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Leyland Super Comet now has Ergomatic Cab
Page 63
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WITH the announcement today of a Super Comet range having the Ergomatic tilt cab Leyland Motors Ltd. goes a step further in making this unit a standard fitting throughout its goods vehicle range. Now only the Leyland Comet 13-tongross model and the lighter-weightLeyland 90 have olderdesign units. The new models are based on the previous Super Comet design, but there have been a number of changes in the mechanical specification and a tractive-unit version for operation at 22 tons gross has been added; like the previous design the rigids are for operation at 16 tons gross. Rightand left-hand drive versions are available.
Changes to the Leyland Power-Plus 0.400 diesel engine, retained in the new models, follow the pattern of those made in other Leyland chassis when they were fitted with the Ergomatic cab. An eight bladed fan is fitted directly on the crankshaft (the fan on the previous Super Comet had six blades) and an alternator mounted at the rear of the engine is standard.
In general the Ergomatic cab is identical to that employed on Leyland Freightline models but a different method of holding down the rear end is used. Instead of a quick-release system two swinging bolts pivoted on the cab rear crossmember locate in slots in the cab rear-mounting brackets. This means that tilting the cab is not as easy as on other Leyland chassis, a wheel brace having to be used to undo the holding-down bolts; there is a safety catch on the nearside.
The standard cab has the same high degree of trim as employed on other Leyland models but thinner-gauge steel sheet is used for its construction. And a version with the original, heavier panelling but a reduced trim—none over the engine cowl or the panel above the windscreen and no ashtray—is standard for export and optional in the UK. The lighter-weight fully-trimmed cab is available for export but only where it is certain that the vehicle will be used on good roads.
Wheelbase options
The wheelbase options of the new Super Comet differ from the previous model and 17 ft. 6 in., 15 ft. and 12 ft. wheelbase versions are available in the rigids, whilst the tractive unit has a 10 ft. wheelbase. The 12 ft. chassis is intended for tipper applications and the frame length behind the cab is 14 ft. 6 in. This dimension on the other two models is 24 ft. 8 in. and 19 ft. 8 in. respectively.
There is no change to the maximum output and torque figures on the 0.400. these being 125 b.h.p. net at 2,400 r.p.m. and 300 lb. ft. net at 1,600 r.p.m., but there is a change to the transmission specification in that additional gearboxes are available. The standard continues to be the GB 241 five-speed constant-mesh unit which is available with an additional overdrive ratio, but also available now are the GB 247 which has an extra -crawler" ratio to make six or seven speeds and the GB 248 with a "splitter" section to make a nineor ten-speed close-ratio box. The GB 248 is standard on the tractive unit.
No change is made to the rear axle equipment, the standard being a single-speed unit with spiral-bevel primary reduction and epicyclic gearing in the hubs, whilst a two-speed spiral-bevel rear axle is optional. The same ratios as before are available.
Now standard on the rigid models and optional on the tractive unit is power-assisted steering and there has been a change in the suspension. Front springs are 2 in. longer than before (at 4 ft. 6 in.) and the width of the rear springs, which are the same length, has been increased from 3 in. to 3.5 in. There has also been a change to the frame design and the maximum section of the 17 6 in. wheelbase chassis is 11.875 in. by 3 in. by 0.25 in., whilst on the other models it is 10 in. by 3 in. by 0.3125 in. This compares with 9 in. by 3 in. by 0.25 in. for all the previous Super Comet versions although these were flitched. Now Only the 12 ft.wheelbase tipper chassis has flitch plates.
Basically unchanged
Also basically unchanged for the new models is the braking system, both in the method of operation of the air-pressure system and in the brake sizes. All drums are 15.5 in. diameter and the front liners are 4.5 in. wide whilst the rear liners are 7 in. wide. Single-diaphragm brake chambers are used at each axle and the secondary-braking requirement is provided by the mechanical handbrake to the rear brakes being air assisted. This is done through a diaphragm chamber acting on a lever in the linkage when effort is applied to the hand lever.
There has been a change in the method of applying air to the handbrake diaphragm. Instead of this being done through a pull valve in the linkage, which means that the air-pressure assistance continues even when the lever is released, the control to the •air valve is connected to a mechanism at the lever which ensures that air is exhausted from the diaphragm as the lever is released. This change is only to right-hand drive chassis and has been made to comply with the proposed "code of practice" which requires that the handbrake should be held on by purely mechanical means; a similar change is to be made to other Leyland models eventually. On left-hand drive chassis, operation of the air assistance to the handbrake through a pull valve in the linkage is retained because Leyland feel this to be a better method.
The tractive unit has a similar braking system to that used on the Leyland Beaver. In this there are multi-diaphragm chambers for the front brakes and the secondary sides of these are pressurized together with the "auxiliary" connection for the semitrailer through a hand-reaction valve. This fulfills the requirements for an adequate emergency system. An air-assisted handbrake linked to the driving axle brakes is also employed.