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cou earls70 CHASSIS rt

WHATEVER particular interest in vehicles a visitor to Earls Court holds, he is bound to find something worthy of inspection on the 30 stands occupied by chassis manufacturers. There are new models in all categories—light vans, medium-weight trucks, present and future maximum gross goods chassis and bus and coach models.

New heavies usually take the limelight but it should not be overlooked that maximum gross designs make up a relatively small proportion of goods vehicles on British roads. And there is equal importance in changes made to existing models to improve reliability and life in service. Examples of such changes are to be seen on many stands as well as alterations introduced to allow smoother production which is also important to operators as reduced delivery delays can be the result.

There are many heavy goods designs for weights in excess of the current British maximum limits and to power these, higher-output engines than previously used have been chosen. For the biggest, turbocharged diesels are needed to give the required output and it is evident that the trend is to giving more power than is needed to reach the 6 bhp per ton power-to-weight ratio figure that is generally considered the minimum.

New names at the Show as compared to 1 968 are DAF and Moskvich. BMC has disappeared to be replaced by Leyland Redline in the medium-weight truck field and by Austin-Morris in vans. And the name of Rootes has given way to Chrysler United Kingdom Ltd in the case of the parent of Commer/Karrier and Dodge. Full details of the vehicles to be seen on the chassis-manufacturers stands are given in the following pages. In addition to the vehicles referred to there will be others in the demonstration park. Some are mentioned where it is felt important but most are duplicates of what is to be inside the exhibition hall and details of many are not always known until the last minute.

Trailer and semi-trailer makers exhibits are described on pages 193 to 204 of this issue while goods and passenger bodywork is covered on pages 213 to 239.

The Show is open every day from 10 a.m. to 9 p.m. (except Sunday, September 20) until Saturday, September 26. The admission charge is 6s each day before 5 p.m. and 4s after 5 p.m.

99 AEC

AEC Ltd, Windmill Lane, Southall, Middx.

ALTHOUGH there are no new models, the Mandator and Mercury tractive units have some important detail changes which should prove of benefit in service. Heaviest vehicle on the stand is the Mammoth Major 6 x 4 tractive unit which has the same specification as the model when it was introduced at the 1968 Show. In the psv field there is a Sabre coach with new Eastern Coach Works bodywork.

Starting with the heaviest vehicle, the 6 x 4 has a 270 bhp V8 driving through a 10-speed splitter gearbox to the hub-reduction rear axles. Although there has been no change in specification since 1968 the model is now quoted as being suitable for operation at 56 tons gross combination weight but this can only be intended for Special Types operation as a powerto-weight ratio of less than 5 bhp per ton is not considered practicable for normal operation.

A number of changes have been made to the detail design of both the Mercury and the Mandator. Alterations common to both chassis include a repositioned silencer, this component now being rubber mounted underneath the gearbox thus eliminating the need for a flexible section in the exhaust system. Engine cooling has been improved with the use of a highmounted header tank and twin wax thermostats. Attention has been paid to reducing the chance of corrosion in air-brake pipes and reservoirs and the rear engine mountings are now taken from the clutch housing instead of from the engine bell housing. Changes parti cular to the Mercury are that it now has a 10in. frame which is the same depth as the Mandator and the external flitch plates in the fifth-wheel-coupling area are extended to go behind the spring-hanger brackets. And the chassis now has a hub-reduction rear axle instead of the earlier AEC double-reduction type.

The Mandator shown is rated for a gross combination weight of 32 tons and is fitted with the AEC AV760 220 bhp diesel driving through a six-speed overdrive gearbox. In the case of the Mercury maximum design weight is 25 tons and the AV505 in this exhibit produced 151 bhp: the chassis also has a sixspeed overdrive gearbox.

The Sabre on which the new 12 metre-long ECW bodywork is based has its AEC V8 engine located at the rear end of the chassis. Output is 247 bhp and the chassis has a fivespeed semi-automatic gearbox. Suspension is by coil springs and wheelbase of the chassis is 20ft.

98 ALBION

Albion Motors Ltd, Yoker, Glasgow, W3.

THE four trucks on this stand are examples from the new Albion Clydesdale and Reiver ranges. The company is exhibiting a Clydesdale CD41 and CD40 and a Reiver RE41 and RE40. The difference between the chassis is that the C041 four-wheeler and the RE41 six-wheeler have Leyland 410 turbocharged engines while the CD40 and RE40 have the 401 naturally aspirated version. The CD41 and RE41 are based on models with turbocharged engines featured at the last Scottish Show and they are due to go into production during the next 12 months.

Only one version of the Clydesdale CD41the 24-ton-gross tractive unit—is shown. The CD40 is produced as a tractive unit (for 22 tons gross) and as a rigid for 16 tons in four wheelbases. The shortest is shown, this being a tipper chassis with 12ft 5.5in. wheelbase. There are three wheelbases for the new Reiver and the shortest (a tipper) and the longest are exhibited. The tipper has a wheelbase of 12ft 7in. and is therefore limited to operation at 20 tons gross but the 16ft 2.75in. example can run at the full 22 tons legal weight. The design rating of the two long-wheelbase RE41 haulage models is 24 tons and the shorter tipper chassis is designed for 22 tons even though legal-operating weights are 2 tons less in each case.

The new ranges have the raised version of the Leyland Ergomatic cab with frontal trim as the Leyland Lynx and Bison. They have stronger chassis frames, longer springs and spring-brakes for parking and secondary systems but in other respects the models follow the patterns of the other chassis made by Albion and which continue in production.

92 Atkinson

Atkinson Vehicles Ltd, Walton-le-Dale, Preston, Lancs.

THE five vehicles exhibited by Atkinson include two new designs and the company's 6 x 4 tractive unit for 44 tons gross operation. There are also new items on the other exhibits and it is noteworthy that the revised range 01 standard models now developed by the company carry names. Two-axle tractive units are the Borderer, twin-steer tractors are named Leader, 6 x 4s are in the Adventurer range while in the rigid field 6 x 4 models are named Searcher and eight-wheelers Defender.

The new models for the Show are a Leader twin-steer tractive unit lwith set back second axle) designed for use up to 38 tons and fitted with the new Gardner eight-cylinder engine and a Borderer two-axle tractive unit for up to 34 tons. The Gardner 240 bhp 8LXB drives through a Fuller Roadranger nine-speed overdrive gearbox and this is the first time this make of transmission has appeared in Atkinson specifications. The design of the vehicle follows the pattern of earlier Atkinson models with the second axle set close to the driving axle and having air suspension with fore-and-aft location by half-length leaf springs. But instead of transverse location being by a Panhard rod there is now a doubleshackle arrangement connecting the rear end of the leaf-spring with the chassis frame. As well as the fitting of a larger engine and bigger radiator, other changes made to the earlier design included a partially flitched frame with extra cross-members and the use of ZF power steering. Brake-actuator sizes are also increased at the driving axle and another new fitting on the model is a Lipe-Rollway twinplate clutch. The driving axle has load-sensed brakes to reduce the chance of locking of the driving axle when partially laden and there is a second load-sensing device which controls the pressure of air in the second-axle suspension to ensure that maximum loading is applied to the drive axle. A new Kirkstall axle is fitted and this has a spiral-bevel primary reduction at the centre and secondary hub reduction: there is also an air-powered differential lock.

The Borderer for 34 tons has, as its most noticeable differences from the present 32-ton models, a deeper frame and a wheelbase extended from 9ft Sin, to 10ft 8in. A Cummins 205 bhp diesel is installed in the Show model but there is another Borderer for the same weight available with 230 bhp Cummins engine, A Fuller Roadranger gearbox is also installed in this chassis, this being the RT0-610 and the drive to it is through a Borg and Beck clutch: a Lipe-Rollway twinplate clutch and Fuller 909 gearbox is used with the 230 bhp version. One of the new Kirkstall axles with hub reduction and lockable differential is fitted as on the new Leader tractive unit.

Highest weight vehicle on the Atkinson Stand is the Adventurer 6 x 4 for 44 tons, this having a Cummins turbocharged diesel producing 270 bhp and a similar clutch and gearbox to the 38-ton-gross Leader. This chassis has a four-spring-and-balance-beam suspension with the springs mounted on top of the axles and, as with all Atkinson tractive units, load sensing is standard.

The final two exhibits are little different to the previous models. The Borderer for 32 tons gross has a Gardner 6LXB engine, David Brown six-speed gearbox and Kirkstall doublehelical driving axle but new features are an improved silencer, a larger fuel tank and larger driving-axle brake actuators. The Atkinson Defender eight-wheeler shown is a tipper for 26 tons gross and is fitted with the 6LXB and David Brown six-speed gearbox. The rear bogie is an Eaton 38-DP and, while designed for 26 tons, wheelbase of the vehicle at 15ft 1.5in. limits it to 24 tons under present regulations.

69 Austin-Morris

British Leyland (Austin-Morris) Ltd, (Commercial Vehicle Division), Longbridge Works, Birmingham.

