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72 slI COMMERCIAL 0 MOTOR November 12 1971 _ ON 1

,T Kelvin Hall this year there is a eneral feeling of the calm before the torm. No entirely new models have een announced though most manuicturers have made worthwhile etail changes. The manufacturers, ke the transport industry, seem to be aving a breather before the next With the Common Market looming ver larger, manufacturers are having ) study their vehicles in the context f European competition and it seems kely that many will soon offer reesigned or rationalized models. The ther factor influencing designers is ndoubtedly government legislation: re have now had dates announced )r the introduction of new regulations ffecting power-to-weight ratio, oise and smoke emissions. These quirements pose extra problems for ngineers and will undoubtedly !crease vehicle prices.

Among the exhibits seen for the rst time at the Show which opens )day is a new 10-litre V8 diesel from erkins. Perkins do not have their own stand but the engine can be seen installed in a Seddon 32-ton-gcw tractive unit on stand 23, where a new 24-ton Seddon tractive unit is also displayed. Bedford has new uprated middleweights to exhibit, while Ford and Bedford are both showing for the first time standardspecification production 6 x 4 chassis — a configuration available previously only as specialist-built units. Ford also has on show for the first time, and featured in many of the exhibits, their new 4, 6, 8 series of all

synchromesh gearboxes introduced earlier this year. Also of gearbox interest, Fodens have chosen Scottish shovvtime to launch their new 9speed box (CM last week).

Uprated British Leyland products include two six-wheelers, the AEC Marshal and the Leyland Bison which are now plated to 24 tons gvw in anticipation of a relaxation in the regulations. The Rolls-engined Guy 32-ton tractive unit appears for the first time as a standard production version with 9ft wheelbase, while Guy's. 26-ton Big J4T is the latest BLMC model to adopt the 500-series fixed-head engine.

ER F's A-series, first revealed at Earls Court last year, is represented in Kelvin Hall and a new model in this rationalized range is a four-wheeled rigid chassis.

Last, but not least in a Scottish exhibition, the newest independent. Argyle, makes its Show debut as a manufacturer with a 16-ton tipper chassis exhibit.

AEC

Stand 1 1 — AEC Ltd, Southall, Middlesex.

THE main interest on the AEC stand centres upon the uprated Marshal 6 x 4 2TGM6RT 24ton-gvw rigid chassis. Very little modification has been required to bring the 22-ton Marshal up to the 24-ton specification which is widely anticipated for three-axle vehicles with sufficient axle spacing.

Marshal six-wheelers produced from late October all carry the 24-ton plate although they will still continue to be legally restricted to 22 tons gvw under the current C and U regulations.

Detail changes include a modified crossmember which has already been incorporated in recent 22-ton-plated chassis, and larger brake chambers. The Marshal, wheelbase 15ft Oin, has an AV505 engine giving 145 bhp net at 2400 rpm to BS AU141a, 1971.

Also on the AEC stand is a Mandator 2TG4R 4 x 2 tractive unit. This is to the standard specification with the AV760 engine developing 205 bhp net at 2200 rpm (BS AU141a) driving through a six-speed constant-mesh gearbox.

Albion

Stand 20—Albion Motors Ltd, Scotstoun, Glasgow W3.

Stand 10—J. Wilkinson (Motors) Ltd, Edinburgh.

A SUPER REIVER, RE33AL 6 x 4 rigid and a Chieftain CI-117CTR 4 x 2 tractive unit are featured on the Albion stand. The Super Reiver—plated for 22 tons gvw —nas me Leyland 401 engine now rated at 132 bhp net at 2500 rpm to BS AU141a and nine-speed splitter gearbox with an overdrive top gear. Wheelbase is 16ft 4in. The Chieftain tractive unit-19 tons gcw has the same engine but has a six-speed synchromesh gearbox, and the wheelbase is 7ft Sin.

On the Wilkinson stand is a Clydesdale CD21FYM four-wheeled tipper, plated to 16 tons gvw. This vehicle, too, is fitted with the Leyland 401 engine and a five-speed overdrive gearbox. Wheelbase is 12ft.

Austin Morris

Stand 10—McLays Garage Ltd, Kirkintilloch.

