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NEW CHASSIS DOMINATE THE SHOW

IMPROVED CABS, HIGHER POWERED ENGINES AN( BETTER BRAKING WILL BI EVIDENT IN THE LARGI NUMBER OF NEW MODEL! TO BE SEEN AT THE COM MERCIAL MOTOR SHOV TO BE OPENED AT EARL!

COURT NEXT FRIDAY NEVER before has a Commercial Motor Show held so much promise of being packed full of interest as the one opening at Earls Court next Friday. New models will abound. Although one manufacturer is holding back announcement of new chassis until next week, it is known that there will be something like 16 new goods models or model ranges and three new passenger chassis on show. In no fewer than six cases, Cummins Vee engines will be the only power unit offered or an optional fitting.

Compactness is one good reason why the Cummins is popular, but there is also the point that the engines used give a higher output at a higher maximum speed than other proprietary power units available in the U.K. Visitors to the Show will see a notable increase in interest by manufacturers in the use of higher-powered engines. There have also been praiseworthy moves in the direction of improving cabs, the new ones to be seen giving greater driver comfort, better access and better visibility.

These developments must have been in hand for a long time and, by themselves, would not have made for an outstanding Commercial Show. The fact that it appears certain to be outstanding is because of the added interest created by the recent changes in the U.K. length-and-weight regulations. There will be considerable interest in seeing models designed for the increased weights and also the different ways in which the problem of providing an adequate secondary braking system has been tackled. One reason for the different handbrake arrangements—to get 25 per cent efficiency all rely on air-pressure assistance—is the vagueness in the amendments to the Regulations; and this has made it very difficult for manufacturers to finalize the details of the new designs as, of course, it Fi26

was not known until six weeks ag if the changes would come into effe, before the Show. Although the ion; standing proposals allowed manufa, turers to take a gamble on the fin; outcome, those who will be showin increased-weight goods models ha) had only since August 6 to comple their 'plans for the Show—which something of a feat.

But improved braking is not only feature of maximum-gross models ; this aspect also has received attentic in the new medium-weight vehicl which will be seen.

Dealing first of all with the new iodels which have already been nnounced (this will be done in alphaetical order, not necessarily in order [ interest) A.E.C. Ltd. will have new iodels of both goods and passenger hassis. The goods chassis will be .om the new range recently nnounced, which have the Leyland iroup tilt cab and the new series of ..E.C. six-cylinder diesel engines. he Show models include a Mercury 5-ton platform lorry with the V 471, 143 b.h.p. unit, and a Manator 32-ton gross .tractive unit with te AV 691, 205 b.h.p. engine. Both ill have the tilt cab fitted, as also ill a Marshall 6 x 4 22-ton gross odel with the AV 505, 154 b.h.p. ower unit. The horizontal version E the 505, the AB 505, will be in the tw Swift model to be featured by .E.C., this being a bus chassis fitted ith six-speed constant mesh gearbox id leaf-spring suspension.

One version of the Super Clydesde, also having the new Leyland roup tilt cab, is to be featured by lbion Motors Ltd. The example to ,pear on the Albion stand is the '4E. 6-in.-wheelbase model, and though the design of the main runng units is similar to that used on .evious Albions, there are changes the Leyland 0.400 engine used to it the cab. Axle units of increased

capacity are fitted and there are improvements to the braking system, with dual circuits—independent to the front and rear wheel brakes—and the " secondary " brake is effected by having triple-diaphragm chambers on the rear axle, operated by a hand valve in the cab, with a mechanical multi-pull handbrake for parking.

Two of the exhibits by Atkinson Vehicles Ltd. will be new models, these being the T3048C and T2846X. Both are four-wheel tractive units, the first being rated for 30 tons gross and having a Cummins V8 235 b.h.p. engine, whilst the second is rated for 28 tons, which is the maximum that Atkinson will put on vehicles with the 6LX. The Cummins-engined vehicle will also be interesting in that it will have the new Atkinson cab, named the Guardsman, which

although having a similar bumper-toback-of-cab dimension as the existing Atkinson unit, gives more interior room with a front-of-wheel step, and has a larger windscreen. Braking on both these tractive units is .by dual circuits to frontand rear-brake units and when the handbrake lever is operated, air pressure is applied to the single-diaphragm chambers at the rear axle (by separate piping which incorporates shuttle valves) to give a secondary braking system of adequate performance, The handbrake lever also brings into operation the semitrailer brakes, and a similar system is now used by Atkinson for all its models, except that there are no semitrailer connections on rigids, of course. Other Atkinson models exhibited have minor improvements as well as the new brake system, and on a 24-ton eight-wheeler the Gardner 6LX engine has a new C.A.V. 30-amp. alternator.