RECENTLY the Austin-Morris division of British Leyland announced the introduction of a number of engineering and styling improvements to its J4. JU and EA van ranges. At the same time the name was changed from BMC to Austin-Morris under which the new vehicles are now marketed. The full range is represented at Earls Court with three examples of the car-based models—a Minivan. a 6cwt van and a -1--ton van—and six of the heavier designs. There are petrol-engined and diesel-engined versions of each of the three models—the J4. JU and the EA.

The J4 model range caters for gross weights of 1.8 and 2 tons and the latest designs have improved sliding-door assemblies, improved seating, two-speed windscreen wipers, column-mounted electrical switches, new batteries and use of an alternator as standard. These changes are common also to the JU and EA models and in addition to them the J4 has reinforced front suspension components which are aimed at giving better fronttyre life.

Like the J4, the JU comes with either 1.5litre petrol or 1.5 titre diesel engine but itsgross weight rating is either 2.4 or 2.5 tons according to detailed specification. As well as the common changes, the latest JU to be seen at Earls Court has a revised glove-box layout, improved and lighter suspension, integral rear-light clusters, a new type of interior handle for the sliding doors and modified heater air scoops.

There are three basic EA models—the 350, 420 and 440 for 3.5, 4.2 and 4.4 tons gross respectively—and these are obtainable with either 2.5-litre petrol or 2.5-litre diesel engine. The latest examples have a reduced loading height owing to changes in suspension, a revised gear-change mechanism, better accelerator controls and an improved heating and ventilation system.

94 BEDFORD

Vauxhall Motors Ltd, Luton, Beds.

TWO new Bedfords will be on public display for the first time, these being the YRQ midengined bus and coach chassis and the military version of the M-type 4 x 4. It is also the first time that Bedford CF vans have appeared at the Commercial Motor Show. In all 15 vehicles are shown, ranging from the HA 8cwt van to the KM 24-ton-gross tractive unit, the YRQ being the sole psv.

The Bedford YRQ bus and coach chassis is designed for up to 45-seat bodies and apart from giving a quieter interior than with a frontmounted engine, location of the 150 bhp vertical power unit in between the wheelbase also gives evenly balanced weight distribution which contributes to a stable ride. In spite of the engine position, a normal floor level to bodywork is possible which is illustrated in the demonstration area where a bodied example can be seen. The 16ft sin. wheelbase YRQ can take bodies up to 31ft long and output of the Bedford 466 cu in. diesel is 144 bhp.

Civilian versions of the Bedford M-type 4 x 4 are now in production, the original announcement being in May when military versions only were being built. The Earls Court exhibit has an 11ft 6in. wheelbase being rated for 11 tons gross in this tipper application. While the civilian version is shown as a chassis/ cab there is also a 13ft wheelbase military model with a Marshall cargo body. The M-type supersedes the previous R-type of which 73,000 were made but gives better off-the-road performance and stability together with increased payload capacity and better braking. The cab is the most notable difference between the two types, the latest having the TK cab.

The Bedford CF range which is produced in 25 different basic models is represented at Earls Court by 18cyvt and 35cwt van models and a 25cwt dropside truck version with Rawson body. Wheelbase of the 18cwt van is 8ft 10in, and this is fitted with the 97.5 cu in. petrol engine: plated gross weight is 2.2 tons. Wheelbase of the 35cwt van is 10ft 6in, and this exhibit has the 120.5 cu in. petrol engine and is plated for 3.32 tons gross. The dropside-truck version is plated for 2.68 tons gross, has the same wheelbase as the 35cwt but is fitted with the Perkins 154 Cu in. diesel engine. The HA van is seen in its 8cwt version (there is also a 6cwt) and has new seats introduced at the Show. These are similar in design to those fitted to the CF vans having foam-backed moulded upholstery mounted on a single-piece bucket-type steel shell.

Medium-weight trucks displayed consist of a KD with Duramin platform body plated for 8.5 tons gross, a KG with 6 Cu yd. Telehoist tipping body and plated for 11.65 tons and a KE 6 x 2 with BonaIlack alloy platform body plated for 15 tons gross. All these have the 330 cu in. diesel. The 380 cu in. is fitted in a KG with Reynolds Boughton alloy platform body, this vehicle being plated for 11.9 tons.

The biggest Bedford engine is the 466 cu in. diesel which in goods chassis is set to produce 146 bhp gross at 2500 rpm. This power unit is in the KM range of which there are four examples, two 16-ton-gross chassis, one with a 9 cu yd. Edbro tipping body and the other with a BoaRoy platform body. A KM 6 x 2 with Cravens HomaHoy platform body is also on the stand together with a KM tractive unit for 24 tons gross.

101 BRISTOL

Bristol Commercial Vehicles LW, Bath Road, Brislington, Bristol BS4 3L0.

MORE INTERESTING of the two vehicles is the RE with Leyland 500 horizontal engine. Unfortunately this new feature of the design is not immediately apparent because the model has a single-deck Eastern Coach Works body on it. The second vehicle exhibited by Bristol is an LH chassis fitted with Leyland 401 diesel engine located horizontally under the floor line in between the wheelbase.

The RE exhibit represents the first time that the horizontal version of the Leyland 500 fixed-head diesel has been fitted to a Bristol chassis: it is set to produce 150 bhp at 2000 rpm. There is no difference in the layout as compared to the normal design of RE. The engine is located at the rear driving forward over the Bristol drop-centre axle to the gearbox and then back into the off-set final drive unit. In the case of the exhibit a fully-automatic gearbox is employed with electro-pneumatic control. Suspension is by semi-elliptic leaf springs and there are dualcircuit air brakes. Wheelbase of this RE is 18ft Sin., the body measuring 36ft 5in. long. There are 41 seats in the metal-frame body which is equipped for one-man operation and it will be put into service by Bristol Omnibus Co. Ltd.

Power unit in the LH single-deck bus/coach chassis is the Leyland 401 horizontal version and this has an output of 125 bhp at 2400 rpm. The gearbox is a five-speed synchromesh and the chassis has semi-elliptic leaf springs suspension and a full-air dual-circuit brake system with spring brakes for parking on the rear axle. Wheelbase is 16ft 2in, for 32ft Bin. bodywork and the operator will be Western National.

96 COMMER/ ICARRIER

Chrysler United Kingdom Ltd, (Commer/Karrier Division), PO Box 46, London Road, Ryton-on-Dunsmore, Coventry, CV8 302.

FIVE Comraers and one Karrier are displayed and although no new models have been introduced by the exhibitor recently, two of the Cornmer models are specially interesting being conversions of standard chassis by the newly formed Special Equipment Operations department at the Dunstable truck factory. These are a tractive unit version of the Walk-Thru and a 14.4-ton-gross low-loading six-wheeler.

The KC40 tractive unit retains the 4.9 tons gross rating applied to the standard WalkThru on the stand this having the 350 cu ft part of an in-town artic for local delivery work with a 2000 cu ft semi-trailer. The chassis has a fifth-wheel coupling and power is provided by a Perkins 4.236, 80 bhp diesel engine. There is also a standard KC40 WalkThru an the stand this having the 350 cu ft factory-built body and Perkins 4.203, 63 bhp diesel: a payload of 2.45 tons is possible in the model.

The six-wheeler is based on the Commer VC5 which has a Perkins 6.354 120 bhp engine and it has a maximum gross weight rating of 14.4 tons. The standard lift 9in. wheelbase chassis has been converted by the addition of a York trailing axle and with 8.25-17 wheels, unladen frame height is 2ft 10.5in, A chassis cab is shown and it is said that a payload of 10 tons will be possible on the vehicle with a platform body.

An example of the light-vehicle range from Commer is the PB2500 12-seater bus and at the top end of the scale there is a 16-ton-gross Maxiload. This is the CE16 which has the Commer TS3, 125 bhp three-cylinder twostroke diesel and six-speed overdrive gearbox. The example on view is a 12ft 11 in. wheelbase chassis/cab. The Karrier Gamecock WC4 exhibited is mechanically similar to the Commer VC4 arid is for a gross weight of 7.9 tons. Wheelbase of the exhibit is lift Bin. and this also has the three-cylinder two-stroke opposed-piston diesel rated for 125 bhp. The chassis also has full-air brakes.

66 DAF

OAF Motors (GB) Ltd, Han worth Park, Uxbridge Road, Fe/them, Middx.

THE reappearance of the name DAF at Earls Court indicates a renewed interest in Britain as a possible market by the Dutch manufacturer Van Doorne's Automobielfabriek. Now that this maker has its own subsidiary in this country—DAP Motors (GB) Ltd—efforts at selling trucks here have begun.

The three road vehicles exhibited have a marked difference to the two OAF chassis shown in 1966. Two of them are of the design introduced earlier this year with tilt cab and very high quality fittings while the third is one of the company's earlier but none-the-less luxurious maximum gross six-wheelers. A fourth vehicle on the stand is a terminal tractor which can be used for shunting semi-trailers and can be used at up to 65 tons gross while right at the bottom of the scale there are two DAF light vehicles based on car components.