Stand 10—A and D Frazer Ltd, Glasgow Si, Stand 10—Carlaw (Cars) Ltd, Glasgow C3.

Stand 10—Taggarts (Motherwell) Ltd, Motherwell.

BRITISH Leyland light commercials are built by the Austin/Morris division and the Austin/ Morris name is still to be found on these models. Five vans and a 17-seat personnel carrier derivative can be seen on the British Leyland dealers stand, No. 10. A bus conversion built by McLays Ltd is based on an EA 440 10ft wheelbase chassis.

This vehicle is powered by four-cylinder petrol engine of 2520cc giving 76 bhp at 4000 rpm.

The van range is represented by a 6cwt van on the Frazer stand, a ton van on the Taggarts stand, a J4 200 van on the Frazer stand and a JU chassis/cab on the Carlaw stand. The JU is fitted with a dropside body built by Carlaw.

Argyle

Stand 26A Argyle Motor Manufacturing Co. Ltd, East Kilbride.

THIS will be the first time that Argyle has exhibited at a public show since the company started in the truck business some three years ago. Argyle only make one basic model—the Christina 16-ton-gvw chassis—and this is built in tipper or flat platform form.

The vehicle on show is a 12ft 6.75in-wheelbase tipper chassis/cab which when bodied will take a payload of about 10 tons. The Perkins 6.354 engine drives through a fourspeed Eaton box. Burman power steering is fitted as standard and air brakes with spring brake actuators are fitted all round.

Atkinson

Stand 19—Atkinson Vehicles Ltd, Walton-le-Dale, Preston. THE first result of technical and production co-operation stemming from the SeddonAtkinson merger can be seen on the Atkinson stand. A Borderer tractive unit model T.3446C —for Harry Lawson Ltd, Dundee—features for the first time in public the Seddon-Atkinson hub-reduction driving axle; this axle with Lockheed cam brakes has been adopted as the standard driving axle on all Borderer two-axle tractive units. The two standard ratios are 5.47 and 6.12 to 1 but three optional lower ratios are available. This same exhibit has a Cummins NHK-205 engine, 10-speed Fuller Roadranger gearbox and an additional 68-gallon fuel tank. Another Borderer for Duncan Adam Ltd. Grangemouth, is the first four-wheel Atkinson to be fitted with the eight-cylinder 240 bhp Gardner 8LXB engine. This model also has a nine-speed Fuller Roadranger gearbox and a Kirkstall hub-reduction driving axle with a lockable third differential. ZF integral power steering is standard on this particular model.

The third Atkinson on display is also a Borderer unit built for Russell of Bathgate Ltd. It has the 205 bhp Cummins NHK-205 diesel engine, 10-speed Fuller Roadranger gearbox and Kirkstall bevel helical double-reduction rear axle.

All the exhibits have Crane Fruehauf 5thwheel couplings and Tecalemit airdromic chassis lubrication and were prepared by Atkinson Vehicles (Scotland) Ltd, Airdrie.

A Borderer with a Cummins NHK-205 diesel, Fuller Roadranger 10-speed gearbox and the new Seddon-Atkinson reduction driving axle is available for demonstration throughout the period of the show.

Bedford

Stand 8 Mackay and Jardine Ltd, Wishaw, ML2 7NJ. Stand 8—SMT Sales and Service Co. Ltd, Glasgow C3.

Stand 8 Watson Bros (Airdrie) Ltd, Airdrie.

THE five trucks and four vans featured on the combined dealers' stand cover Vauxhall's whole Bedford commercial range. Four of the trucks are examples of the new-specification models announced on October 8. and include the new middleweight 14.5-ton-gvw KH and the 6 x 4 KM. In latest form the KH has increased gvw—up-rated from 13 to 14.5 tons —many "heavyweight" components from the KM range, dual air/hydraulic service brakes, spring parking brakes, and power steering as standard. Engine is the Bedford 466 cu.in. diesel—itself improved last year to give increased power at low engine speeds.

Other models on show in the TK range are the revised KD and KG models. The KD now has a gvw of 8.5 tons—up from 8.1 tons a heavier-duty front axle and spring-operated parking brakes. The KG with gvw increased from 11.65 tons to 12.35 tons has an uprated front axle and thus a bigger, more easily distributed load potential. Like the KH, the KG has a new dual air/hydraulic braking system, with spring-operated parking brakes.

