Turbocharged Seddon coaches
Page 21
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• A Mark VI version of the Seddon Pennine psv chassis range, distinguished by its use of the 155 bhp turbocharged version of the Perkins 6.354 diesel, is announced this week by Seddon Motors Ltd. This new forward-engined model is available in 10-, IIand 12-metre lengths and retains the flat floor.
The latest version is offered in both bus and coach form, and a road test of the coach model, with two-speed axle (optional at £119 extra) appears on pages 46 to 49 of this issue of CM.
The Pennine VI is available in wheelbases of 16ft 2in., 18ft 6in., or 20ft. The 12-metre length is being offered for the first time in this class of chassis by Seddon. In this length the gross weight rating is 13 tons. In the shorter lengths the gross weight is 12 tons. The Mk VI is a comparatively light chassis: the 11-metre chassis, for instance, weighs only 3 tons l6-cwt.
The chassis has been planned for simple body mounting and the maximum freedom of coachwork specification. Great help was received from coachbuilders, says Seddon. For example, the wheelbases are identical with most similar-length chassis of other makes. The front overhang is always the same, whatever the vehicle length. The fuel tank and spare-wheel carrier are always in the—Same position relative to the rear axle.
The frame sides have been left completely clear to allow the maximum room for additional side lockers for luggage. Running the pipes down the middle of the chassis has avoided obstructions which could hinder the attachment of body mountings.
Married to he turbocharged Perkins T6.354 5.8-litre six-cylinder engine is a r4in. clutch and a five-speed ENV synchromesh gearbox with overdrive fifth gear. The Seddon spiral-bevel 9-ton axle has a standard ratio of 5.57 to 1. There are lower-geared options of 6.16 or 6.83 to 1, primarily for service bus work. The optional two-speed Eaton axle has ratios of 4.87 and 6.82 to 1.
Power-assisted steering is a standard fitting for the Seddon 6-ton front axle.
Both front and rear brakes are 6in. wide and are 15in. diameter, which affords rather more space for the circulation of cooling air. The self-adjusting Centrax brakes are operated by sealed wedges with integrated dual compressed air chambers—plus spring chambers on the rear wheels for parking.
The chassis of the Pennine VI has tubular cross-members, while, for the 12-metre chassis, the 8in.-deep pressed-channel side members are given extra bending strength by double thickness flanges—there being tin, thick straps welded top and bottom.
Large deflection leaf springs, 57in.-long at the front and 60in.-long at the back, are fitted. Both front and rear axles have telescopic dampers. A 12V electrical system is used. Twin AC5 alternators deliver 120amp, which leaves ample in hand over the usual maximum lamp load. A 65ga1 fuel tank can be specified instead of the standard 50gal tank. Additional fuel tanks can also be ordered.
The Pennine VI chassis is £3131 in 10 or 11 metres form and £3160 when 12 metres long.