The two examples of DAFs latest range are similar but have different engines arid as a result different gross weights. The FT2000 tractive unit has the naturally aspirated DH825, 8.25-litre diesel which has a maximum net output of 156 bhp DIN and can provide for gross combination weights up to 28 tons. An extra 6 tons is possible on the FT2200 which has the turbocharged version of the 8.25-litre diesel which gives 201 bhp net (DIN). The same basic ZF six-speed gearbox is used in the two chassis but with different ratio arrangements, the F72200 having an overdrive box while the 2000 has direct top.

Gross weight rating of the FTT2600, the older OAF range, is 46 tons. This 6 x 4 model has a fixed sleeper cab and uses the OAF DKA 1160 diesel which gives 230 bhp net (DIN). This particular engine was introduced about two and a half years ago and has a relatively high output for Its 11.6 litres by virtue of using a "tuned" induction system. The 2600 range has as standard a six-speed ZF gearbox but for weights such as 46 tons the option of splitter gearing to provide 12 ratios is worth while. A pair of singlereduction spiral-bevel axles is used for the FTT2600, the third differential being lockable ,and the rear bogie carried on two-spring (inverted semi-elliptics) suspension.

The OAF terminal tractor has a 126 bhp net (DIN) diesel of 6.17-litre capacity. The drive is through an automatic gearbox with torque converter and the 2in. SAE kingpin coupling is hydraulically fitted.

Two light vehicles exhibited are both OAF 33 models, these being a pick-up and a delivery van.

70 DAIMLER

Daimler Co Ltd, Brown's Lane, Allesley, Coventry.

THE real interest here is the new version of the Fleetline double-deck model fitted with Leyland 680 engine. It is shown as a bare chassis and accompanying it are two bodied examples of the Fleetline, a double-decker for London Transport with Park Royal body and a single-decker for City of Oxford with an Alexander body.

Wheelbase of the Leyland engined Fleetline chassis is 18ft 6in. which makes it suitable for 33ft bodywork with a maximum seating capacity of 84. Output of the engine is 165 bhp at 1900 rpm and it fits well in the Fleetline's engine compartment. But because the unit is shorter, a Hardy Spicer propeller shaft can be used to transmit the drive to the gearbox instead of the rubber-bushed trailing-link coupling used with the Gardner.

There are a number of other new features about the Fleetline illustrated in the Show chassis. Among chassis improvements is the introduction of stainless-steel pipework for the air-brake system and the pipework itself has also been simplified to improve accessibility. A revised front cross-member mounting for the dampers permits interchange of different types and the front axle bed has been lowered slightly to improve the step height. At the rear, the silencer has been repositioned above the chassis frame to obtain more ground clearance and instead of the flexible section being attached to the exhaust pipe with clamps it has brazed flanges which bolt onto the main exhaust pipes.

With the Leyland engine the alternator is mounted on the gearbox and is belt driven from the fan-drive jack shaft This installation allows an ideal setting to be achieved for alternator speed to suit the particular type of service on which the Fleetline is being operated.

The handbrake linkage has been altered too. The rods now pass below the chassis members for easier servicing and there has been a modification to the frame gussets over the rear wheel arches: like the 35ft single-deck version these now extend forward into the dropped portions of the frame.

The single-deck bus for City of Oxford is a 36ft-long model with 18ft 6in. wheelbase. The engine in this vehicle is a Gardner 6LX producing 150 bhp and the gearbox is also a four-speed semi-automatic. The Alexander body has a 53-seat capacity with provision for 17 standees and is designed for one-man operation with front entrance and centre exit.

The double-decker has 16ft 3m, wheelbase and overall body length is 30ft 10in. The engine is a Gardner 6LXB set to produce 170 bhp at 1,850 rpm. In this case there is a four-speed fully automatic gearbox. When this type of transmission is specified Daimler now incorporates an accelerator "throttle dip which eliminates jerk when changing from first to second and second to third. This is done with the CAV automatic control equipment used by Daimler by momentarily cutting the fuel delivery as the change is completed. The body is designed for one-man operation in the same Way as the Alexander single-decker arid there are seats for 68 plus a space for 20 standing.

76 DENNIS

Dennis Bros. Ltd, Woodbridge Works, Guildford, Surrey.

WITH the introduction of the Defiant 24-tongross tractive unit for this show. Dennis now has three basic models to offer operators. An example of each is on display. As well as the tractive unit there are two 15.5-ton-gross four-wheelers—a tipper and platform model— and a 6 x 2 tipper.

The Defiant is the first British vehicle to have as standard the new Perkins turbocharged diesel which produces 155 bhp at 2600 rpm. The chassis has many similarities with the 15.5-ton-gross four-wheeler made by Dennis and is designed to offer a payload possibility of 17 tons in conjunction with a normal single-axle semi-trailer. As well as the engine the Defiant differs from the DB 16.5 by having a new, stronger version of the Dennis U-type gearbox. This is the WM which uses the same casing as the U-type but because tooth widths are greater to meet the higher torque input from the Perkins T6.354, an extension casing is added to hold the first gear train.

Mechanically the other three exhibits are the same, the six-wheeler being produced from the four-wheeler by fitting a Primrose self-steered rearmost axle. In all three cases the engine is a Perkins 6.354 giving 120 bhp

and the drive is taken through a Dennis U--type five-speed constant mesh gearbox. The chassis also have Eaton two-speed driving axles with ratios of 5.57/7.6 to 1. Suspension of the self-steering axle is by means of air suspension. Like the other Dennis models, power-assisted steering is standard.

The six-wheeler has a Tel-by 12 cu yd tipping body 16ft long with front-end tipping gear.

, The shortest and longest wheelbase versions of the DB 15.5 are on the stand, the 12ft 4in. chassis having a 2650ga1 tank, "Catherinewheel" hose reel and metering equipment. The second, 18ft 7in. wheelbase chassis has a 24ft-long light-alloy platform body with full height headboard

95 DODGE

Chrysler United Kingdom Ltd, (Dodge Division), PO Box 46, London Road, Ryton-on-Dunsmore, Coventry, CV8 302, ON the Dodge stand is an interesting example of the work of the Chrysler United Kingdom Special Equipment Operations department. Seen for the first time is a six-wheeler based on the K1050 chassis. The trailing axle conversion is by Universal Power Drives Ltd and although shown as a chassis/cab the model is designed specifically to carry 6 cu.yd. cement-mixer equipment. It is plated for operation at 20 tons gross because outer axle spread is less than 18ft. Wheelbase is lift 2in. (centre line front axle to centre line bogie) and the chassis is designed to be used at up to 22 tons.

At this weight, however, power-to-weight ratio would be less than 6 bhp per ton which is the current accepted minimum requirement by most manufacturers as the engine in the vehicle is a Perkins 6.354 giving 120 bhp gross. The chassis has full air brakes.

The same Perkins engine is seen M the Dodge K1050 16-ton-gross tipper chassis with wheelbase of 12ft 3in. and fitted with a 9 cu yd factory-built body and Edbro tipping gear. This model has power steering as well as full-air brakes.

A double-drive six-wheeler shown is the KT900 which is built completely by Dodge, this being designed for 22 tons gross with 14ft 2in, wheelbase. Power is provided by a Perkins V8.510 diesel and the drive is through a five-speed gearbox. The full-air split-circuit braking system on this chassis has separate lines for the front axle and the rear bogie while the secondary brake is operated through dual-diaphragm lock actuators fitted to the front axle and leading rear axle. These also provide for parking on the same two axles. The brake chambers on the two driving axles are positioned to keep accidental damage to a minimum.

The remaining two Dodge exhibits are tractive units. There is a KP700 with Perkins 6.354/2 which is the higher output version giving 126 bhp gross. Wheelbase of the tractor is 9ft 6in, and it is designed for operation at 20 tons gross. In the heaviestweight vehicle on the Stand—a KP1000 for 28 tons gross combination weight—there is a Perkins V8.510. Wheelbase is 8ft 10in, and the chassis has Clayton Dewandre load-sensing equipment at the driving axle.

91 ERF

ERF Ltd, Sun Works,' Sandbach, Cheshire.

TWO of the five exhibits from ER F are new chassis-32/36-ton-gross two-axle tractive unit and a 38-ton-gross three-axle tractive unit. Both are from the latest ERF A Series, being the first stages of a reappraisal of the complete goods vehicle range made by the company. It is interesting to note that components such as air tanks and fuel tanks are located so that a degree of standardization can be incorporated and the design provides for the fitting of alternative components as required. Main feature of the 36-ton model (limited to 32 by present legislation in Britain) is the use of a Gardner 8LXB engine. The 38-ton-gross model is designed as a lightweight chassis with low-profile tyres at the rear and a new lightweight four-spring suspension developed by ERF. It is fitted with a Cummins 230 bhp engine.