Scheduled for volume production early next year, the KM 6 x 4 has already been supplied to the Forestry Commission on a special-order basis. Twin driving axles and 20/22-ton gvw will make this model attractive for on/off road applications common in the building, quarrying and agricultural industries. The KM 6 x 4 uses many tried KM components. and is powered by the Bedford 466 cu. in diesel engine.

The fifth truck exhibit is another KM example —a 16-ton-gvw truck chassis.

Bedford vans are represented by the biggerengined (1256 cc) HA 8cwt model and by three CFs, which continue for '72 with little change.

CFs on show comprise the 18cwt van model, with 106in wheelbase and 97.5 cu. in. 11595 cc) petrol engine; a Dormobile Utilabrake, based on the 18 cwt van: and a 35cwt (3.32 tons gvw) chassis/cab unit, powered by the 154 cu in. four-cylinder diesel engine.

Throughout the show, Vauxhall/Bedford main dealers SMT Sales & Service Co. Ltd. continued from page 74 will have on view a wide range of Bedford bus and coach models, with Plaxton and Duple coachwork, as well as smaller coaches with Dormobile and Williams Deansgate bodies.

Commer

Stand 1 3—Chrysler (UK) Ltd, Dunstable, Beds. Stand 9—Moodie and Co. Ltd, Bishopbriggs, Glasgow. Stand 9—A. and C. McLennan (Perth) Ltd, Perth. Stand 9—Melvin Motors Ltd, Glasgow.

OF the three Commers exhibited on the Chrysler UK stand the most notable is a new version of the VC4 to which is fitted the Perkins 6.354 diesel. This model has a rear axle centre section common with the VCS and special hubs and drums. Having a larger engine and stronger axle than a standard VC4 It is intended for the rigorous under-3-ton vehicle hire market. The VC4 shown has an lift 9in wheelbase, a flat platform body and a gvw of 7.9 tons. The other two exhibits are a Commer Maxiload CE 16 16-ton-gvw chassis/cab and a PB 2500 22cwt van.

On the dealers stand are two Commer Walk-Thru vans. The KC40 of 2.45 tons gvw has a Perkins 4.203 diesel and the KC25 a 2.26-litre petrol engine. Two other exhibits, a Commer VC5 six-wheeler and a contractor's bus based on a Commer 2000 model, complete the scene. The bus is a 14-seater with a petrol engine and a fully lined roof with four roof lights.

Daimler

Stand 10—Daimler Co. Ltd, Radford, Coventry.

TWO examples of the Fleetline double-deck bus chassis are on show. One, the Fleetline CRG 6-30, a 30ft model with a body built by W. Alexander of Falkirk. has a Gardner 6LX 10.45-litre engine giving 150 bhp at 1700 rpm and a four-speed epicylic semiautomatic gearbox. The other example (CRL 6-33) is a 33 footer in chassis form with a Leyland 680 engine giving 165 bhp at 1950 rpm.

Dodge

Stand 14—Chrysler (UK) Ltd, Dunstable, Beds.

Stand 9--Moodie and Co. Ltd, Bishopbriggs, Glasgow. Stand 9—A. and C. McLennan (Perth) Ltd, Perth.

Stand 9—Melvin Motors Ltd, Glasgow.

THE heaviest vehicle built by Dodge—a K P1000 28-ton-gvw tractive unit—is featured on the stand. This model, wheelbase 8ft 10in, is powered by the Perkins 510 Cu in V8 diesel and has a six-speed synchromesh gearbox.

The second vehicle is a KT 900 six-wheeler. This is also powered by the Perkins V8 and is plated to 24 tons, though under the Construction and Use regulations it is limited to 22 torts on the road, The specification shown includes power-assisted steering, heavy-duty front springs and a 50-gal fuel tank.

A 1<950 four-wheeler plated at 14.5 tons gvw, the third exhibit, is powered by the Perkins 6.354 engine and has a 13ft 2in wheelbase.

The dealers' stand features another K950, a K850 and a K1050, The 1<1050 is a maximum-weight four-wheeler-16 tons gvw—and is fitted with a Douglas Munro double-dropside tipping body. An Edbro singleram front-end tipping gear and Tecalemit automatic chassis lubrication are fitted.