With the Commercial Show, Commer Cars Ltd. enters the field of maximum-load four-wheel chassis with its interesting Maxiload 14and 16-ton gross models. The engine used in this chassis is the latest version of the Rootes two-stroke, three-cylinder diesel which develops 135 b.h.p. at 2,400 r.p.M. With the Maxiload, Commer follows the two main trends which will appear at the Show, as apart from the increased output the cab will be an improved version of the standatd Commer unit. Powerassisted steering is standard; and braking is by a dual system with double-diaphragm brake chambers at the rear axle, providing the secondary system.

Rear-engined passenger chassis appear now to be "in ", and Daimler, who showed a single-deck chassis with this engine location at the last Commercial Motor Show, will this time feature the recently announced Roadliner model which has a Cummins V6 engine mounted upright at the extreme rear of the chassis frame. The engine is compact enough to locate underneath the back seat. The chassis is suitable for bus or coach bodywork, and, as well as a chassis, Daimler will also show a Roadliner fitted with a 50-seat body by Marshall of Cambridge (Engineering) Ltd., for Potteries Motor Traction. For comparison of bus and coach bodies, there will be a 49-seat Roadliner coach on the Duple stand.

A second vehicle manufacturer making a change from existing practice is Dennis Bros. Ltd. with the new Maxim range designed for use at maximum legal gross weights. These models have the Cummins V8 Vale lightweight diesel, which produces 178 b.h.p. net, as the sole engine availability. Maxim models consist of four-wheel rigids rated for 16 tons, a four-wheel tractive unit for 26 tons, a six-wheeler for 22 tons and a six-wheel tractive unit for 32 tons. The Show exhibits will be two four-wheel tractive units, one sectioned to show the H28 construction, and a six-wheel rigid will appear in the Demonstration Park. Power steering is standard on the Maxim, together with full airpressure braking, and the emergency brake system uses triple-diaphragm chambers at all wheels on the rigids and front wheels on the tractive units to cater for secondary braking requirements.

A first-time showing at Earls Court for Dennis will be the Fax V Low Loader 12-ton-capacity six-wheeler, which was introduced in October last year, and a 17-ft. 5-in-wheelbase example will be shown.

The Cummins V8-185 lightweight engine, producing, 178 b.h.p. net, is also fitted in one of the two new designs which are to be shown by E.R.F. Ltd. Both chassis are sixwheelers, but the V8 will be in a sixwheel rigid with a rating of 22 tons, whilst the other is a tractive unit and this will have the Cummins NH.220 in-line six-cylinder unit. The latter vehicle has been designed specially to meet a large order for Australia, with a gross train weight of 40 tons, but the same design will be offered in the U.K. with a shorter wheelbase — 13 ft. against 14 ft. 4 in. The 22-ton sixwheeler has dual-circuit brakes and the handbrake linkage to the rear bogie actuates a valve which allows air to the diaphragms at the rear axles to give a secondary system of adequate efficiency. This exhibit will have the recently introduced 2LV cab, which is a modification of the forward-entry cab introduced by E.R.F. at the last Show, being mounted directly over the front axle to give a reduced front overhang. The front of the cab is also slightly changed for the show. E.R. is also to show a 54GA4 four-whee which has been uprated from 14 to tons g.v.w. by using heavier front a rear axles.

