An Imposing New Dennis 4tonner
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Latest Product of Guildford Manufacturer has a Big Pay-load, a Large Body Space and Falls in the 30 m.p.h. Class
WE announced in our issue dated October 25, 1935, that Dennis Bros., Ltd., Guildford, was adding a new model—a 4-tonner. weighing unladen under 24 tons—to its range of goods vehicles. This machine made its first public appearance when the Commercial Motor Show opened last week, and for the benefit of those who were not -able to examine it at Olympia, or who did not obtain full information concerning its features, we are publishing this detailed description.
Most noticeable, because of its entirely new design, the radiator and front of the vehicle are pleasing and modernistic. Graceful curves characterize the layout and, in this connection, the well-known Dennis angular-topped radiator has been superseded by one having a rounded upper outline.
In accordance with the sweeping curves elsewhere, the front-wing tips are extended inwards to meet below the radiator, whilst a shaped bumper, dropped at the centre, gives this portion of the front an appropriate finish.
Where the wings meet the bonnet sides, they are racliused to merge off smoothly; the bonnet sides are in plane with the cab doors, _ and the design of the scuttle is such that the top of the bonnet is swept up in an unbroken curve to meet the pointed and sloping windscreen.
To avoid breaking these 'smooth lines of the front, the radiator filler cap is accommodated under the bonnet, and to harmonize with the general layout horizontal louvres are provided in
the sides of the bonnet. .Unlike the well-known models in the range of smaller Dennis machines, the new 4-tonner, which is built only with 1326 • normal control, has a forward front axle, this passing below roughly the third cylinder of the engine. The wheels and wings are, therefore, in front of the doors and in no way interfere with the ease with which the driver can enter or leave the. cab.
Having a wheelbase of 14 ft. 6 ins., the vehicle affords a maximum body space of 14 ft. 10 ins., the frame extending 14 ft. 54 ins. behind the cab and the overall length of the chassis being just over 21 ft, 74' ins.
Built for a maximum gross weight of 71 tons, the chassis alone (for registration purposes) weighs 1 ton 18 cwt.,
thus a body scaling 12 cwt. can be carried without the 2i-ton legal limit being exceeded.
Incorporating two straight, but tapering, side members, the chassis frame is 2 ft. 34' ins. above the ground when the vehicle is laden. Its width at•the rear is 3 ft. and the longitudinals have a maximum section of 7 ins. by
2/ ins. by 5-32 in. These members may be thought to be on the small side, but ample strength is afforded, for they are made of 3 per cent. nickelsteel, and are freely braced by cross-.
members, whilst, amidships, an Amember gives immense strength to resist " lcizenging " and other stresses.
It is of interest to note that on this machine the legs of the A run rearwards from the point, the _diagonal channels being attached to the Middle of the C.rOissmember which -carries' the propeller-shaft centre bearing, and to the side 'members at points some distance farther. back. On both' the 50. cwt. and Lancet II models the legs of
the A run forwards. ' • . .
There is little in the chassis specificai ion of the new 4-tonner. that is markedly different from similar models
of earlier introduction. Having Jour cylinders' of 100 mm. by .120 mm. (3.710 litres), the engine develops fiff b.h.p. it 2,250 r.p.m.. and 30 1.j.h.p.
' 1,000 r.p.m. It is mounted on rubberat five, :Points at the front and one at the rear, and has the timing g 'ear at the flywheel end, thus, allowing the bonnet to he short. Ignition.is by coil, but Provision is Made for fitting a Simms magneto, if desired..
Power is transmitted by a cone-type fabric-faced clutch, running in oil, to a unit-mounted four-speed gearbox, the lowest, ratio being 6.29 to I. A twopiece shaft, embodying three Layruh universal joints, completes 'he transmission line, and the axle, which resemhles that of the 50-cWt, model, but is, of course, stronger, affords a
ratio of 6.43 to 1. A feature is the mounfiug, of the differential on the back of the crown wheel, so that an outrigger bearing can be provided for the tail shaft, and the length of the crown wheel teeth is unrestricted towards the centre. .
Lockheed brakes are employed in the foot system, operating on all four wheels, the hand lever applying mechanically only the rear shoes. There are internal Lockheed cylinders at the front; those at the -rear being remote mounted. The drums are 12:: ins. in diameter to permit the use of small wheels if required, and the front and rear shoes are respectively
ins. and 41 ins. wide. The standard tyre equipment is 32-in, by 6-in. H.D. pneumatics, twins 'at the rear.'
Offered as a chassis for £.350, 4--e machine is also suitable for use on passenger service with a 26-seater body.
A comfortable well-made cab is standardized; it is equipped with a deep .cubby-hole on each 'side of the
neat facia panel. The lever controls are both centrally mounted and the steering column more sloping than is customary. All pedals are conveniently arranged'. Both sections of the windscreen open and the doors have sliding side windows. The 20-gallon petrol tank is.carried on the near side of the frame, an Amal pump feeding the 'Zenith down-draught carburetter.
This new model is a rather highbuilt vehicle, which fact, combined with the axle arrangement and general proportions, gives an imposing
appearance:. Based • a 'well-tried design; the chassis should prove sreliable::and ,cliirable, and is likely .to .have . a first class road .1-yefforinariee.'