ERF

Stand 24—ERF LTD, Sandbach, Cheshire.

FOUR models from the ERF stable are at the show perhaps the model that will attract the most interest is the new long-wheelbase two-axle rigid chassis introduced at the show by ERF for drawbar application. This will be in the demonstration park.

The front end of the chassis is identical to the two-axle artic units of the "A"-series design (first shown at Earls Court 1970) on show on the John Bowen stand (No 24). Powered by the 205 bhp gross Cummins NH K-205 the vehicle has a 10-speed Fuller gearbox and a 5.6 to 1 rear axle, giving a maximum speed of 55.5 mph. Plated at 16 tons gvw and 32 tons gcw the model has a 17ft 9in wheelbase and has ZF integral power steering as standard although, as with all ER F models fitted with ZF steering exhibited at the show, manual steering is an option On the ERF stand itself will be two-axle artics and a rigid eight-wheeler designed for operation up to 28 tons gvw. The vehicle has a 20ft 9in wheelbase and features balance beam suspension, spring brakes on the rear bogie and hydraulic power-assisted steering. Drive is transmitted through a six-speed David Brown gearbox from the Gardner 6LXB 180 bhp gross engine.

The exhibition model will have fitted the improved ERF cab and a 20 cu yd tipper body with alloy drop-sides. The first two axles are plated at 5 tons each and the rear bogie at 18 tons.

The two four-wheeled tractive units are of similar general design but one is fitted with Gardner 8LXI3 240 bhp gross engine and the Fuller RT0909A gearbox and the other with the Cummins NHK-220 developing 220 bhp gross.

Each has a 34-ton-gcw design weight and is built to the "A" series specification. Equip ment fitted includes spring brakes on all wheels, twin plate clutch and standard ZF integral power steering.

Foden

Stand 5—Fodens Ltd, Sandbach, Cheshire.

FODENS are specialist builders and are noted for providing vehicles which other manufacturers might find too much trouble or beyond their scope. The company underlines this policy with at least two of the models exhibited. The bright yellow tractive unit is one' of a batch built earlier this year to an exacting specification for the Ryder Truck Rentals organization and is the same model as road tested by us recently (CM October 29). This model deserves close inspection for the host of customer-specified items—such as an air intake restriction gauge to signify when the filter needs renewal. Briefly this 32/36ton-gvvv vehicle has a Cummins NHK-250 14-litre engine derated to 220 bhp, a Foden 12-speed 5DP overdrive gearbox, and a Foden 10-ton worm and wheel hub-reduction axle, ratio 5.8 to 1.

A second 4 x 2 tractor, but having the glassfibre S39 cab, is fitted with a Gardner 6LXB engine and the latest nine-speed oyerdrive gearbox (CM last week) which is now an option on all 32-ton tractive units.

The third exhibit is a heavy tractor built for Kaye Goodfellow Ltd. This 6 x 4 unit is designed for operation outside the Construction and Use regulations at gross tram weights of up to 100 tons. A Gardner 8LXB engine drives via a 17in sintered-iron clutch and a Foden 12-speed gearbox to a massive 32ton-capacity rear bogie fitted with an interaxle differential and heavy-duty selective hub-reduction gear.

This feature enables the vehicle to operate at its full design weight at speeds up to 27 mph and to run empty at up to and over 55 mph.

The 541 all-steel cab has twin heaters, an aircraft-type mate's seat, a cooling fan, and a three-way Happich roof ventilation hatch. Twin 90-gal tanks • and Michelin 12.00 x 20 16-ply-rating tyres are fitted.

A demonstration vehicle fitted with the new nine-speed overdrive gearbox is available for inspection in the demonstration park:, drivers who would like to try it should make an appointment on the Foden stand.

Ford

Stand 28—Alexanders of Edinburgh Ltd, Edinburgh.

Stand 28—Bodybuilding and Engineering Co. Ltd, Glasgow El.

Stand 28—J A Laidlaw (Airdrie) Ltd, Airdrie.

Stand 28—J M Millar Ltd, Falkirk. Stand 28— Wy I ies Ltd. Glasgow Si.