Fodens Ltd., as announced elsewh■ in this issue, is to feature a novel w of getting a five-axle artic by using platform eight-wheeler with a tu table for semi-trailer coupling mount at the end of the frame, behind I rear bogie. This vehicle will hE coupled to it a single-axle semi-trai to a Foden design, built by R. Dyson and Co. Ltd. Another For exhibit of interest will be a four-a artic where the semi-trailer (also IN by Dyson) is of Foden design, as as the tractIve unit, The tandem-a bogie of the semi-trailer has Foc trailing axles and the two-spring s pension—where each spring has o two leaves—which was introduced the last Commercial Show and is n the standard two-spring layout tr by the concern.

Of the seven exhibits which are be featured by Guy Motors (Euro Ltd. five will be from the new Bi, range. The other exhibits will be Arab V double-decker chassis and Invincible four-wheel tractive t which is being included to show t existing models will continue in duction. The Big J range has nu interesting features: Cummins engines are standard; a well-desig cab, which is likable when the Ci mins engines are fitted; dual-ciri brakes with triple-diaphragm chaml at the rear axles to cater for

econdary brakes system, and a high legree of rationalization of corn onents between the models in the ange. Three of the exhibits will have he Cummins V6 200 b.h.p. engine: hese are a I30/32-ton, four-wheel trac lye unit; al 16-ton gross (32-ton train /eight) four-wheeler, and a six-wheel, 0-ton gross tipper chassis. Another, 24-ton tractive unit, will have the '6-170, whilst the fifth Big J—a 22-ton ix wheeler—will have the Gardner LX engine. The 24-ton tractive unit have coupled to it a tandem-axle .tmi-trailer made by the British 'railer Co. Ltd.. which represents a eparture from this concern's normal roduct.

There will be a good deal of pasmger and goods vehicle interest on Le stand of Leyland Motors Ltd. On Le passenger side there is the Panther ar under floor engine passenger tassis, which was introduced at the msterdam Show earlier this year, and te new version of the Atlantean mble-decker, which has a dropped:M.1.e rear axle allowing a continuous vel floor in the lower saloon. But e latest announcement, the Panther ub. (which is similar in design to the inther but has the 0.400 engine), will )t appear on the Leyland stand or, I' that matter, as a chassis, as the ily example at Earls Court will be own by Park Royal Vehicles Ltd. .th a 43-seat body for Manchester 3rporation.

Goods interest will be centred on e new Leyland tilt cab, with its many vanced features, and examples from Freightline range—a Beaver 30a tractive unit and a Retriever 20-ton wheeler—which are designed for .s; cab and also for the new Regulaos. Other Leyland goods chassis of erest are the new version of the 2-tonner, the Leyland 90, which has

t h e increasedcapacity version of the Leyland 0E.138 engine; the 0E.160; the Super Beaver and Super Hippo, which have a modified frontal appearance, and a new bonneted version of the Super Comet which has been designed for specific overseas .requirements and has a gross weight rating of 14 tons.

The fourth vehicle-manufacturing member of the Leyland Motor Corporation to exhibit at Earls Court is Scammell Lorries Ltd. and this concern also has new models which it will be showing. The Handyman III is based on the previous version of the Handyman, being a tractive unit designed for use at the maximum gross weights now permissible and also as a heavyweight version for 30-ton loads. A version of the cab used on the Routeman is used, the main difference being that it is set over the front axle; this reduces the front overhang but means there is no forward entry step. The second new exhibit will be the Townsman threewheeler, which is an improved version of the Scarab and designed for 3-ton loads. Main improvement is in the cab, which is of modern design and made of reinforced plastics. The engine fitted is the Leyland 0E160 and the braking and suspension are an improvement over the Scarab.

The main attraction on the stand of Seddon Diesel Vehicles Ltd. will be the concern's new 13 :Four, which was described in the September 4 issue of The Commercial Motor. There are many good features about this new model and the centrepiece of the stand will be a 16-ft. 9-in.-wheelbase

version. Each of the other 13:Four models will appear also, these being the 14 ft. 8 in. wheelbase and the 9 ft. 3 in. wheelbase tipper and tractive unit for 18 tons gross.

Smith's Delivery Vehicles Ltd. will be featuring its S.95D Dairy Truck-this is of new design and incorporates a moulded-plastics dome and front scuttle. On the Thornycroft stand there will be the new, more-powerful version of the Nubian—the Nubian Major. This has a gross weight rating of 20 tons and is powered by a Cummins 300 b.h.p. V8 diesel engine. Universal Power Drive Ltd. is to show the Eaton-Hendrickson two-spring bogie which the concern is currently applying to its conversions on Commer chassis and is also approved now for a number of B.M.C. chassis.

