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British Challei to Successful Models Continer

15th June 1956, Page 50
15th June 1956
Page 50
Page 51
Page 52
Page 50, 15th June 1956 — British Challei to Successful Models Continer
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THE first range of British vehicles to offer a serious challenge to the successful Continental designs of 15-20-cwt. van, pick-up and microbus, is announced today by the British Motor Corporation. Available as both Austin and Morris vehicles, the new range embraces the three basic types, all of which have full forward control and are of all-steel integral body construction.

A particular feature of this bodywork is the high degree of interchangeability of components and subassemblies available between the three types in either leftor right-hand-drive form. The attendant benefits of greatly simplified production will be passed on to the operator in the way of low initial price.

Apart from slightly different front-end treatments, the Austin and Morris versions of each type are identical and all are being manufactured by Morris-Commercial Cars, Ltd., Adderley Park, Birmingham, 8, using modern mass-production techniques. The Austin versions go under the names of " 152 Omnivan," " 152 Omnitruck " and "152 Omnicoach." whilst the Morris vehicles will be known as the "J2 Light Van," "12 Light Pick-up" and "12 Light Minibus."

A B.M.C. B-series petrol engine powers all these models. This engine, which is similar to that employed in the Austin A50 Cambridge and the Morris Oxford private cars, is a four-cylindered o.h.v. petrol engine of 1.489 litres. It is downrated to produce 42 b.h.p. at at& 4,000 r.p.rn. and the maximum torque of 64 lb.-ft. is developed at 2,000 rpm. The compression ratio of 7.15 to 1 is high by current commercial-vehicle standards, but it should provide an exceptional road performance, which is of particular importance for overseas operation.

A Solex horizontal carburetter is fitted. This is equipped with a combined oil-bath air cleaner and silencer, and fuel from the 8-gal, rear-mounted tank is delivered by an S.U. electric pump. This pump is mounted behind the driver's seat on the main bulkhead, where it is well exposed for accessibility and, being in a relatively cool position, is not liable to vapour locks. A pressurized radiator, with thermostat control, and a six-bladed belt-driven fan provide for an efficient cooling system.

The engine is mounted as a unit with a• four-speed synchromesh gearbox. This unit is common to B.M.C. private cars, which is the principal reason why a steering-column gear-change has been adopted in preference to a directly operated lever. The gearbox has forward ratios of 3.94, 2.403, 1.490 and 1 to 1, and the reverse ratio is 1.491 to 1. The clutch is an 8-in.-diameter single-dry-plate unit with a sprung centre plate and hydraulic actuation.

The engine-gearbox unit, the radiator and transverse mounting members are treated as a complete sub-assembly and are mounted in the chassis a.s such .at four points. Besides simplifying production, it is relatively simple, after removing the front axle, to withdraw the complete unit from underneath for service. It is possible to remove the engine even without draining the cooling system.

Engine, gearbox and radiator are mounted well back in the chassis frame so that they lie between the driver's and mate's seats. This arrangement offers several advantages: a clear space is provided ahead of the engine cowl through which a driver can pass and so reach or leave his seat from the near side of the vehicle; a makeshift seat is available in the driving compartment for a third passenger; and the length of the transmission shaft between the gearbox and the rear axle is reduced. A single open propeller shaft with needle-roller universal joints takes the drive to the three-quarter-floating hypoid-bevel-drive rear axle. The rear-axle ratio is 5.625 to I. A conventional beam front axle is used, it having been considered by the designers that this gives an equivalent ride to that of a vehicle employing independent front

Latest B.M.C. Prosuspension and that as there are fewer wearing parts feet is Range of there is less to go wrong under arduous conditions. Conventional leaf springs 11 in. wide are used at

both axles'. The front springs are 45 in. between eye

and Passenger centres, and those at the rear have an equivalent Vehicles with 1.489dimension of 48 in. The spring eyes and shackles are

rubber-bushed, thereby reducing the amount of main

litre Petrol Engines : tenance needed, and damping is provided by directHigh Degree of acting units at the front axle and lever-type components at the rear. Standardization A Lockheed hydraulic braking system is used with 10-in.-diameter two-leading-shoe units at each wheel. The brake shoes have a facing width of 11 in. and the total effective facing area is 134 sq. in. This gives a much greater frictional area per ton gross weight than on simila:sizes of Continental vehicle. A pull-up ratchet hand brake, acting on the rear wheels only, is located in the floor adjacent to the engine cowl. The disc wheels have 5K rims, with 6.70-15-in, tubeless tyres. On account of the safety aspect of these tyres a spare wheel is not offered as standard, but can be obtained as an optional extra.