A TOTAL of 10 vehicles appears on a combined stand representing the Ford dealers listed above. The centrepiece of the stand is the recently announced DT 2417 twin-spring tandem chassis-cab (CM September 17). This model—on show for the first time—is limited to 22 tons gvw under the C & U regulations but can operate at its design weight of 24 tons on site. The Perkins V8.511 engine produces 170 bhp net at 2800 rpm and is mated to a six -speed all-synchromesh Ford gearbox. An Eaton two-speed rear axle is fitted. The vehicle is equipped with a high ground clearance "package" which is available as an optional extra.

Ford introduced a new range of all synchromesh heavy-duty gearboxes earlier this year known as the 4, 6, 8 range and an example of the six-speed box, as fitted to the tandem, is on display separately in cutaway form.

The heaviest artic in the Ford range is the DA 2818 and an example finished in a factory colour, Monaco red, is on show. This model— fitted with the revised and uprated Cummins 504 V8 engine, which produces 177 bhp net at 3000 rpm, and the eight-speed all-synchromesh Ford gearbox—is on show for the first time in this form.

A D1614—which many will know better as the D1000— is. on show with a composite platform body by Garner having alloy side and cross-members and a polished wood floor. The D1614 is fitted with Ford Turbo 360 engine which at 141.5 bhp (net) at 2400 rpm gives this 16ton-gvw vehicle a power to weight ratio of 8.8 bhp/ton laden. This feature together with a close-ratio version of the Ford six-speed gearbox promises very good performance. This vehicle also has a factory fitted tachometer.

The D1414 9ft-wheelbase 14.3-ton-gvw tipper on show has an Edbro dropside body which is now line-fitted at the factory. Optional equipment on this exhibit includes a tilt brush guard, anti-theft steering lock brake, anti-freeze and custom cab.

Lower down the weight range is the D1010. The model on show has a 13ft wheelbase and a box body built by Croft. The chassis specification features 17in wheels which are so popular now with the bottling and distributive trades. The 365 engine. developing 103 bhp, is mated to a Ford all-synchromesh fourspeed gearbox.

The smallest D series on show is a D0667 lift 2in-wheelbase boxvan. The bodywork by Coachwork Conversions is lightweight and even with the 7cwt Ratcliffe tail-lift fitted the vehicle comes under 3 tons unladen and therefore does not require an hgv licence. Gross vehicle weight is 6.3 tons.

All Transits were face-lifted for 1971 and the Transit 90 van (18 cwt) on show is the latest model with a custom cab, it also has the recently announced optional tailgate with window.

The third Transit is a model 150 parcel van with a 390 cu ft body on the long-wheelbase chassis. This model has the 2-litre V4 engine and a payload of 32.5 cwt.

Representing the bottom of the Ford commercial range comes the Escort 8cwt van This has the 1300cc high-compressionratio petrol engine and a four-speed manual gearbox. The brakes are disc at the front and drums at the rear. The attractive colour finish is called Sunset.

Guy

Stand 18—Guy Motors Ltd, Fallings Park, Wolverhampton.

Stand 10--Moir and Baxter, Edinburgh 4.

MAKING its debut in final production form is the Big J4T 32-ton prime mover with the turbocharged Rolls-Royce 12.17-litre 265 bhp engine and range-change 10-speed gearbox. Major specification change between the production version and prototype models is the wheelbase reduction from 9ft Sin to 9ft Oin for better load distribution with 40ft semitrailers. It also has the RIO 910 (instead of RT 909A) gearbox. The vehicle on display is in Post Office livery and will be delivered to the Post Office after the show. An interesting option on the vehicle as built is the Dunlop Maxaret anti-lock braking system, though the secondary-system load-sensing valve is retained. The show also provides the first public appearance of the Big J4T 26-ton tractive unit with a Leyland 500 fixed-head engine. The Big J4T 500, as it will be known, has a five-speed constant-mesh gearbox and twospeed rear axle and the model on display is in MacBrayne's livery.

Another Big J4T 4 x 2 tractive unit with a similar chassis specification is displayed on the Moir and Baxter stand.

Karrier

Stand 9—Moodie and Co Ltd, Bishopbriggs, Glasgow. Stand 9—A and C McLennan (Perth) Ltd, Perth.