As well as bringing out the new models, ERF has made important changes to its cab design. Frontal appearance is different with the introduction of a slatted grille and twin 7in. headlamps on each side. There have also been considerable changes inside and while the same basic reinforced-plastics structure is used improved heaters are standard and insulation against both interior and exterior noise is added. The standard of interior finish is now greater than before and the driver and passenger both have seats with breatheable plastics coverings.

Common features to the new A Series designs are parallel chassis frames which have air tanks, fuel tanks and batteries mounted on the outside leaving the inside clear. Overslung rear springs are used at the driving axle with spring hanger brackets outrigged from the side member. Although having different engines, both the four-wheeler and six-wheeler introduced by ERF have Lipe-Rollway 14in, twin-plate clutches driving to Fuller RT0909A nine-speed overdrive gearboxes. The fourwheeler has the new Kirkstall D85 hub reduction driving axle with lockable third differential. Power-assisted steering is standard with a Burman box having integral-hydraulics and the brake system uses spring chambers for secondary and parking functions.

The same steering is used on the 6 x 4 and spring brakes are incorporated in the brake system. But this chassis has Stopmaster brake units in order to keep weight down to the minimum and in this case one actuator on each rear unit is replaced by a spring type: in the Stopmaster design pressure is applied to both ends of each brake shoe by separate wedge actuators which give a two-leading shoe action in both directions. The rear suspension is a four-spring layout with the rear ends of the springs carried on bell cranks connected by tie rods on each side to provide nonreactive characteristics. Low profile tyres are used but these are smaller than normal being 15-19.5.

Two other chassis on the ERF stand have Gardner engines. There s an eight-wheel double-drive tipper chassis with the Gardner 6LX8 180 bhp diesel, which drives through a David Brown six-speed overdrive gearbox. Power steering is standard and there are spring brakes on the rear bogie for secondary and parking systems In the case of a fourwheel 16-ton-gross chassis a Gardner 5LW 100 bhp engine is fitted in conjunction with a David Brown 557 gearbox and this chassis has Stopmaster brakes measuring 15in. by 7in. at the front and rear, In this case also one actuator on each rear axle is the spring type.

Completing the ERF display is a 6 x 4 tractor for export markets and capable of operating at 47.8 tons gross combination weight Mechanical components include a Cummins 310 bhp turbocharged engine. Fuller overdrive nine-speed gearbox and 15.5 in. twin-plate clutch.

75 FIAT

Fiat (England)Ltd, Great West Road, Brantford, Middx.

FIAT is another company to have made changes, in its goods vehicle designs earlier this year with new models introduced at Geneva and Amsterdam. Each of the four exhibits on this stand are from the new ranges. There are three tractive units for operation at between 32 and 44 tons and a rigid for use with a trailer at up to 40 tons,

The model for the lowest weight is the 684T tractive unit which can be operated in a combination grossing 32 metric tons. This vehicle has the new Fiat 200 bhp net 9.82-litre diesel used in conjunction with a 15in. Borg and Beck clutch and 10-speed splitter gearbox with overdrive top and bottom gear of 7.01 to 1. Wheelbase is 10ft 5.39in. and with a rear axle ratio of 6.66 to 1 the maximum road speed is 59 mph with maximum gradient climbable of 1 in 6.5.

The other three exhibits all have the Fiat 13.8-litre diesel introduced earlier this year thus giving an output of 260 bhp net at 2200 rpm and maximum torque of 730 lb ft at 900 rpm. In all three cases the gearbox is an eight

speed splitter unit giving a ratio spread from 6.18 to 1 to 0.73 to 1. Like the 10-speed unit fitted in the lighter chassis there is synchromesh engagement but the heavier models have an air-assisted gear change layout. The drive between the 13.8-litre engine and the eight-speed gearbox is through a Borg and Beck 14in,-diameter twin-plate clutch with air-hydraulic operation.

The three vehicles cornpnse a two-axle tractive unit for 38 metric tons (the 619TI) a 6 x 4 tractive unit for 44 metric tons (the 697TP) and the 619NI four-wheeler load carrier which can be used with a trailer at up to 40 tons.

Wheelbase of the 619TI is 11ft 5.2in. while the 6 x 4 has a dimension from centreline front axle to centre-line of bogie of 12ft 9.94in. In the case of the 619NI a 16ft 4.75in, wheelbase version is being shown fitted with a dropside body. As an example of performance provided by the engine, maximum speed with the 6.88 to 1 axle at 40 tons is 69 mph and a maximum gradient of 1 in 6.5 can be climbed.

The cab on the new Fiat is fixed at two points each at front and rear hut inspection will show that little modification will be needed if the cab is to be produced as a tilt version. The basic unit has in fact been applied to a French Uric model (a subsidiary of Fiat) and this does tilt for access to the power unit. The interior of the cab is fully lined and considerable attention has been paid to sound insulation. The same can be said for the standard of furnishing and fitting and the layout of controls.

90 FODEN

Fodens Ltd, Elworth Works, Sandbach, Cheshire.

THE three exhibits demonstrate changes made by Fodens recently to reduce the number of variations in production. Improvements have been made to the standard range produced and at this Show two new models are introduced—a 30-ton -gross eight-wheeler and a six-wheel twin-steer tractive unit—while the third exhibit is seen for the first time. this being a 6 x 4 tractive unit for 44 tons gross.

Fodens has now settled on four cabs for future production. Three are at the Show. The 560 all-steel two-man cab with reverse sloping screen is seen on the 6 x 4 twin-steer model. the S50 half-cab version of this one is on the eight-wheeler and the S70 reinforced-plastics version of the 560 is shown on the twin-steer model. All these cabs have the rear support system introduced by Fodens in 1968 which has an hydraulic damper surrounded by a coil Spring for each of the two points. The 539 older design of reinforced-plastics cab with curved panelling produced by Fodens will continue to be offered but this does not have this rear support layout.

Although designed to operate at 30 tons gross vehicle weight, the 8 x 4 tipper chassis is limited by its 23ft outer axle spread to 26 tons at present. This chassis has a Gardner 6LXB engine producing 180 bhp at 1,850 rpm driving into the Foden 12-speed 5DP overdrive gearbox through a sintered iron clutch plate. The sintered clutch and 5DP box which is a higher capacity version of the original Foden 12-speed unit are also employed on the other two exhibits. As compared to the earlier Foden 28-ton eight-wheeler, the 30-ton-gross model has heavier axles, springs, tyres, frame and steering. The existing rear bogie is employed—it is capable of a 19-ton load at the ground—with its four-spring suspension layout but front axles have been completely redesigned and each allows 6.5 tons at the ground. Front brake size is now 16.5in. by 7in. which is the same as the rear although the earlier design of braking system is retained with a transmission brake behind the forward front axle differential unit.

The twin-steer exhibit is probably the more interesting as this has the Gardner 8LXB 240 bhp eight-cylinder diesel. The 38-ton-gross model has a conventionally located two-axle steering bogie and each axle has a capacity of 6.5 tons. The driving axle is a new Foden design. It is based on the existing worm drive axle with hub-reduction used by Foden in heavy tractors but has been modified to allow faster road speeds. Changes are made to the bevel-wheel-and-pinion gearing in the hubs and the axle has a differential lock-out system newly designed by Fodens; the lock can only be used when underdrive range in the gearbox is engaged.

The 6 x 4 tractive unit for operation at 44 tons gross combination weight has a Cummins 270 bhp turbocharged diesel engine. It has the same size chassis frame as the six-wheel twin-steer unit but with flitches to increase the strength in the coupling area.

74 FORD

Ford Motor Co Ltd, Eagle Way, Watley, nr Brentwood, Essex.

EXAMPLES from the wide range of commercial vehicles made by Ford can be seen on this stand. There are in all 15 vehicles exhibited ranging from the Escort to the 28-ton-gross D1000 tractive unit, including Transits, medium-weight D-Series trucks and maximum gross rigids. There is nothing new for the Show although the R Series psv chassis is seen in its latest form with the Ford 360 cu in. turbocharged diesel engine as standard and with improved instruments, repositioned gear lever and power-operated handbrake.

Lightest vehicle here is the Escort 6cwt van which is derived from the Ford car of the same name and fitted with 1098 cc highcompression engine which produces 53 bhp gross. In the Transit van range there are 18cwt and 35cwt models in standard form, the 390 cu ft Parcels Van version and a 14-seater bus. In the 18cwt there is an 81.5 bhp gross V4 petrol engine of 1663cc capacity and this drives through a Borg Warner type 35 automatic transmission which is optional in the model. The 18cwt van is rated at 2.16 tons gross while both the heavier models can gross up to 3,22 tons, The 390 cu ft Parcels Van is actually based on the 35cvvt model with V4 2-litre engine producing 85.5 bhp gross and driving through a four-speed synchromesh gearbox. The 14-seat bus has a Perkins 4.108, 52 bhp gross diesel engine, this exhibit being a version of the Ford Transit 15-seater bus with petrol engine.

