B.M.C. Introduce New 2-5-ton Range
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Petrol or Oil Engine Offered in All Home and Export 3-tonners and 5-tonners : Roomier Cab Has Improved Ventilation
kN entirely new range of vehicles to meet the needs of both home and overseas markets has been troduced by the British Motor Drporation, Ltd., to replace existing ustin and Morris-Commercial trucks. he range comprises 2-3-ton longheelbase chassis and 5-ton longand on-wheelbase chassis, the alternafive ' either a petrol engine or oil engine :ins offered in all cases.
The engine for the petrol models is isically the Austin 3,990 c.c. sixlindered overhead-valve unit which, fitted in the 5-ton chassis, gives ' b.h.p. at 3,000 r.p.m. and 196 lb.-ft. rque at 1,000 r.p.m. The compression tio has been raised to 6.4 to 1.
In the 2-3-ton chassis this engine is :rated to give 68 b.h.p. at 2,750 r.p.m., ith a maximum torque of 174 lb.-ft. 1,000 r.p.m. The compression ratio 6.08 to 1. In the 2-3-ton models the alternative oil engine is the B.M.C. 3.4-litre fourcylindered direct-injection unit, which develops 58 b.h.p. at a governed speed of 2,400 r.p.m. Its maximum torque of 150 lb.-ft. is produced at 1,500 r.p.m.
A new 5.1-litre oil engine is available for the 5-tonners. It is a six-cylindcred unit of similar design to the 3.4-litre engine, with a compression ratio of 16.5 to 1. It develops 90 b.h.p. at 2,400 r.p.m. and gives its maximum torque of 225 lb.-ft. at 1,500 r.p.m.
The 2-3-tonner is available with either normal or forward control and with rightor left-hand steering for a gross vehicle weight of 6 tons. This model is for the home and export markets, but there is a home model with normal control and petrol engine with a gross vehicle weight rating of 51tons.
A Borg and Beck 11-in, single-plate clutch takes the drive to a four-speed gearbox having constant-mesh gears for second, third and fourth speeds. The gear ratios are 6.061, 3.473, 1.746 and 1 to 1 forward, with a 6.051 to I reverse.
An open two-piece propeller shaft with needle-roller-bearing universals takes the drive to a fully floating rear axle, the gear ratio of which is 5.85 to 1 on the petrol model and 4.71 to 1 in the case of the oil-engined chassis.
On the 2-3-ton export model, Lockheed hydraulic two-leading-shoe brakes operate in 14-in, drums, but on the home model the diameter is reduced to 12 in. The respective total frictional areas are 240 sq. in. and 216 sq. in.
Suspension is by semi-elliptic springs, with auxiliary leaves on the rear springs. Hydraulic dampers are available at extra cost.
The light home model is equipped with 6.50-20-in. 8-ply tyres, an alternative being 7.D020-in, equipment, with twins at the rear in both cases. In the 12v, electrical system a 63-amp.-hr. battery is fitted in the petrol model, and a 120-amp.-hr. battery in the oil-engined chassis.
Particular interest centres on the design of the cab, the bold new frontal styling of which serves to identify the vehicles as being either Austin or Morris products. The new cab is mounted on a sub-frame, which in turn is attached to the main frame by rubber cushions, and is roomier than its piedecessiar and is more effectively ventilated. Both normal and forwardcontrol versions arc available. There are material differences in the transmission systems of the 2-3-ton and 5-ton chassis. On the oil-engined 5-tonner the clutch diameter is increased to 12 in., and the choice of either a single-speed or two-speed axle is given. The single-speed unit has a gear ratio, with petrol engine, of 71 to 1, and with the oil engine, 5.85 to I. The Eaton two-speed axle provides ratios of 5.83 and 8.11 to 1.
Tyres for the home model 5-tonner are 7.50-20-in. 10-ply all round, and for the export version, 8.25-20-in. 12-ply, with twins at the rear. The wheels, with wide-base rims, have eightstud fixings. Lockheed hydraulic two-leading-shoe brakes operate in 16-in.-diameter drums, the total frictional area being 369 sq. in. Brake application is by a vacuum servo.
Wheelbases are: 5-ton long chassis, 13 ft. 4 in.; short rriodel, 10 ft.; 2-3-tonner, 11 ft. 6 in.
Prices of the new home models, ex works but less purchase tax, which has yet to be announced, are as follows:
Normal-control 2.3-tanner, chassis and scuttle, £545: chassis and cab, £625; drop-side truck, £695; 3.4-litre oil engine, 5120 extra. Forward-contrifi, 2-3-tonner, chassis and cab, £669; drop-side truck, £766; 3.4-litre oil engine. 5120 extra. Normalcontrol 5-tonner, chassis and scuttle, £675; chassis and cab, £755; drop-side truck, £840: 5.1-litre oil engine, £230 extra, Forward-control 5-tonner, chassis and cab, £772; drop-side truck, 076; 5.1-litre oil engine, £230 extra.