Completing the list of new models to be exhibited which can be spoken of at this stage are the Bedford HA 6and 8-cwt. vans, which were described and road tested in the August 21 issue of The Commercial Motor and mark the re-entry of Vauxhall Motors Ltd. into the lightvan market. The vans are, of course, based on the Viva car and have many interesting features.

It can be seen that there is going to be a considerable number of interesting new models at the Show. But in many cases, it will be some months before production of these begins. Of the vehicles already available many will be of interest, as a number have had some alteration for the Show and some have been introduced since the last Show and

will therefore be on show in this country for the first time. Goods and passenger models will be dealt with separately for convenience. Not all the vehicles which will be seen at Earls Court will be covered, as this will be done in The Commercial Motor next week.

GOODS New models designed for the new Construction and Use Regulations have been described already, but it will be interesting to get an idea from exhibits what manufacturers' views are on the future pattern of transport in the light of the amendments. This is really obvious immediately and confirms the general opinion that there will not be much future for eightwheelers—only five manufacturers are exhibiting this class of vehicle and in each case the gross weight rating is 24 tons, which is no increase from the pre-amendment situation. This is not the case with tractive units, as a number of the new models are rated for gross train weights above the earlier 24-ton limit, and three manufacturers will be showing a 24-ton model.

There will be a number of tractive units rated for 32-ton g.t.w. and above amongst the existing models shown, but these are either special types of vehicles or for use overseas. Atkinson, for example, will be showing a si.x-wheel, semi-bonneted tractive unit for 32-ton g.t.w. specially built for Pickfords Ltd. The exhibit will have a Gardner 6LX engine and a David Brown 10-speed gearbox. and the rea bogie will be the Kirkstall hypoic bevel/spur drive model which Atkir son are starting to use now instead c worm-drive axles. Fodens Ltd. is als to show a six-wheel tractive unit ft use overseas with 30-ton loads.

An example of Continental tractiv unit design will be seen on th Mercedes-Benz stand, where the attrat tive LPS 1620/30 four-wheel mod for 30-ton g.t.w. will be featured. Th model was road tested by TA Commercial Motor early this yea and a feature of the design is the cal which has a high degree of drivt comfort, and is well styled.

A.E.C. Ltd. will be exhibiting Mammoth Major six-wheeler. This not a tractive unit, but designed ft the use on the Continent with a trail+ at a gross train weight of 56 tons. 'It exhibit has been featured by A.E.C. Continental shows recently and has clear plastics display cab of the desig commonly used by A.E.C.

All the tractive units with OA ratings of more than 24 tons have be dealt with already. Chassis to the ol limit will be featured by three coi cents: Atkinson, with a T 746XA having a Gardner 6LX and Kirksta front and rear axles; Seddon, with It 24/4/6LX, also using the Gardni 6LX: and Guy, with the Big .1 mod already mentioned. Two tractor uni designed for a 24-ton g.t.w. will featured by Universal Power Driv Ltd., these being the Unipow Forester and Hannibal which are pa ticularly designed for forestry at industry use.

Keeping to tractive units, strange enough there are none for a 22-ti g.t.w., the maximum _under the ne continued on page 147

Regulations, but there will be a number for the previous 20-ton limit and below. Albion will be showing two in this category: a Chieftain-Scammell automatic-coupling model and a Chieftain Super Six fifth-wheel model. Atkinson will be showing a 20-ton gross model fitted with a Gardner 5LW engine and one of the Seddon models will be an 18/4/A370, which has the Leyland 0.370 engine and is rated for 18 tons gross. The Ford Motor Co. Ltd, will be making a special feature at Earls Court of the way in which the company can provide vehicles tailormade to requirements. There will be no new models, but in the under-20ton bracket a Thames Trader 17-ton g.t.w. machine which is based on the 7-ton tipper chassis will be shown.