BANTAM and Gamecock models are unchanged for 1972. The Bantam is offered as a 5.4-ton-gvw chassis/cab and as a 3 cu.yd. factory-built tipper. Karrier Gamecock models comprise the WCFS4 and WCFS5 which are mechanically similar to the Commer VC4 and VC5 models, and are plated for 7.1 and 9.7 tons gvw respectively. In addition to the normal chassis. Karrier continues to make specialized types for municipal and airnort ground service use.

There is one example of the Karrier range at Kelvin Hall. this being a Bantam 5.4-tongvw chassis cab with Perkins engine and fourspeed synchromesh transmission on the dealer stand, No. 9.

Land-Rover

Stand 10—The Rover Co. Ltd, Solihull, Warks.

ALL Land-Rovers were face-lifted earlier this year with the introduction of the Series Three Series III vehicles are on display. One is fitted with the six-cylinder 2625cc engine, having an output of 86 bhp (DIN) at 4500 rpm, coupled to a four-speed synchromesh gearbox and a two-speed transfer box giving twoor four-wheel-drive control. This vehicle is fitted with a 12-seater body.

The two other exhibits both have the fourcylinder 2286cc diesel engine and the hard top with station wagon rear-door type of body. One has a 88in wheelbase and the other a 109in.

British Leyland

Stand 18--Leyland Motors Ltd, Leyland, Lancs.

Stand 10—Millburn Motors Ltd, Glasgow N2.

Stand 10—A C Penman Ltd, Dumfries.

Stand 10—A and D Frazer Ltd, Glasgow Si.

Stand 10—Taggarts (Motherwell) Ltd, Motherwell.

Stand 10—Carlaw (Cars) Ltd, Glasgow C3.

A NEW three-axle model—an example from the now uprated and expanded Bison range— is on show on the British Leyland stand. The Bison is now plated to 24 tons in anticipation of higher legal weights and is now available as a haulage chassis in 16ft 6in and 18ft 3.5in wheelbase form and as a tipper chassis in 13ft Oin and 16ft 61n form. The long-wheelbase haulage chassis gives platform lengths of up to 26ft 8in. All models are fitted with the Leyland 500 fixed-head engine which gives 6.5 bhp/ton laden at the 24-ton-gvw rating.

The 24-ton Bison has a 12in rolled hightensile steel main frame instead of the 10in (22-ton) frame and a four-spring non-reactive bogie is fitted. The Ergomatic cab has been raised by a further 0.5in, making it 5.5in higher than other Ergomatics and improving the approach angle. The six-speed constantmesh gearbox is retained, but with a lower first gear of 7.17:1.

The only other exhibit on the British Leyland stand is an Atlantean PDPI1A/1 double-deck bus with bodywork by Walter Alexander Co. (Coachbuilders) Ltd.

On the British Leyland combined dealers stand (No. 10) there are a further seven vehicles. The Lynx 26-ton-gvw 4 x 2 tractive unit is the only Leyland-built model, the others being Bathgate built Boxer, Terrier, FG and Maitiff models.

A Boxer BX1000 with a 10-ton gvw is shown, this vehicle having a 5.1-litre diesel giving 84 bhp (net) to BS AU141a 1971, a five-speed overdrive gearbox and a two-speed axle. A BX1600-16 tons gvw—with a Perkins 6.354 engine can also be seen here.

Terrier vehicles at the show can be seen on Stand 10—a 7.5-ton TR750 with 3.8-litre engine and a 9.5-ton TR950 powered by the 5.1-litre diesel. Both these vehicles have engines which have already received BS AU141a 1971 certification for 65 bhp at 2400 rpm and 84 bhp at 2400 rpm.

The Atlantean on the W. Alexander stand is a 30-footer fitted with the Leyland 0.680 engine and a four-speed Pneumocyclic gearbox and is suitable for one-man operation. The 75-seat body has a forward entrance and a centre exit.

Mercedes

Benz

Stand 22—Ca!lenders Engineering Co. Ltd, Glasgow W1. Stand 27A—Callenders Garages Ltd, Glasgow W1.