Representing the D-Series there are two medium-weight models—a D550 and a D900 —two D1000 maximum gross four-wheelers and two six-wheelers for maximum legal weights. The D550 has a wheelbase of 13ft and is designed for 9 tons gross: the exhibit has an Imperial box body. Power is provided by a Ford 365 cu in. diesel which has an output of 115 bhp gross. This power unit is the option to the Ford 255 cu in. four-cylinder diesel. The chassis has a four-speed gearbox and single-speed axle and is fitted with 16in. wheels and tyres.

With a wheelbase of 9ft, the D900 has a design weight just over the 14 tons legally possible—it is 14.3 tons. The exhibit has an Edbro tipping body and incorporates the Ford 380 cu in. diesel which gives 127 bhp gross.

Both 01000 models shown are also seen with bodies. and 18ft 10in, wheelbase version has a Garner dropside body and a 12ft 3in. wheelbase chassis has Telehoist tipping body. Specifications of these two 16-ton-gross vehicles is the same with Ford turbocharged 360 cu in. diesel which gives 150 bhp gross.

The two Ford six-wheelers on display can be operated at the maximum legal figure in Britain of 22 tons while the heavier chassis—a DT1700 6 x 4—is actually designed for 24 tons gross. Except for the use of a five-speed gearbox in both cases, specifications of the two chassis differ. The DT1700 has a 1 6ft 3in. wheelbase (centre line front axle to centre line rear bogie) and is fitted with the Perkins V8 diesel and two-speed rear axles with third differential lock. Output of the Perkins V8 is 185 bhp to SAE gross standards but 179 bhp to the BS AU141 standard. All outputs quoted by Ford are to the SAE gross rating and this fact must be taken into account when comparing chassis with those on other makers stands where working to net or BS gross standards makes for a lower quoted output. The DT1700 6 x 4 has low-profile tyres on the rear bogie and is fitted with a Neville tipping body. In the case of the DT1500, this 6 x 2 chassis has a 19ft 9in. wheelbase and measures 34ft 7in. overall. It has a Bonallack platform body and the specification includes the Ford 360 turbocharged engine, and a load transfer device to increase load on the driving axle in difficult adhesion conditions.

In the artic vehicle field Ford has three tractive unit exhibits, these being a D300 6ft 4in. wheelbase chassis for 10 tons gross combination weight. a D800 9ft wheelbase model for 22 tons gcw and D1000 9ft 6in. wheelbase chassis for 28 tons gcw. The 0300 is the lightest Ford tractive unit made and has automatic coupling. It uses the 255 cu in. diesel, four-speed gearbox and single-speed rear axle. The 22-ton-gross D800 has a specification which is available through tilt

Special Vehicle Options department of Ford and is powered by the Ford 360 turbocharged diesel having a five-speed gearbox and Eaton two-speed rear axle. In the case of the 01000, the Cummins 470 cu in. V8.185 is fitted driving through a ZF six-speed gearbox to an Eaton two-speed rear axle.

The R Series chassis is the 16ft-wheelbase model which is suitable for shorter coach bodywork. It has the 360 turbocharged engine which is now standard and the improvements already referred to are incorporated. Also standard on this model is power steering. twin alternators and dual-line air/hydraulic brakes.

67 GUY

Guy Motors Ltd, Fallings Park, Wolverhampton, Staffs.

TWO newly designed heavy chassis both of them rated for operating weights in excess of present C and U figures are the main features. They are an eight-wheeler designed to run at 30 tons solo and with a trailer to a gross combination weight of 56 tons, and a two-axle tractive unit which is quoted as being suitable for 34 tons gross but appears to have a speci fication that would make it suitable for even higher weights. Accompanying these two chassis are three examples of the popular Guy Big J range, a 16-ton-gross four-wheel rigid, a 32-ton-gross two-axle tractive unit and a 6 x 4 short-wheelbase chassis plated for 20 tons.

The eight-wheeler has a Cummins 350 bhp turbocharged diesel driving through a Fuller Roadranger gearbox with 13 speeds and a torque capacity of 1200 lb ft. There has been speculation on the part of Guy engineers in some aspects of the design because it is not known what sort of requirements will be made if ever vehicles for weights such as those applied to the Guy will be allowed. But it is reasonably certain that mechanical components as on the eight-wheeler will be needed. At the rear Guy uses a pair of its hub-reduction rear axles with four-springand-balance beam suspension.

Like the eight-wheeler, the 34-ton-gross tractive unit has a turbocharged engine but in this case it is a Rolls-Royce 265 bhp unit and this drives through a Fuller 10-speed gearbox with torque capacity of 900 lb ft. This model has front and rear axle as used on the eightwheeler which follows the Guy policy of using common parts throughout the Big J range wherever possible. Guy also maintains its position of being leader in brake system design with this chassis; it has spring brakes to provide for parking and secondary, the two functions applying to both axles and Guy has developed a method of having load-sensing for the secondary system as well as the main system on the driving axle brakes which is the first time that this has been done.

Guy exhibits one further tractive unit, this being the existing design of Big J four-wheeler for 32 tons gross combination weight. Wheelbase is 9ft 6in.. the same as the heavier model just introduced and the engine is a RollsRoyce 220 bhp diesel. There is a six-speed constant mesh gearbox and this model has similar front and rear axles to the 34-ton design which are plated for 6 and 10 tons respectively.

Bringing the Guy exhibits to five are two rigids. a four-wheeler for 16 tons gross with Leyland 401 138 bhp diesel, five-speed gearbox and two-speed rear axle and a 6 x 4 for 20 tons gross with AEC AV505. 146 bhp diesel and six-speed gearbox These chassis have wheelbases of 1 3ft 9in. in the case of the four-wheeler and lift (centre-line front axle to centre-line bogie) in the case of the sixwheeler.

97 LEYLAND

Leyland Motors Ltd, Leyland, Lancs., PR5 1SN.

TODAY is the official birthday of the new Leyland National bus which is described elsewhere in this issue. A considerable amount of effort and expenditure has gone into the development of this vehicle, an example of which is prominently displayed on the Leyland Stand. The bus is a fully integral design and many novel features are used in the body construction.

Mechanically the bus is also interesting. There is a turbocharged version of the Leyland Fixed-Head 500 diesel at the rear driving through a unit-mounted fully or semiautomatic gearbox then through the axle casing to primary reduction built into the forward end of the rear axle drive. Air suspension is used for the chassis and the powerassisted steering represents a significant change from usual psv design as the rack and hydraulic system is mounted on the front axle.

Leyland has its gas turbine truck on display again but perhaps of more significance is the fact that three examples which are due to go into service with operators are exhibited elsewhere in Earls Court. These are on the stands of Gloster Sam, Universal Bulk Handling and Yewco. Like the prototype, these are 6 x 4 models for up to 44 tons gross combination weight. They will go into service with oil companies and differ considerably from the earlier machine displayed first of all two years ago by Leyland. The front axle is wider, the front suspension uses Taperlite springs, the rear axles are different and use a lighter suspension with inverted taper-leaf springs and there is a circular fuel tank. The cab is basically an Ergomatic with revised front styling and different interior trim and the exhaust stacks located behind the unit tilt with the cab.

Two of the other four chassis on the Leyland Stand are tractive units. There is a Beaver four-wheeler for 32 tons gross combination weight and this has the Leyland 690 240 bhp turbocharged diesel. Another feature of the machine is a 10-speed semi-automatic gearbox and the chassis has spring brakes for emergency and parking. The second tractive unit is the lighter Lynx for 28 tons gross. Wheelbase is the same as that of the Beaver at 9ft 6in. but the engine is the Leyland Fixed-Head 500 giving 170 bhp.

The Lynx was introduced in 1968 at the same time as the Bison and an example of the latter chassis a 6 x 4—is seen. This is a tipper for 22 tons gross. Wheelbase is 16ft. The Bison has the same engine as the Lynx but the gearbox is a six-speed unit instead of the 10-speed range change fitted in the Lynx. The pair of double reduction axles at the rear are carried on inverted semi-elliptic leaf springs of lightweight design.

Completing the Leyland display is a Super Beaver normal-control four-wheeler designed for export markets. A new feature in this 18ton-gross model is the fitting of the Leyland 690 turbocharged diesel producing 240 bhp. The wheelbase of the Super Beaver is 12ft 11 in. and the model can be used with a trailer at up to 36 tons gross combination weight. The chassis has a seven-speed overdrive gearbox, heavy-duty suspension and the all-steel cab is of double-skin construction.

68 Leyland (Scotland)

Leyland Motors (Scotland) Ltd,

Bathgate,

West Lothian.

ALL machines produced by Leyland Motors (Scotland) now carry the name Leyland Redline. This is the first public showing of vehicles with the new badges and as well as the maximum-gross Mastiff, the Boxer and Laird models, there is an example of the terrier introduced at the end Of last month. There is also a normal control chassis for export and a 3.5-ton-gross FJ truck.