One of the most interesting eightwheelers will be on the Atkinson stand. It will be powered by a Gardner 6LX engine and will have dual circuits for the frontand rearair-brake systems. The rear bogie will be the Kirkstall model used on the Pickfords tractive _unit already referred to, in which primary reduction of the drive is by spur gears in the nose of the foremost differential casing and secondary reduction by hypoid-bevel gearing in each axle. E.R.F. is to show a 68GXA4 model which has an air-assisted handbrake, but because its wheelbase is 17 ft. gross the weight is restricted to 24 tons —the model could be produced as a 26-tonner. The two other exhibitors of an eight-wheeler are Fodens, with a model designed for truck-mixer applications and fitted with Goodyear Super Single rear tyres, and Seddon, who will exhibit an eight-wheel tanker for Bulwark which has a wheelbase of 17 ft. 9 in. and a Gardner 6LX engine. The fifth exhibitor of an eight-wheeler will be Scammell with a Routeman II 17-ft. wheelbase chassis which will be itted with the Scammell Air Load fransfer device at the rear bogie.

Six-wheelers to the new maximum sating of 22 tons have already been :overed in the new-vehicle section. There will be none of the old maxilum weight of 20 tons and only two sated for under 20 tons. These will be xhibited by Albion and Dennis, eilbion intending to show two txamples of the Super Reiver 18-ton tross chassis; one is a I2-ft. 2-in. ipper intended for export to France Lnd having a triple-reservoir air-brake :ystem which complies with French aw, the other a 16-ft. 4-in.-wheelbase taulage model. Dennis is to show its 'ax V Low-Loader six-wheeler which vas introduced at the Glasgow Show

last year and is for 12-ton loads.

Four-wheelers designed for the 16ton gross maximum have again been referred to and the only exhibit to be at Earls Court with the previous 14ton limit is, in fact, a Mercedes-Benz, this being a tipper chassis designated LB 1413/36R which is specially designed for use with vehicle-mounted concrete mixers. Dennis will be featuring three Pax V models with ratings below 14 tons, these being two Low-Loader chassis designed for a gross weight of 10 tons 4 cwt. and a 14-ft. 9-in.-wheelbase model with a gross weight rating of 12 tons 18 cwt.

Moving down the weight scale we come to the class of vehicle which sells in the larger quantities, the .8-tanner and lower. Commer is showing an 8-ton model with the Rootes three-cylinder diesel engine and a fivespeed synchromesh gearbox, but the most popular exhibits will be chassis with load ratings between 5 and 7-5 tons. There will be one 7-5and two 7-tonners on the Bedford stand, and 7-tonners will also be shown by Austin, Commer and Ford. Both the Rootes companies — Commer and Karrier—will be showing 6-ton chassis, and Austin will feature the 6-ton version of the recently introduced WF normal-control range.

There will be 5-tonners shown by Albion—the Claymore—as well as Morris, Bedford, Karrier and Thames. Karrier will also be showing a 4-tonner, as with the 5and 6-tonners, from the Gamecock range.

Three-tonners which will be seen are a bit of a mixture. The two B.M.C. companies will feature this capacity—Austin an PG and Morris a WF—whilst Karrier will be showing two 3-ton Bantams. Scammell will be showing a Scarab Four 3-ton artic and on the Thames stand there will be a 3-ton normal-control chassis displayed together with a 3-ton Clearway, van, the latter model being shown for

the first time at Earls Court.

The Clearway is the highest-capacity van at Earls Court and all the goods vehicles below this weight are also vans with the B.M.C. companies having the greatest content of these smaller vehicles. Vauxhall Motors will be showing a Bedford/Hawson 35 cwt., easy-access van as well as the latest version of the CA 15-17 cwt. van. Commer will have a Walk-Thru 2-ton van, a 1-ton van and a 7-cwt. van; the only Thames vehicle in the last category will be a 5-cwt. van.

Vehicles of. Continental origin also will be well represented here, with Renault showing four Fourgon 6-cwt. vans and five Estafette 15-cwt. models, and Mercedes-Benz featuring an L405 35-40 cwt. van. The vans to be displayed by Volkswagen will number five in all and the interest here will be that there has been a recent change in the sales policy and the 1-ton model with the L500-c.c. engine is now .standard with the 15-cwt. version, and the 1,200 c.c. engine the option. There will be a variety of bodywork on the vans to be exhibited, including two refrigerated versions.