The Transporter range is represented by two vans, one, the L408, being the smallest and cheapest Mercedes van imported into the UK. It is a low-roof short-wheelbase version with a 2.2-litre petrol engine and a standard factory Ivory finish. The other is an L406 diesel van with medium-height roof, long wheelbase and a 2.2-litre diesel engine. The diesel van is as tested earlier in the year (CM August 13) and the petrol van has the same engine as tested but is a short-wheelbase version.

The third vehicle, an unusual exhibit demonstrating Mercedes-Benz model diversity, is a Unimog Road-Railer. This unique vehicle runs on roads in, the normal way but in addition with the aid of special guide axles it can run on railway tracks. The Unimog has sufficient traction to shunt train loads up to 300 tons and haul loads on gradients of up to 3 per cent.

Owing to the limited space no heavy vehicles are on the stand but on the premises of Howie and Co, Clydebank, further Mercedes-Benz products are on show, ranging from Transporter models up to the 38-ton-gvw LPS 2024 tractive unit. All artic vehicles are coupled to loaded Peak semi-trailers.

All of these vehicles are available for demonstration throughout the show. An 18seater coach, based on an extra-high-roof L406. by Williams of Deansgate. Manchester, will run between Kelvin Hall and Clydeside during the show. Anyone wishing to see or drive the demonstration vehicles should contact the Callenders Engineering stand (No. 22).

Seddon

Stand 29—Seddon Motors Ltd, Oldham, Lancs.

Stand 23—Central Motors (Calderbank) Ltd, Caiderbank, Nr. Airdrie. THE Seddon stand carries only one exhibit, an RU 11-metre bus chassis complete with Seddon body and liveried ready for delivery to Dodds of Troon. The chassis members and hence the floor slope gently up towards the rear. This design allows a low front entrance height and enables the horizontal Gardner 6HLX engine to be mounted longitudinally at the rear below floor level. Chassis weight is only 4.75 tons and when bodied with the Seddon Pennine aluminium body tare weight is only 7.25 tons, The facia, driving compartment and entrance are improved on the latest production models by a one-piece reinforcedplastics moulding. Three wheelbases are available to suit body lengths of 10, 11 and 12 metres, all models being constructed to qualify for the DoE grant scheme for stage carriage vehicles.

The Central Motors stand features three tractive units, two for use at 32 tons gcw and one at 24 tons gcw. One of the 32 tonnersmodel 32/4/605—is notable in that it is the first application of the new enlarged Perkins V8 605 engine announced today.

The second 32-tonner—model 32/4/22ORR —is powered by a Rolls-Royce 220 bhp sixcylinder diesel. This model is fitted with a sixspeed overdrive gearbox and Seddon's own 13-ton hub-reduction rear axle, and has a wheelbase of 9ft 6in. All Seddon 32-ton tractive units are now being fitted with Burman recirculating-ball heavy-duty variable-ratio steering gear to improve handling precision and lighten steering effort. Where power steering is specified the Adwest cam and roller gear is still fitted. A detail change to the facia panel mounting has usefully iMproved its rigidity.

The 24-ton tractive unit is a new model innounced at the Show and designated 24: four. Powered by the Perkins 16.354 turbocharged 5.8-litre diesel it has a basic list price of E3,625. The turbocharged version of the 6.354 is only a little heavier than the naturally aspirated engine but has an output of 155 bhp (gross) which will allow it to meet the 6 bhp/ laden ton standard due for introduction in 1972. The engine drives via a 14indiameter single-plate clutch and a six-speed overdrive constant-mesh ENV gearbox to a Seddon Hub-reduction axle. This axle is similar to the 13-ton axle fitted to 32-ton tractive units but is limited to 10 tons by virtue of the springs and tyres used. The tractive unit, with a wheelbase of 9ft 3in, will appeal to operators looking for a vehicle suited to intensive short-distance work. Kerb weight is only 4.85 tons.

Scammell

Stand 12—Scammell Lorries Ltd, Watford, Herts.

A VERY significant new model from Scammell —the Crusader 280—is shown in the livery of Sutherlands of Peterhead, The Crusader 4 x 2 series follows the pattern laid down by BRSL earlier this year (CM Sept 10) but with slight variations. It is still a "premium" vehicle and a good indication of the way heavy vehicle design is going. The engine fitted is the turbocharged 12.2 litre Rolls-Royce Eagle 280, In this application the engine produces 265 bhp net installed at 2.100 rpm to the very strict BS AU141a 1971 rating—no mean achievement—and a correspondingly high torque of 785 lb ft at 1400 rpm--again to BS AU141a 1971. Horsepower in this range is common in Europe but rare in the UK.

