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THE 30-CWT. MORRIS-COMMERCIAL CHASSIS.

10th July 1928, Page 79
10th July 1928
Page 79
Page 80
Page 79, 10th July 1928 — THE 30-CWT. MORRIS-COMMERCIAL CHASSIS.
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Strengthened in Frame and Axles and Modified in Brakes and Other Details, the Chassis will Now Withstand Reasonable Overloading.

ririllERE can be no doubt whatever about the popularity 1 of Morris-Commercial vehicles, as witness the number seen on the roads nowadays doing all sorts of work and operating under very divergent conditions. Probably the most popular of all the company's range is the 30-cwt. truck, which has, unquestionably, gone far to make a really effective stand against the fierce foreign competition which has been waging for some time in the home markets.

Built very much on the lines of the existing successful 30-cwt. model, a new type is now being introduced which is much sturdier in all important details, yet the price of .280 is even more competitive than ever, considering the quality of the production. The power unit remains prac ticaily unaltered and, save for the inclusion of a three-speed gearbox instead of a four-speed box and a modification to the propeller shaft, the transmission is identical with the old model.

It is in the frame, front axle and brakes where the chief modifications are found. The channels of the chassis are now much deeper and of thicker gauge material, which, of course, adds very considerably to the strength of these important components. The cross-members, too, are much deeper, so that the whole structure has been stiffened up and will now withstand reasonable Overloading without protest. All the front axle details, such as steering arms, pivots and the like, have been increased in size and strength, whilst the rear springs—underslung beneath the axle casing as usual—are stronger and fitted with rebound leaves. Overhead worm drive is used for the rear axle, which is equipped as standard with a reduction ratio of 7.25 to 1; alternative ratios of 6.75 to 1 and 8.33 to 1 can be given upon request: The ratios of the gearbox are first 4.15 to 1, second 1.98 to 1 and top, of course, is direct. These provide overall ratios of approximately 30 to 1 and 14.5 to 1 when the standard rear axle ratio of 7.25 to 1 is used.

Mention should be made of the brakes. Both the pedal and the hand lever operate very powerful internal-expanding shoes in 18-in, diameter drums on the rear wheels. The whole of the operating gear is planned on simple lines, so that there is very little lost motion, a feature which, coupled with the fact that ample leverages are provided, makes the application of the shoes to obtain satisfactory stopping distances comparatively light.

A few details regarding the chassis may not be out of place. The engine has a bore and stroke of 80 mm. and • 125 mm. respectively, giving a capacity of 2,513 c.c. It develops 35 b.h.p. at 2,500 r.p.m. A single-plate clutch and a three-speed centrally controlled gearbox are mounted unitwise with the engine, the drive being transmitted to the rear axle by means of a large-diameter dynamically balanced open propeller shaft equipped with fabric universal joints at the front and rear. A modification in these universal joints is of interest to users because a self-centring spider has been arranged in such a manner that by undoing the nuts on the spider arms the propeller shaft can be dropped out of position without having to dismantle the rear axle attachment—a very considerable item if easy maintenance be considered of importance, With a wheelbase of 11 ft. and a wheel track of 4 ft. 8 ins. the overall length and width of the vehicle are no greater than 16 ft, I in. and 5 ft. 10i ins, respectively, whilst the turning circle is also comparatively small, being 47 ft. only. The chassis, however, can be Obtained with a 13-ft. wheelbase at an extra charge of £20. The layout of this model calls for a centre bearing in the propeller shaft.

In the 11-ft. wheelbase models the length from the dash to the end of the frame is 12 ft. 54 ins., which provides very good loading space, despite the fact that the overhang beyond the rear axle is but 3 ft. 7-k ins.

The price of £280 for the chassis includes a very full equipment. There is, for instance, a five-lamp 12-volt. lighting and starting set with an automatic " stop " light incorporated in the tail lamp. An electic horn with the button on the steering column is included, in addition to the usual spare wheel and tyre, full set of tools, observation mirror, oil gun, etc., whilst the instrument plate—immediately in front of the driver's seat—carries a speedo meter, switehbox, oil pressure gauge and starter switch. The standard tyre equipment calls for 32-in. by 6-in, pneumatics all round, but 33-in. by 6.75-in. balloon tyres can be included if desired without extra charge.

The lines of the " super " van (as the type is called) are distinctly 'pleasing, and the capacity of the body should be large enough to satisfy the most exacting operator. With inside measurements of 8 ft. 4 ins. (length), 4 ft. 8 ins. (width) and 4 ft. 6i ins. (height) the body has a capacity of nearly 180 cubic feet, whieh, of course, is large for a vehicle of 11 ft. wheelbase. The loading height is 2 ft. 91 ins, and the price £355.

The truck is bnilt on straightforward lines with drop sides 1 ft. 9 ins. deep. Measuring 9 ft. long by 5 ft. 6 ins. wide, the platform is 3 ft. 6 ins, above the ground. This vehicle costs £330 complete.

Mention should be made of the cab arrangement, for the comfort of the driver has obviously been carefully studied. The seat and squab are well upholstered and the interior is very well finished. Two doors are fitted, each being equipped with a winding glass window which, of course, makes the interior as cosy as that of a normal type of saloon car.

Altogether, we must congratulate Morris-Commercial Cars. Ltd., on their enterprise in producing a vehicle incorporating so many interesting features, and at the same time keeping the prices within the reach of most users of this particular class of chassis.

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