Progressive Ideas in The Latest Morris 8-1 0-cwt. Van
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Semi-forward Control Permits a Body Having a Capacity of 119 cubic ft. on a 7-ft. 6-in. Wheelbase Chassis ADEFINITE advance in the design of light goods vehicles is represented by an entirely new 8-10-cwt. van that is announced to-day by Morris Motors, Ltd., Cowley, Oxford. The outstanding feature of the machine is that by mounting the power unit approximately 4 ins. out of centre towards the near side of the chassis, it has been possible to accommodate the driving position farther forward than is normally the case, the foot controls being roughly in line with the mid point of the cylinder block.
Thus, although the wheelbase has been reduced to 7 ft. 6 ins. (on the previous 8-10-cwt. van it was 8 ft. 9 ins.), the platform length is 8 ft. 2 ins., instead of 5 ft., affording a body capacity of 119 cubic ft. Part of the off-side front corner of the platform is occupied by the driver's seat, but, to compensate for this, the maximum internal length on the near side is 9 ft. 1 in. The price of the complete van is £169 10s.
The power unit is based on the design of the prototype and has the same bore and stroke-69.5 mm. and 102 mm., giving a piston-swept volume of 1.55 litre. It is rated at 11.9 h.p., but the maximum output is rather higher than that of its predecessor. It is a side-valve engine, and an interesting feature is that 14-mm. sparking plugs are used. The cylinder block and crankcase are cast as a unit, the balanced crankshaft being mounted in three bearings.
H-section steel connecting rods are used, and the pistons are of aluminium alloy with four rings. A hot-spot-type induction system is used, and the exhaust pipe from the manifold is at the front of the engine on the near side, so that this component is well away from the driver. The gear-type pump is accessibly mounted and feeds oil to the main, big-end and camshaft bearings, also to the clutch.
Cooling of the cylinder water is B30 effected by a new type of radiator of ample capacity, working on the therino-siphon principle. Incorporated with the fan is a belt-driven dynamo, a feature of which is an air impeller mounted at the forward end of the armature shaft to ensure ventilation..
Ignition is by the Lucas coil system, the advance and retard mechanism being automatic. Mixture is supplied by an S.U. carburetter, which is fed' from the off-side-mounted, sevengallon-capacity, cylindrical petrol tank by an S.U. pump.
Mounted as a unit with the engine, the gearbox is of the synchromesh type giving three forward ratios of 5.375, 9.207 and 19.35 to I. The clutch is of the single-plate type with cork inserts running in oil. The complete engine-gearbox assembly is supported on rubber at four points and is connected with the spiralbevel rear axle by an open tubular propeller shaft incorporating two Hardy Spicer needle-roller bearings.
The frame is dropped at the front, the longitndinals being composed of channel-section members having a maximum section of 4/ ins. by 1/ in. by / in. These are straight at the front and the rear, but are set at their mid points to give the higher level at
the rear. Considered in plan, they are straight throughout their length, converging towards the front end. The -members taper from their maximum section in both directions. They are braced by a number of inverted flanged channels, these being riveted and worded to the longitudinals. There is one at the extreme front carrying the radiator and the forward engine feet, one behind the gearbox on which the rear bearers are mounted (this is attached below the
main members), a third in line with the front ends of the rear springs, and a lighter cross-member at the extreme rear.
A feature of the suspension system is the length of the rear prings, which are 3 ft. 10 ins. long, the width being 11 in. They are shackled at the rear, whilst the front springs are shackled at their front ends. Shock absorbers are used, but there are no torque or radius rods.
Brakes on all wheels are applied through the Lockheed system by a pedal, the hand lever operating the same shoes in the rear wheels through two cables. "An ingenious quickaction adjustment is provided. on the hand lever in such a position that it is readily accessible to the driver, whilst the cross-shaft, to which the hand lever is linked, is mounted on oilless bushes. The wheels are shod with DunloP _" 90 " 4.75-in. by 18L1n.
tyres and each six stud fixings.
An accornpanying illustration gives a good impression of: the pleasing appearance of the vehicle despite it's somewhat squat nature. The body is substantially built, having an internal height of 3 ft. 10 ins. It is equipped with re,ae doors which open to nearly the full width and are provided with leather check stops. When closed they are secured by handle-operated, topand-bottom bolts and are provided with large windows in their upper halves. Above these are louvres.
Below the doors, and concealed behind the rear number plate, which is mounted in a cover hinged along its bottom side, is a compartment in which the spare wheel is neatly and accessibly housed. Little space is occupied by the wheel-arches, which, for convenience of loading, are provided with square tops. On the outside of the body, the rear wheels are partly enclosed_ by easily ,detachable guards, which give a clean appearance -to the exterior. There is a large door on each side i'ff the driving compartment provided _ with a winding window. Both the side windows and the. windscreen are of Triplex Toughened glass.. The screen can be opened to above .eye level for fog. driving. The steeririg -wheel _is of the spring-spoke type with, a thin rubbercovered rim. It inc'orporate' the controls for the dipping headlights, traffic indicators and electric horn. A neat panel, of new design, carries a comprehensive array of instruments, etc.