The Terrier range caters for gross weights from 6.5 to 9.5 tons, and the lightest model— the TR650—is on exhibition. The Terrier range replaces the two higher-weight models in the old BMC FG range. While following in general the design of the FG, the Terrier has a high-tensile steel frame, a completely new design of brake system and other alterations. The brake system is particularly interesting being a type now made by Clayton Dewandre under licence and is called a "power hydraulic" system. The hydraulic circuits to the front and rear axles are separate and each has an "accumulator". This stores pressure from the tandem-hydraulic pump located on the engine to boost application of the hydraulics to the wheels. The engine in the TR650 is a 3.8-litre diesel producing 70 bhp and this drives through a new Turner four-speed allsynchromesh gearbox.

The cab on the Terrier is basically the same as that used on other models produced by Leyland Motors (Scotland). The cab on the actual exhibit is the GX type which has improved trim over the standard cab.

The 28-ton-gross tractive unit version of the Mastiff is shown. This has a wheelbase of 9ft 6in. and is powered by a Perkins V8, 179 bhp gross (BS) diesel. The gearbox is a fivespeed synchromesh unit and this is the first time that the Mastiff has been seen with its weight limit increased from 26 to 28 tons. The Boxer was introduced at the last Scottish Show and the 14.25-ton-gross tipper to be seen has a wheelbase of 10ft 7in. Like the Mastiff, this chassis has a full-air braking system with spring units for parking but uses a Perkins 6.354. 126 bhp engine. The gearbox in this case is also a five-speed synchromesh unit. The Boxer is shown with an Edbro subframe and tipping gear.

The Laird on display is the 12-ton-gross model with wheelbase of 12ft 7in. It features

3 5 7-litre 105 bhp diesel and five-speed synchromesh gearbox and braking system s by the now popular Clayton Dewandre Jual-actuator and tandem master cylinder iype system. The export chassis on the eyland Motors (Scotland) Stand is a 1160 WF -iormal control model for 11.6 tons gross. Nis has the 5.7-litre 105 bhp engine with a 'our-speed constant mesh gearbox.

Smallest vehicle on the stand is the 3.5-tonaross FG which continues in production Nheelbase is 9ft Sin, and power is from a 2.2-litre four-cylinder diesel giving 55 bhp

BO MAGIRUSDEUTZ

‹lockner-Humboldt-Deutz, A. G., 7/0 Seddon-Deutz Ltd, 9entley Avenue, Stake Hill Estate, Vliddleton, Manchester, M24 2RW.

SEDDON-DEUTZ Ltd has had some success at telling the heavy normal-control 6 x 4 and 3 x 6 Magirus-Deutz models in this country Or off-road use. Now the company is putting Forward the 6 x 4 230 D 228 as a propotitian for normal-tipper use. The vehicle has 3n outer axle spread of just over the 18ft Nhich allows it to be operated on highways 3t 22 tons and to get a reasonable unladen Neight, an alloy body is fitted. This is said to allow a payload of 14 tons to be obtained. file 230 D has a Deutz V8 air-cooled diesel giving 230 bhp at 2,200 rpm and this drives through a six-speed transmission to the twospring rear bogie. Plated gross weight is 24 tons and the model is also available with overburden or rock-type bodywork for .dumper Juties.

A similar vehicle to the 6 x 4 is also featured, this having the same engine and gearbox but with the addition of drive to the front axle through a two-speed transfer box. The model is designed for use on oilfields and particularly in desert locations and 14.00-20 tyres are fitted. Permitted gross vehicle weight of the model which can be used as a tractor is 65 tons.

The third exhibit to be seen here is a normalroad tractive unit with left-hand drive This also is a 6 x 4 being the 250022 FS designed to be operated at up to 40 to 44 tons gross combination weight. The engine is a Deutz V10 air-cooled producing 250 bhp net and the forward control cab has twin bunks, is fully insulated and has a -sun roof". The six-speed main gearbox is augmented by splitter gearing and gives 12 forward speeds.

79 MERCEDESBENZ

Mercedes-Benz (Great Britain) Ltd, Great West Road, Brentford, Middx EXAMPLES from the top and bottom ends of the range of commercial vehicles made by Daimler-Benz in Germany are displayed. There are two heavy tractive units and two examples of the Mercedes-Benz van range as well as a Unimog 4 x 4 small vehicle and a 0.302 luxury coach. Heaviest vehicle‘is the LPS 2024 twin-steer tractive unit for operation at up to 38 tons gross combination weight. In this vehicle the second steering axle is set just ahead of the driving axle and leaf-springs are used all round for the suspension. The Daimler-Benz OM 355 11.6-litre six-cylinder diesel in the model produces 240 bhp net at 2200 rpm and drives through a six-speed synchromesh gearbox. The rear axle is the normal design used by the German manufacturer for heavy models in which drive from the primary reduction unit in the centre of the rear axle is taken to the hubs by shafts in separate casings from the load-supporting axle beam. At the hubs there is secondary reduction by spur gearing. Wheelbase of the model is 11ft 9.7in. and to give a virtually fiat floor to the cab this unit is set fairly high on the chassis, there being a two-step entry. The cab itself is finished to a very high standard with high quality trim and very comfortable seats.

In the lighter LPS 1418 also on display the engine is also located beneath the floor of the cab which is similar in general design and quality to that on the heavier model. The LPS 1418 is a two-axle tractive unit with a wheelbase of 9ft 0in, and it is sold in this country to operate at 32 tons gross combination weight. As with the 2024, steering is powerassisted but this vehicle has the OM 346, 10.8-litre diesel which gives 185 bhp net at 2200 rpm and 463 lb ft net torque at 1300 rpm. The gearbox is a five-speed synchromesh, the driving axle being a Daimler-Benz twospeed design built on conventional lines with single-reduction hypoid-bevel gearing in the centre.

The L406D van on the Stand has one of the 35 body variations available on this model. It is the long wheelbase version of the 406 11ft 5.8in. with a. high roof giving an internal height of 6ft 2.8in. Body capacity is 424 cu ft and there are windows in the partition between the driving area and the load compartment. There is a side access door to the load area supplementing the double rear-doors which open to lie flat against the sides. Gross weight rating of the vehicle is 4.6 tons which allows a payload of about 2.34 tons.

Also shown—a version of this same van with Deansgate bus bodywork by Williams of Manchester. This is one of six which are being build for Leeds Transport Corporation and they will be used to pick up passengers in the shopping area and take them to the two bus stations on the precinct outskirts. There are 13 seats in the bus with plenty of room for standing passengers and equipment fitted includes two-way radio, electric ticket issuing machine and a change-giving machine.

As well as the 0.302 luxury coach which has stainless-steel exterior panelling and the Unimog 416, there is an example of the new Daimler-Benz V10 engine and also the recently developed automatic gearbox for the Mercedes-Benz 0.305 city bus.

77 MORRISONELECTRICAR

Crompton Leyland Electricars Ltd, Crown Avenue, Dukestovvn.

. Treclegar, Mon.

THE one new light vehicle at Earls Court is on this stand. It is the Model Al battery electric vehicle which is produced as a pick-up and as a van. Both versions are shown together with three other examples of electric vehicle produced by this company.

The Model Al is designed for a payload of up to 5cwt and is under 9tt in length. It is intended for city and urban light goods delivery work and has a turning circle of less than 20ft: licensing weight is less than 12cwt. According to the battery equipment and so on, maximum level speeds of 25, 28 or 33 mph are obtainable with the model plus good acceleration and a useful working range of about 25 miles per day on one battery charge. The vehicle has front-wheel drive with independent suspension all round and power is provided by a 48V battery. Two series-wound motors are employed and there is a built-in charger, a carbon-stack controller and a half or "economy" speed stage for use under congested traffic conditions.

The body on the Model Al is of reinforcedplastics construction and is hinged at the rear so that there is complete accessibility to the chassis and electrical components for maintenance. The seat pans and backrests are integral with the deck, the sides and the vallances.

A general-purpose van based on the standard Morrison F36 is also exhibited, this chassis having a payload capacity of 2 tons and incorporating a 36-cell battery, and standard three-speed control. A standard plastics cab is fitted with a special all-light-alloy body and a sub-frame of prefabricated unit construction; there is an alloy roller shutter at the rear.

The final two exhibits are for municipal use. There is an overhead-survey vehicle based on the standard Morrison D30/25 and equipped with Simon U25 hydraulic arm and working cage. The vehicle is designed for use in underground salt-mine survey duty and is fitted with a steel cab, scuttle and deck. The plastics working cage can be raised to a height of 25ft.

The standard Morrison D36/25 chassis provides the basis for the fifth exhibit which is an ambulance for hospital use. It is equipped with a standard plastics cab having forwardsliding doors, the body being of light-alloy internally lined and equipped for the transportation of sitting or wheelchair and/or stretcher patients. A full-width batteryoperated Ratcliff lifting tailgate is fitted, this being encased by the rear doors.

