view of the current Leyland practice, is the fact that the six-cylindered engine has side-byside valves and a cylinder-block casting integral with the upper portion of the crankcase. The bore and stroke are 3g. ins. and 5 ins. respectively. The output at 2,000 r.p.m. is 60 b.h.p. and the engine has been designed to run up to 3,000 r.p.m. The balanced crankshaft runs in seven 21-in. main bearings and carries a friction-type vibration damper at the front. On the crankshaft is the driving sprocket for the triple-roller distribution chain, which has an automatic tensioning device.

Dry cylinder liners are employed and centrifugally cast inserted valve seats are used. On the castaluminium sump is a removable cap, which permits detachmE at of the oil filter. A single casting rorms the detachable cylinder head, to the forward face of which is bolted the water impeller, on the spindle of which is the four-bladed fan.

A skew gear from the camshaft drives a vertical shaft, on the upper end of which is an automatically controlled distributor, and on the lower end the submerged oil pump, which feeds the main bearings, bigends and camshaft under pressure. The oil filler is on the near side, as are the exhaust manifold, hotspotted induction pipe, Solex carburetter and starter.

Spring mounting is employed for the radiator, thus relieving it of much vibration and torsion. Behind the honeycomb " mask " are Still tubes.

Fuel is fed from the 24-gallon tank-, through an Autovac on the forward face of the dash, to the carburetter. The tank is adequately protected to comply with impending local requirements.

Nine springs are used for the single-plate clutch, ensuring even engagement. It carries the drive to the four-speed gearbox, in which the shafts are of iFin. diameter and the gears 1-in, face width. Both wheels and shafts are ground and the ball-type control is centrally mounted. On the near side of the box is the Maxfield mechanical pump, and a speedometer drive is taken from the rear end of the mainshaft.

In conjunction with a 5.5 to 1 rear-axle ratio, overall ratios afforded are: third 9.46, second 15, first 27.4 and reverse 33 to 1. As the gearbox and crankcase are attached to separate sides of the banjo member, either can be detached without disturbing the other.

A massive bracket on the frame carries a Bishop cam-and-roller steering set. The 1i-in. stub axles have steel bushes at the top and bottom, and the swivel pins are provided with a roller-thrust race wipe top. Three Spicer mechanical joints are used for the two propeller shafts.

Semi-elliptic springs of the progressive type connect the rear axle to the frame and take the drive and torque stresses. Double-rolled eyes are used and the shackle pins are adjustable for end play, whilst rubber buffers prevent metallic contact between the frame and the axle. The last-named is of the fully floating type, having an underslungworm drive.

The half-shafts transmit power to the wheels through star couplings, mating with serrations in the hub caps, so that the shafts can be withdrawn without disturbing the wheel bearings, and the worm gear can be removed under the same conditions.

The general layout is given a strikingly clean appearance by the absence of brake rods; the service brakes are of the internal type with Lockheed hydraulic operation, the master • cylinder being located below the floor boards and immediately to the rear of the pedal. The centrally disposed hand lever operates a relay shaft through a rod, thence by two rods to pendent levers, supported in brackets on the crossmember running between the forward anchorages of the rear springs. From these levers to the brake-camshaft levers flexible cables are used ; these operate in armoured housings. The foot brake • offers 280 sq. ins, of facing and the hand brake 105 sq. ins.

All cross-members are bolted to the main frame members; 8-in. by 21-in. by 7-32-in channels are used, but the long-wheelbase model employs a frame 9 ins, deep and 3 ins. across the flanges. The frame width at the rear is 3 ft. 91 ins, and the height laden 1 ft. 11 ins.

Other/, d imensions are : Front tra'.611, 3c!ft. 61 ins.; rear track, 5 ft. 5/ ins.; overall length, 21, ft. 9 ins.; overall width, 6 ft. 9 ins.; frame overhang, 5 ft. 7 inn; dash to end of frame, 16 ft. 7/ ins. The turning circles are 53 ft. in diameter and the chassis weight averages 2 tons, whilst the body allowance is 1/ ton.

Standard equipment includes Tecalemit chassis lubrication, 12volt 180-watt dynamo and ancillary equipment, -speedometer, front wings and spare wheel complete.

The cnassis are now in steady prOnction. This model has had many months of rigorous testing ; it is not an experimental product.

We carried out a 50-mile trial of one of the chassis passing through the shops. On the *8ighbridge it scaled '4 tons 12 cwt., without the crew, so that the metal weights carried may be said to represent a full' load of 20 passengers and a body up to the makers' maximum recommended weight. The engine pulled smoothly on top gear from 3 m.p.h.""and is capable of well over 50 m.p.h.; it maintained its silence at all times. On long gradients a good climbing speed was 25 m.p.h. on third gear, whilst acceleration from rest to 40 m.p.h., using second, thihi and top gears, required 42.5 secs.; from 10 m.p.h. to 40 m.p.h. on top gear required 43 secs.

One of the most striking points was the efficiency of the service brake, as a-descent of Succombs Hill (1 in 4.9) was made, leaving the gear lever in the " top " position and checking the descent merely on the foot brake.

On its first gear of 27.4 to 1 the Cub made an easy ascent of Snccombs Hill with .power in hand.

The entire te'st was carried out over roads bearing fairly heavy traffic, and the distance, of course, included the aacent and descent of Succombs Hill. The fuel-consumption rate, despite these adverse conditions, worked out at 11/ m.p.g.

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