SURREY-DODGE
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CHASSIS for Medium Loads FOR . some years Dodge Brothers chassis have been in the hands of many British users and have won an excellent reputation, but Dodgo Brothers (Britain), Ltd., -Mortlake Road, Kew Gardens, Surrey, has for long wished to produce a range of chassis which . would contain a large content of .British products. This has resulted in the production of the SurreyDodge, which was presented before agents and members of the Press last week.
It is intended that every part of each chassis in the range shall be of British construction, with the exception of the power unit, but all its accessories, and even the manifolds and fan, will be produced here.
The range consists,of a 30-cwt. and a 2-ton chassis, eachwith a wheelbase of 10 ft. 11 ins., and a 2-tonner with a wheelbase of 13 ft. 1 in. The respective chassis weights, complete but without loose equipment, will be 25 cwt., 26 cwt. and 28 cwt., so that they will all be well down in the taxation category under the new Budget proposals. even when carrying well-built bodies.
As the three vehicles closely re
semble each other in their general specification, it will be sufficient if we deal mainly with one example, viz., the short-wheelbase 2-tonner.
The engine has a bore of 31 ins, and a stroke of 4gins. It is rated at 23.4 h.p., but develops 75 b.h.p. at 3,400 r.p.m., this being with the standard compression of 5.5 to 1. It is a straightforward unit of clean design, with the nickel-chrome-molybdenum iron cylinderblock casting in one with the base, the sump being formed by a steel pressing, 1122 whilst another pressing is used for the timing-ease cover. The cylinder head is detachable in one piece.
There are four crankshaft bearings, each 21 ins, in diameter, and both these and the big-ends are of steel-backed
white metal. Three of the .camshaft bearings are also of this class, whilst the other is integral with the cylinder casting. The valves are all at one side, and are of Silehrome steel, those for the exhaust bedding on to tungsten-chromesteel inserts which are pressed into Position and peened. As a result of this, it is claimed that the chassis can be operated for 30,000 miles without decarbonizing. The pistons are flat-topped and are of the T-slotted Invar-strut type. The timing-gear drive is by silent chain.
As a result of utilizing the new bearings, big-ends can be renewed without scraping at a cost of 4s. 2d. for the bearings, which are guaranteed to be within .00025 in., whilst under sizes will be supplied as required to make up for any crankpin wear.
Accessibility to the pinion-type oil pump at one side and to the dis tributor at the other is obtained by driving these from the ends of a cross shaft set at an angle through the block. To prevent noise, one pinion of the oil pump is of bronze and the other of steel.
The A.C. fuel pump is driven by an eccentric from the camshaft. There is
a new-type water pump with DO gland
tti be repacked, but merely a fibre washer held against the inner face of the pump by a spring ; this washer will probably require renewal every 15,00020,04)0 miles.
Carburation is effected by a self-starting Soiex of the down-draught type equipped with an A.C. air cleaner. An effective hot spot is arranged' between the inlet and exhaust manifolds. , There is an A.C. separate oil .filter. Cooling
j. effected by el honeycomb radiator with a painted shell bearing a chromium-plate and enamel winged badge.
The water connections have easy curves to assist the circulation, and the whole unit,. together With the gearbox, has three-point mounting, at the sides by brackets bolted to the frame sidemembers, and at the front by springloaded bolts passing through a dropped channel cross-member.
An interesting feature of the clutch is that the centre of the steel disc carrying the two rings of die-pressed friction fabric embodies a cushion drive having eight coil springs and allowing a total movement of about in. Lubrication of the withdrawal race is effected through a flexible tube from a greaser mounted on the crankcase arm. Adjustment of the clutch is controlled by the three operating fingers, each of which, in turn, is brought to face an orifice in the clutch housing. Inci dentally, both the clutch and brake pedals are adjustable for driver's reach, and the stoplight is controlled by the brake pedal.
The 12-volt electrical equipment is of Lucas make, and there is a manualshift starter, the pinion being fully engaged with the flywheel before electrical contact is made. The steel starter ring is shrunk on to the fly wheel. .
A three-point V-belt drive is provided for the dynamo and fan, the dynamo being pivoted at the bottom and swung over to adjust the belt.
At the right of the driver's leg is a switch to dip the headlights, a second movement raising the beam.
Four speeds are provided, and provision is made for a power air pump. The gear lever is centrally situated, and to the right is a hand lever for the parking brake, which is a contracting band behind the gearbox.
The front and rear-wheel brakes have 14-in, diameter shoes with material 11 in. wide and -126in. thick; they are operated on the Lockheed hydraulic system.
From the gearbox a two-piece propeller shaft with three Mechanics joints and a centre bearing, which is mounted In rubber bushes, takes the drive t,o the spiral-bevel, frilly floating axle, which has a cast-steel banjo into which tubes are forced and welded.
The differential carrier is also of cast steel, and the driving pinion is mounted on a double-row ball bearing at the front end and a double-row roller bearing at the spigot end.
Careful attention has been given to the suspension. The rear springs are 46A5. ins, long, with the lower leaves separated from the upper to give a progressive effect, which minimizes sway and ensures softer suspension under light loads. The front springs are 35f ins, long, and the drop-forged
shackles are bronze-bushed. Lubrication for these and throughout the rest of the chassis is by individual nipples.
Three adjustments are provided for the worm-and-sector steering gear, and there are no pendant ball joints on the connections, these having adjustable compression springs.
Despite the light weight of the chassis, the frame is a most substantial construction, having a depth of over 7 ins. with 2f-in. flanges. It is parallel up to the rear engine bearers, and then slightly inswept. At the front is mounted a chromium-plated channelsteel bumper bar, whilst at the rear is a dropped channel member carrying the spare wheel and tyre.
A 15-gallon petrol tank is mounted under the driver's seat, and as the consumption rate is 14-16 m.p.g., the radius of action on a full tank is ample.
Twin disc wheels are standard equipment on both the 2-tonners.
The main dimensions are :—Chassis height, loaded, 2 ft. 2i ins.; overall length, including bumper, 16 ft. 11-4,. in.; length from driver's cab to end of frame, 7 ft. 81-26ins. In the case of th3 long-wheelbase 2-tanner, the overall length is 13 ft. 3-P-6 ins., and driver's cab to end of frame, 9 ft. 10196ins. The dimensions of the 30-cwt. model are the same as those of the shortwheelbase 2-tonner.
The prices are :-30-cwt., £199, without spare tyre ; .2-ton short, £207 with spare tyre; 2-ton long, 1212 with spare tyre. Complete with cab, the prices are :--£224, £232, and 1237, whilst for the boxvan they are £259, £267, and £289.
These new models are of clean design, generous strength, and have high power to-weight ratios. A forward-control passenger type is also being developed and its advent will be awaited with considerable interest.