100 MOSKVICH

Satra Motors LW, Canada Road, Oyster Lane, Byfleet, Surrey.

FOUR examples of the Moskvich 434, 8.5cwt van now being marketed in this country are displayed. The 434 is based on the Moskvich 412 Estate car and is built on conventional lines.

The engine is a four-cylinder unit in which there is extensive use of light-alloys. It is an overhead-camshaft design featuring we liners with bore and stroke dimensions of 82mm and 70mm respectively making capacity 1478 cc. Maximum gross output (SAE) is 80 bhp at 5.800 rpm and the drive is through a four-speed all-synchromesh gearbox to a hypoid-bevel final drive in the rear axle. Self-adjusting drum brakes are used measuring 9in, diameter by 1.5in. wide all round and power is applied through a vacuum-servo unit. Tyre size is 6.40-13 and the van has a wheelbase of 7ft 10in., an overall length of 13ft 5in. and is 5ft 1in. wide, There is an interior width of 4ft and floor length is 4ft. Entrance to the rear of the body is by a two-piece closure, one half lifting up and the other letting down to form a tailboard. The upper half has a wide window fitted in it. Inside the body the load space is lined at the sides and in the roof and there is a full-width half height bulkhead separating the 58 cu ft load space from the driver and passenger area. Standard equipment in the Moskvich 434 includes a heater/demister unit, reversing light, comprehensive tool kit, two-speed wipers, windscreen washers and a radiator shutter. The vehicle will be marketed at a recommended price of £525.

71 ROVER

Rover Co Ltd, Lode Lane, Solihull, Warwicks.

ALTHOUGH the new Range Rover has been designed primarily as an estate-type car, its potential in the commercial field is illustrated at this Show by two examples tailored to meet the requirements of military users and of civilian emergency services. For military use the Range Rover is shown with a specification that will allow it to perform the combined roles of a staff car and a command vehicle while for emergency services there is a comprehensive specification designed to meet the needs of police, fire brigade or rescue services. In addition to these two exhibits there are four of the normal Land-Rover models, two short wheelbase versions, one with petrol, one with diesel engine, and two long wheelbase vehicles, a dieselengined truck and a 12-seater with sixcylinder petrol engine.

Equipment on the emergency-services Range Rover includes floodlights, warning devices, illuminated signs and a host of additional equipment. The rear side windows have been replaced by roller shutters which give access to large storage lockers and as they are mounted high upon the sides of the vehicle they have a centre gangway inside. The rear bench seat has been removed leaving extra space for a variety of equipment needed for all types of incident. The vehicle has two warning signs which can be illuminated to read -police", -fire", -rescue", or -stop-, built into a reinforced-plastics false roof panel. A new multi-reflector beacon is fitted which flashes blue when the vehicle is in motion and red when it is stationary and audible warning of the vehicle's approach is given by a new pattern two-tone siren that gives an intense penetration. Two floodlights are mounted on the roof and these can be adjusted to give either a long range narrow beam or alternatively a wide spread beam to illuminate the scene of an accident.

The military Range Rover has a similarly detailed specification. It has a higheroutput alternator to supply a battery situated under the bonnet. The standard benchtype rear seat has been replaced by two individual seats which fold to give access to a third side-facing seat and there is also a map-reading table and a lamp. There are clip racks for items of equipment carried inside the vehicle and in addition to this a large roof rack is fitted to carry spare wheel, camouflage netting, tow rope and an Edgington tent which can be extended from the rear edge of the roof to provide cover to the crew.

BIGGEST new vehicle at the Show is on this stand. It is the Scammell Samson which is a development of the Crusader with the addition of a second steering axle and is designed for operation with abnormalload semi-trailers at up to 76 tons. Also shown by Scammell is a 65-ton-gross version of the Crusader as well as the normal Crusader now rated for 44 tons.

Specifications for all three models include a General Motors V8 two-stroke diesel with a capacity of 9.31 litres and giving 290 bhp gross and a maximum gross torque of 805 lb ft. They all have a Lipe Rollway 15in. twin-plate clutch and Fuller Roadranger 15-speed gearbox. In the case of the Samson an imposed load

of 27 tons can be taken through the•

fifth-wheel as a result of the fitting of the second steering axle just in front of the double drive rear bogie. The two driven axles have a ground rating of 23 tons in all and each of the steering axles is rated for 7 tons.

One reason for the design of the Samson is that it will enable a heavy-load tractive unit to be offered at a much lower price than normal and with easier spares supply by using components standard in conven tional chassis. Wheelbase of the eight-wheeler is the same as that of the three-axle models 13ft from centre line front axle to centre line bogie—and both of the higher weight models on show have been fitted with stronger rear bogies and bigger driving axles than the 38-ton rated model introduced two years ago and which continues to be available Spring-brake chambers are used on the Crusader and Samson and standard fittings on the chassis include a Kysor radiator shutter. Bostrom suspension seat, anti-theft steering lock, power-assisted steering, twin heaters, reversing lamp and cigarette lighter. All the important gauges —for oil, water and air pressure—are supplemented by warning lamps and circuit breakers instead of fuses in the electrical sytem.

In addition to these heavy vehicles an interesting exhibit is the Mark III version of the Scammell Trunker which is the first chassis to be offered with Dunlop Maxaret anti-wheel-locking equipment as an option. In general the Trunker Ill follows the earlier design but a Leyland Beaver hubreduction driving axle is used and a British Leyland range-change box is also now employed in the chassis. Grass weight rating of the model is 36 tons and the chassis on the stand has a Rolls-Royce 220 bhp diesel engine.

The Scammell Trunker is shown with a tipping trailer as a complete articulated vehicle. The semi-trailer is an addition to the Scammell Challenger range and is designed for operation at a gross trailer weight of 27 tons when fitted with a normally spaced bogie or up to 29.5 tons with a widespread bogie.

The Contractor heavy-haulage tractor is seen at the Show with a new application, the chassis being designed for off-the-road duties. The exhibit is one of an order for six for Africa where it will be used on logging operations. The Contractor is fitted with extra-wide tyres to give good flotation on soft muddy ground and its specification includes a Cummins 250 bhp engine eight-speed semi-automatic transmission an 8-ton front axle and 24-ton double-driv: rear bogie.

87 SCANIA

Scania-Vabis A. B..

do Scania-Vabis (Great Britain) Ltd,

Heathrow House, Bath Road Cranford, Middx.

AT this Show Scania-Vabis shows the LBT14C for the first time in this country. With it on thr stand are examples of the Scania tractive unit: which have sold in good numbers in Britain these being the 110 and 80 and there is els( an LB80 rigid four-wheeler with 22ft Bonaliacl platform body.

The LBT140 is a 6 x 4 tractive unit capablr of operating in artics grossing up to 70 tons The engine is the V8 turbocharged diesel w hid produces 350 bhp net at 2300 rpm and vvhicl was introduced with the 140 at the Frankfur Show in 1969. The exhibit is a left-hand drivi vehicle but right-hand versions are expecte( to be produced during the first half of nexi year when they will be made available tc British operators. The transmission in thr vehicle is the Scania 10-speed synchromesh splitter design and the rear bogie has C third-differential lock as well as differentia locks in each of the driving axles.

The cab on the 140 range is exactly the same as that on the 110 being built to a very high standard of interior trim. The cab tilts by ar hydraulic system for access to the power uni. and the 6 x 4 exhibited has a sleeper cab. Fa visitors to the Show who wish to sample the model in action, Scania has a rigid version ir the demonstration area coupled to a two-axlr drawbar trailer and grossing 38 tons.

Specification of the LB110 tractive uni. used on the Stand is as sold in this countr) with turbocharged 11-litre engine producin.c 271 bhp net at 2200 rpm and the same 10speed transmission as on the 140. The mode is sold in Britain for operation on norma haulage at 32 tons but the same design it used in other parts of Europe at 38 tons ant in Sweden the gross weight can go up to 51 tons.

The LB80 was introduced into Britair earlier this year and is sold as a rigid for 16 tom gross or as a tractive unit for 32 tons grost combination weight. In the latter case the Scania 199 bhp net turbocharged diesel it fitted but when sold for solo use a naturally. aspirated version which gives 161 bhp net it employed. Also as a tractive unit, a 10-spew splitter gearbox is used whereas the rigid ha a five-speed box. Although the tilt cab on thi model is smaller than that on the two bigge Scanias, it is built to a similar standard o quality. The body on the rigid vehicle whicl has a wheelbase of 16ft 4.6in. is 22ft. It wa: built by Bonallack of light-alloy with a tirnbe floor.