Light But Rigid

. Although for the most part only thin-gauge steel is used in the body and underframing, care has made possible a rigid and light assembly. The floor, which is common to all vehicles in the new range, consists essentially of a corrugated-section pan to which are spotwelded two main top-hat-section longitudinals. Where these are actually attached to the floor panel an extremely strong box section is formed. Transverse bracing is provided by four cross-members, which are also of top-hat section.

The longitudinal members are continued forward of the main floor and the cab section is welded to them. The cab sub-assembly consists of roof, rear bulkhead, front wheel-arches, windscreen framing, front bulkhead and front external panel. It is common to all models, with the exception that the front panel differs slightly for Austin and Morris vehicles.

Like the main body floor section, it has a deep valance panel below the floor level. This panel forms the inner pieces of a box section which runs completely around the vehicle, thus adding greatly to the overall strength of the finished assembly.

From this point of the assembly process onwards, differences in the various models may be seen. The sides of the van, for instance, each consist of two main pressings joined at the waistline and stiffened by tophat pillars. In the case of the pick-up, a similar lower pressing is utilized. The Minibus, which has a side door. incorporates' a similar lower panel on the side opposite to the door, and the assembly of each side is such that identical side panels can be used for leftor right-hand-drive versions.

Other units common to the van and Minibus are the main roof panel and the front and rear doors. The front doors are common tb the pick-up also and are "constructed so that they can slide when fitted in the van or be hinged in the pick-up. Similarly, the rear door can be hinged from either the left or the right. depending upon the driving position. The careful thought that has gone into the design of this vehicle in respect of standard components and assemblies has simplified not only pressing and assembly, but also the maintenance of stocks of spares..

The maximum permissible gross weight of all vehicles in the range is 404 cwt. The standard van, which has a payload capacity of 200 Cu. ft., has a kerb weight of some 24+ cwt., which gives an allowance for payload, driver and passenger of 16 cwt. The kerb weight of the passenger vehicle is approximately 27 cwt., whilst that of the pick-up is about 221 cwt. A clear 15-cwt. payload is therefore permissible in both the goods vehicles.

Two types of passenger vehicle are offered. One has nine seats. excluding that of the driver, arranged in transverse rows and including one alongside the engine. This version is primarily recommended for export and a 12-seat (plus driver) model is advised for the home market, as this is exempt from purchase tax.

The 12-passenger version has six seats arranged longitudinally down the side of the body opposite to the door and five seats on the door side, plus one next to the engine A passenger seat is offered as standard in the pick-up truck, but is classed as an optional extra in home-market versions of the van.

Pull Equipment

Detail fittings of all vehicles include full-drop windows in the front doors, a wide curved windscreen, twin electric wipers and twin driving mirrors. Flashing direction indicators are fitted as standard and the lighting equipment is common to all models, except that the Morris has flush side lights below the headlights, and the Austin has external side lights mounted at waist-rail level. Lighting to suit Continental, French and American regulations can be provided.

The new models are typically Continental in appearance, but once people in this country have become accustomed to it they will find the styling attractive. They offer a severe challenge in all markets which until now have been dominated by Continental designs, and there is every reason to believe that they will have appreciable sales in the United States. Although not confirmed by the manufacturers, the range may in time be offered with the B.M.C. 2.2-litre oil engine as an alternative power unit, as this engine is already in use in the Austin taxicab.

Prices of the new models are:-Light van, £478, plus £76 I3s. 6d. purchase tax; pick-up, less passenger seat, £469 10s. plus £76 13s. 6s. (£8 10s. extra for passenger seat); passenger vehicles-10-seater, £625 plus £313 17s. and 13-seater, 1625.

Preliminary results of a road test by The Commercial Motor are given below. A full test report will be published later,

Tags

People: Morris, Austin
Locations: Birmingham, Cambridge

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