B.M.C. vans which will be seen consist of the LD 30 30-cwt., J2 16/18-cwt., J4 10-cwt., the +-ton, Austin A35 6-cwt. and Morris Minor 6-cwt. and Mini 5-cwt. Austin will also be featuring a Gipsy 4 x 4 and both Austin and Morris will show a Mini Moke.

Amongst the special purpose vehicles which will be seen at Earls Court will be the usual range of LandRover exhibits featured by the Rover Co. Ltd. There have been no recent changes in the specification or design and on the Stand there will be 10 of this well-established model all of them fitted with items of factory-approved special equipment showing the wide range of jobs that the Land-Rover can be put to. Mercedes-Benz will also feature the Unimog, which is another cross-country vehicle. Electric vehicles will be displayed by Austin Crompton Parkinson Electric Vehicles Ltd. as well as Smith's Delivery Vehicles and at the other end of the scale, at least in size will be the Thornycroft Mighty Antar which again will tower over every other vehicle at Earls Court; this will be shown in a relatively unchanged form and Thornycroft will also feature the earlier version of the Nubian 6 x 6 fire/crash tender.

PASSENGER Probably because of the added importance given to goods vehicles this year by the new Construction and Use Regulations, it seems there will be less passenger vehicle interest on the chassis makers' stands at this Show than in some previous exhibitions. But although only A.E.C., Daimler, Guy and Leyland will be exhibiting true publie service vehicles (excluding, that is, 11-seaters and the like), the notable new chassis already referred to will be seen.

The Daimler stand is, of course, devoted exclusively to passenger vehicles, as in addition to the bare chassis and bodied Roadliner referred to earlier, there will be a bodied Fleetline and also a bare chassis of this rear-engined double-decker. An important alteration has recently

been made to the engine and transmission sub-structure, and by redesigning the layout by using lighter steel members a saving of about 3 cwt. on the chassis weight has been made. The Fleetline. with a body, is for Belfast Corporation: the body was built by M. H. Coachworks, who also assembled the C.K.D. chassis.

Accompanying the new Swift 505 rear-engined passenger chassis on the A.E.C. stand will be a Renown lowheight. double-decker bus for North Western Road Co. Ltd. This will have the AV 590 wet-liner diesel engine, a four-speed synchromesh gearbox and double-reduction spiral-bevel rear axle. Guy will also be showing a double-decker, the Arab Mark V chassis with a Gardner 6LW engine and four-speed semi-automatic gearbox. The Arab has a wheelbase of 18 ft. 6 in. and a low-height frame for forward-entrance bodywork.

Although the new Panther Cub single-decker chassis will not be appearing on the Leyland Stand (Park Royal is showing it with a 43-seat body) there will be a Panther chassis. This will be a left-hand-drive bus version. The model was introduced as a single-deck coach at the Amsterdam Show this year and the bus version has a low-height chassis frame forward of the rear axle; in the Show model there is a derated version of the 0.600 engine producing 155 b.h.p. The Leyland Atlantean rear-engined double-decker will be shown with a 77-seat Park Royal body and this will be the new version of the chassis with a dropped-centre rear axle which allows a low, continuous floor in the lower saloon and a lower overall height than the original design. Thc Pneumo-Cyclic gearbox is mountec independent of the engine.

Van-based passenger vehicles wil be shown by Morris and Commer Morris featuring an 11-seater Minibv on a J2 chassis and Commer the 12 seater bus version of the concern'; l-ton model. Albion and Dennis wil not be featuring examples of thei passenger vehicles on their stands, bu both are to have an example on th Demonstration Park: Albion include a Victor with Duple coach bodyworl and Dennis a Loline low-heigh double-decker.

Dennis is also to have an ambulanc on the Demonstration Park but th only one that will -be appearing on vehicle manufacturers stand will be design developed by Karrier in eor junction with Dennis based on th Commer Walk-Thru chassis an powered by a Rootes 85-b.h.p.. si) cylinder petrol engine.