Dennis.
Page 45
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Fire-engine. Box Van, Motor Coach. Single.cleck Bus.
STAND No. 49.
THE EXHIBITS staged by this company are most representative, and render their stand one of the most interesting in the Show. In all, six vehicles are shown, comprising a two ton export model chassis, a 40 h.p. three ton box van, a fiveseix ton tipping wagon fitted with Wood hydraulic tipping gear, two passenger vehicles—one a 32-seater saloon omnibus and the other a 30-seater char-iebancs, and last, but not least, a fine example of the 60 h.p. type Dennis fire-engine, the particular engine shown being one hunt for Trinidad. Of the six models, two are new productions, i.e., the two ton export model and -the five-six ton tipping wagon.
The former differs in many respects from its predecessors, particularly as regards the control, the change-speed, and band brake levers being centrally posiitioned and operated by the driver's left hand, and carried by a stout cross-member. The four-cylindered T-headed engine has its cylinders cast in pairs, the bore being 105 mm. and the stroke 150 -mm. Accessibility in this engine is a feature which the designers were at par
ticular pains to obtain. Forced feed lubrication is employed to all working parts. The sub-frame on 'which the engine is mounted has three-point suspenBien, and the gearbox, which gives four speeds forward and a reverse, is Suspended from two arched cross-members. It has a cast aluminium casing and a
cover to give the -maximum opening. The clutch is of the type in which a single plate is gripped between Ferodo rings, and between the clutch and the gearbox is a shaft with two universal joints of a somewhat unusual pattern, each consisting of six large steel balls working in sockets in the shaft and the other half of the joint,. The drive to the overhead worm-driven axle is through a long propeller shaft and two universal joints of the annular hall race type.
The five-six ton chassis has an engine and gearbox similar to that employed on the three-four tonner, but the final drive gear ratio is.reduced, and the rear axle itself is a very massive production strengthened by adjustable tie-rods ; the other parts of the chassis are also designed to cope with the heavier loads, the frame being unusually deep. A brake drum of unusually large diameter and with a wide face is positioned behind the gearbox, and on it contract stout cast-iron shoes. The hand brake operates on large drums bolted to the rear wheels; it is provided with internal cast-iron ehoes, which are expanded by case-hardened steel Cams.
The worm and differential gem are carried, as usual, by the top cover of the axle casing, and can be removed without taking down the axle, removing the wheels, or jacking up the chassis. Phosphor-bronze floating bushes are employed for all.the wheel bearings, hardened and ground sleeves being 'fixed firmly in the wheel centres.
Bolted to the rear axle is a heavy tubular torque .and radius member supported at its front end in a spherical housing carried by a massive crossmember, which is held in rubber-lined trunnions at each end.
The three-four ton chassis, which is that employed for the box van and mod 1fled for the two passenger vehicles, has a four-cylindered power unit witi the cylinders cast in pairs, with a bore and stroke of 115 mm. and 150 mm., developing 40 b.h.p, at 1,000 r.p.m. The clutch is of the external cone type faced with Ferodo, and the ehitch shaft has two universal joints of the box type with renewable bronze blocks. Four forward speeds are provided by the gearbox, and the final drive is by way of a short shaft to k propeller shaft contained in a tubular cross-member as in the five-six ton chassis, final drive being by overhead worm.