A Lipe Railway 15in twin-plate clutch connects the Fuller RTO 9509A nine-speed overdrive gearbox. The overdrive ratio of 0.74:1 and the Leyland hub-reduction rear axle (ratio 6.06:1) will give a top speed of about 56 mph on 10 x 20.00 tyres at the rated engine speed of 2100 rpm.

The wheelbase is 11ft Oin and the approximate kerb weight 6.35 tons.

A second Crusader exhibited is an example of the type produced specially for British Road Services Ltd. The general layout is very similar to the Crusader 280 but details differ. The main differences are that the BRSL Crusader has a 3in longer wheelbase, a less well appointed cab interior and is fitted with an automatic lubrication system.

The third exhibit is a Scammell Handyman 4 plated for 32 tons and powered by a 200 bhp Leyland 680 engine driving a double

reduction axle through a six-speed constantmesh gearbox with an overdrive ratio of 0.74:1. A 17in diameter single plate clutch is used. The rear axle has primary reduction in the differential and secondary epicyclic reduction in the hubs—the axle ratio is 6.215:1.

Although the exhibited vehicle has a 200 bhp Leyland diesel a full choice of engines is offered, including a Rolls-Royce 220 bhp unit and a 180 bhp Gardner.

A Challenger 23ft tandem-axle skeletal semi-trailer for 32 tons gcw designed for container operations is also shown. ISO twistlock mountings are supplied.

The main frame of the trailer is constructed from two 16in deep side-members and both tubular and channel-section cross-members. As with all Challenger models a 'cut-and-shut' technique is used to form a strong trailer neck.

The twistlock cross-bearers are straightthrough 6in x 7in box-section assemblies, specially designed to minimize frame distortion caused when a full container is shockloaded.

A redesign exercise has been carried out at the rear of the trailer which incorporates the new obligatory marker boards. The opportunity has also been taken to improve still further the siting of the rear light clusters and warning triangles. These items are now located in shrouded recesses where they are well protected from damage occurring in loading areas. The lighting assemblies are also pilferproof.

The tandem bogie is rated at 18 tons.

Volvo

Stand 21—Ailsa Trucks Ltd, Barrhead, Glasgow.

NO NEW models have been introduced by Volvo for 1972 and the present range continues unchanged. The two models shown are 32-ton and 52-ton tractive units. The F86-30 4 x 2 118in-wheelbase .32-ton tractive unit is powered by a Volvo TD708 six-cylinder turbocharged diesel developing 207 bhp DIN at 2400 rpm and 507 lb.ft torque at 1400 rpm. The drive is taken through a single 15in diameter dry-plate clutch to an 8-speed fullysyncromesh gearbox with a direct top gear and thence to a double-reduction differential unit with a ratio of 5.43: 1. A differential lock is standard. A full air-pressure braking system with separate circuits to the front and rear wheels powers S-type cam units at all wheels. A hydraulic pump driven through the timing gear train serves the power-assisted steering gear which has 5.8 turns lock to lock. All the instrumentation in the vehicle is standard equipment. This includes a revolution counter and tachograph. Kerb weight complete with 38.5 gal of fuel, fifth-wheel, spare wheel and carrier, rear wings and mud flaps is 5.25 tons.

The FB 89-42, having its first public showing in the UK. is a 52-ton-gtw 190inwheelbase 6 x 2 prime mover is powered by a Volvo TD120 six-cylinder turbocharged diesel engine developing 330 bhp (DIN) at 2200 rpm and 927 lb.ft torque (DIN) at 1300 rpm.

The twin dry-plate power-assisted clutch transmits power to a 16-speed splitter gearbox. A double-reduction differential with a ratio of 4.92 :1 transmits the power through conventional half-shafts to the driving wheels, The tilt cab is hinged at the front and squaresection torsion bars counterbalance the assembly to assist in tilting, which is achieved by a small hand-powered hydraulic jacking cylinder.

The Volvo single-drive bogie is fitted to this chassis equipped with a bogie lift.