As well as the vehicles Scania-Vabis display: three engines. These show the constructior of the power units fitted in the vehich exhibits. They are a DS14 turbocharged V8 a 011 naturally-aspirated six-cylinder diese and 058 turbocharged six-cylinder diesel The V8 has a displacement of 14.2 litres am produces its 350 bhp at 2300 rpm whil( maximum torque of 918 lb ft is produced a 1450 rpm. In the case of the D11, 11.0-litri unit, maximum net output is 188 bhp at 220( rpm and maximum net torque 570 lb ft a 1200 rpm. Comparable figures for the turbo charged version as in the 110 on the sten( are 271 bhp at 2200 rpm and 784 lb ft al 500 rpm. For the DS8 maximum output (net) ; 199 bhp at 2400 rpm and maximum torque 99 lb ft at 1500 rpm while the naturallyspiraled version as in the L880 rigid gives 161 ihp at 2400 and 405 lb ft at 1500 from its '.8 litres.

93 SEDDON

3eddon Diesel Vehicles Ltd, IVoodstock Factory. Dldham, Lancs.

THERE is both goods and psv interest on the 'Seddon stand this year. A new tractive unit lesigned for up to 38 tons gross operation is 3n display together with a Pennine IV chassis itted with Perkins V8 engine, the first time this las been shown. Also on show are a Pennine RE) rear-engined bus with 36f1-long singleleek body, tractive units for 28 and 20 tons 3ross and a 13:four 16-ton-gross fourNheeler, The The 38-ton-gross two-axle tractive unit is Dased on the components used in the Seddon 32:four series in respect of front axle. -ear axle and braking system but it is the first Seddon to be fitted with a turbocharged Rolls-Royce diesel. Output is 265 bhp at 2100 rpm and the drive is through a Fuller Roadranger gearbox which is another first-time fitting for the manufacturer. Power steering $ standard on this model and the rear axle s the Seddon 13-ton capacity hub-reduction mit used on the company's heavier chassis.

The Seddon 16:four range which includes 16-ton rigids and 28-ton-gross tractors, has Deen redesigned and instead of being based on the 13:four unit—frame, cab, etc—these models are now based on the 32:four series. This means that the chassis have a parallel frame and the taller cab which has a 10in, section added in the lower part as compared to the 13:four cab. The changes are illustrated in the 28-ton-gross tractive unit. This has a wheelbase of 9ft 6in. and is powered by the Perkins V8 diesel. It has a six-speed gearbox and the 13-ton rear axle.

The two other Seddon goods vehicles at the Show both have Perkins 6.354 120 bhp diesels and five-speed gearboxes driving twospeed rear axles. The 9ft 3in. wheelbase tractive unit is designed for 20-ton -g ross operation while the 16ft 9in. rigid four-wheeler is for 16 tons gross. Both of these models are in the 13 :four series.

All the four goods vehicles have cabs to the latest Seddon design in which the interior has been improved considerably. There is now better sound insulation and improved trim with twin overhead wipers and the air cleaner located at the rear of the cab in at cases; as it has been for some time on heavier models. A new bonnet cover in ABS plastics has a rigid foam backing to reduce interior noise and the instrument panel is now located in front of the driver. The instrument layout Is rearranged and there are rocker-type light controls with the horn push. dipper switch and trafficator control on a stalk on the righthand side of the column.

The Pennine IV bus/coach chassis on the stand has its Perkins V8.510 diesel located at the front end but like the model fitted with Perkins 6.354. the power unit can be at the rear if required. Wheelbase of the exhibit is 18ft 6in. the chassis being suitable for 36ft bodywork. The bodied psv is the Pennine RU with the Gardner 6H LX 150 bhp diesel located horizontally at the rear of the chassis. This has a wheelbase of 18ft 6in. and is fitted with 36ft bodywork from Crosville. it is one of an order for 100 and the body which can accommodate 45 seated passengers and 20 standees has doors at the front end and within the wheelbase being designed for one-man operation.

73 THORNYCROFT

Transport Equipment (Thornycroft) Ltd. cio Scarnmell Lorries Ltd, Watford, Hen's TWO Nubian Major 6 x 6 fire-crash tenders for airfield use are exhibited by Thornycroft. One is equipped by Carmichael while the other is by Pyrene. Both these Nubian Majors have Cummins V8 300 bhp diesels.

New from Thornycroft at the Show is a tractive unit version of the 6 x 4 AEC dump truck which is now marketed by Aveling Barford. This is called the Bush Tractor. It is designed for on/off road work in development areas and allows a gross combination weight of 35 tons. Mechanically, the Bush Tractor follows the 690 dump truck with an AEC 187 bhp diesel and five-speed gearbox Examples of each of the constant mesh gearboxes made by Mauclesley are also on display. These have from five to 12 speeds and torque capacities from 400 to 600 lb.ft, and while they are sold generally, most of the production is used by British Leyland companies.

78 UNIPOWER

Universal Power Drives Ltd, Aintree Road,

Per/vale, Middx.

A NEW VERSION of the Unipower Invader 4 x 4 introduced at the 1968 Show is seen on this stand. This has Dial-Holmes breakdown recovery equipment and is fitted with a special low-line cab instead of the usual Motor Panels unit. Also of interest is a new single-drive rear-bogie with four-spring suspensio. designed primarily for conversion of Leyland Mastiff four-wheelers to 6 x 2 but adaptable for most makes of 16-ton gross two-axle rigid chassis.

A second Invader shown is a chassis/cab which will be equipped as an airfield fire/crash tender by Carmichaels of Worcester and exported to Ceylon. The specification of the Invader includes a Perkins V8.510, 179 bhp (BS gross) engine, five-speed main gearbox and two-speed auxiliary and transfer box. The -wrecker" has twin power winches for the Dial-Holmes twin-boom equipment which is rated for 18 tons but suitable for recovery of vehicles up to 30 tons gross.

The new Unipower bogie employs the normal driving axle of the vehicle being converted with a Rubery Owen trailing axle. The four-spring suspension is a new lightweight design and while the trailing axle is similar to units previously used on Unipovver conversions. it is for heavier duty. When used to convert 16-ton-gross chassis, plated weight goes up to 22 tons.

88 VW

Volkswagenwerk A.G., c/o Volkswagen Motors Ltd, Brighton Road, Purley, Surrey.

EXTRA POWER, better braking and improved road holding are features of the latest range of Volkswagen commercial vehicles now being sold in Britain. With the changes prices have been increased by about £14 in all cases.

The previous 1,584 cc air-cooled rear engine is used in the latest design but out

put is increased from 57 bhp gross to 60 bhp gross and now front disc brakes are standard on all models to match the increased performance. There are wider shoes at the rear drum brakes and a pressure regulator prevents rear wheel locking on heavy braking.

Better handling is provided for by the use of a wider track at both front and rear and the latest specifications also include stronger drive shafts and heavy-duty dampers at front and rear. But there is also improved insulation in the engine compartment. a new sliding-door lock and a revised range of exterior colours and interior trim is offered.

Examples from the range of VW commercials are to be seen on this stand.

89 VOLVO

Volvo, A.B., c/o Ailsa Trucks Ltd, 101 Kelbum Street, Barrheacl, nr Glasgow, Scotland, TWO NEW developments to be seen on the Volvo Stand are an EKA recovery unit fitted on an F86 four-wheeler and the introduction of a higher-output version of the turbocharged 6.7-litre Volvo engine. The EKA equipment will be marketed by Ailsa Trucks Ltd, UK concessionaires for Volvo, and the F86 on which this is mounted as well as the second F86 on the stand have the higher power engine. The third exhibit is an FB88 6 x 4 tractive unit which is plated for use at up to 110 tons gross combination weight.

With the increase in power output from 195 bhp to 207 bhp at 2400 rpm, the smaller Volvo engine used in the F86 is redesignated the TD 70B. A new fuel-injection pump is fitted to the engine which incorporates an acceleration control unit that limits exhaust smoke at low engine speed under full load. Smoke is also limited during acceleration and other changes to the engine include the use of a new camsheft as well as reinforced valve mechanisms. Piston's are also changed and there have been modifications to the induction manifold, work on breathing and combustion characteristics being the main reason that a higher output is possible with the same or less smoke emission. With the increase in engine output the R50 gearbox used in the F86 has been strengthened and renamed the R51. A new alternator with higher output and driving from a pulley an the vibration damper at the front of the engine is employed.

As well as the higher-power engine, both F86 chassis have the latest R51 eight-speed synchromesh gearbox with ratios from 10.18 -to 1 to 1.1 to 1. The chassis have power assisted steering and steel tilt cabs.

The EKA recovery equipment on the F86 is one of three models that Ailsa Trucks will be marketing. As well as the Model C exhibited which has a lifting capacity of 10 tons and winch capacity of 13 tons, there is the Model N with a lifting capacity of 3 tons and winch capacity of 4 tons and the Model D with lifting capacity of 20 tons and winch capacity of 30 tons.

The FB88 also has a tilt cab but this is the bigger unit used on the heavier Volvo chassis and the 6 x 4 has the Volvo 270 bhp turbocharged diesel driving through the heavier duty-860—gearbox which also has fullysynchronized ratios but from 10.6 to 1 to 1 to 1. Each of the rear axles is a hub-reduction type and the differentials in each axle and that in the drive between the two can be locked out for improved traction.