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Two New Morris -Commercial Goods Chassis

1st November 1935
Page 94
Page 95
Page 94, 1st November 1935 — Two New Morris -Commercial Goods Chassis
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A 3-tonner and a Long-wheelbase 4-tonner Added to the Range. Many Interesting Constructional Features TO augment an already extensive range of small and mediumpowered goods vehicles, Morris Commercial Cars, Ltd., Adderley Park, Birmingham, 8, announces two new models—a 3-tonner and a long-wheelbase 4-tonner, both of which vehicles bear the indelible stamp of the maker, so far as detail work is concerned, but possess individual characteristics in respect of performance and carrying capacity.

The 3-tonner has been introduced to fill the gap caused by the recent replacement of the former 3-tonner by a 30 m.p.h. 4-ton model, whilst, the other model is additional to the 4-ton range, being a special long-wheelbase type designed to meet the demands'of operators who require large freight-space for bulky or awkward loads.

Dealing first with the 3-tonner, it should be stated that this model is available only with a six-cylinderecl engine, forward control and one wheelbase, length (12 ft.). The standard six-cylindered Morris-Commercial power D.136 unit, with bore and stroke dimensions of 82 mm. and 110 mm. (3.485 litres), is used in conjunction with a singleplate clutch and a unit-constructed four-speed silent-third gearbox.

The transmission is planned on straightforward lines, the design calling for a two-itage propeller shaft, having a short shaft at the forward end with a fabric universal joint behind the gearbox, and a self-aligning central bearing housed in the flange of a crossmember. From this centre bearing, the drive is transmitted by a propeller shaft, the forward end of which slides in splines at the universal joint, the whole being enclosed in a telescopi torque-tube assembly which is spheri cally mounted at the front.

Of particular interest is the rear-axle assembly, for spiral-bevel reduction gearing is employed, the bevel pinion being supported by a roller bearing at the inner end and two opposed taperedroller bearings at the outer end. The differential housing also runs on tapered-roller bearings, likewise the hubs, fully floating half-shafts being so arranged that they may be withdrawn without disturbing the hub mountings or the wheels. The standard reduction ratio is 6.57 to 1.

Another detail of significance concerns the use of hard-bronze bearing plates, which " back-up " the differential gears. Again, a roller thrust device is incorporated in the casing in such a manner that support is given to the crownwheel whenever it distorts through excessive loading, such as that caused by a harsh engagement of the clutch, when the engine is racing, in order to extricate a vehicle from soft ground. Normally, of course, the crown-wheel runs clear of the roller, support being given only under emergency conditions. It is worth recording that the differential casing itself is made of steel instead of malleable iron. The axle shafts are now provided with 16 splines, the effect of which is to keep the unit pressure low, thereby reducing wear.

Braking is effected by the Lockheed hydraulic system, the pedal applying internal-expanding shoes within 14-in.diameter drums on all four wheels ; the hand-brake takes effect on only the rear wheels. The drums are made of special nickel-alloy cast-iron, being ground internally to ensure a perfectly smooth braking surface free from machining marks to tear the fabric.

Of typical Morris-Commercial design, the frame is a substantial structure with side-members upswept over the rear axle to provide a low frame level, a large A bracing being incorporated amidships to take care of weaving and lozengiug stresses. The extremities of the cross-bracing are carried along the side-members to give reinforcement at the point where stresses are greatest.

There is a number of points in the 'layout of the mechanical features which are worthy of mention. For example, the engine has a new expeller pump which runs on two ball bearings and is equipped with a simple adjustment for the gland which is readily accessible. The adjusting collar is serrated on its outer extremity, a spring-loaded finger engaging the serrations, and thus forming a self-locking device.

Turning now to the new 4-tonner, the wheelbase of this model is 14 ft. 1.i in. and the overall length works out at 21ft. 2 ins., the maximum width being 6 ft. 4 ins, over the front wings. Perhaps the most interesting feature concerning this particular model is the fact that the unladen weight of the 'complete 'vehicle can be made, to come.' within the 50-cwt. limit, thereby enabling the vehicles to travel legally at 30 m.p.h. Although the large platform space will be a considerable asset in general-purpose vehicles, the chassis has been primarily, designed to allow a 1,000-cubic ft. pantechnicon body to be installed.

Again, the Morris-Commercial sixcvlindered side-valve engine, developing 55 b.h.p., is used in conjunction with a unit-constructed clutch and

four-speed, silent-third gearbox, providing, in this ,case, ratios of 6.612, 3.389 and 1,836 to 1 in addition to the direct drive and the reverse gear of 7.852 to 1. The transmission details of this model differ materially from those of the vehicle already described. A Hotchkiss drive is employed, but the special features enumerated in connection with the 3-tonner description are used in the rear axle of the 4-tonner • Points worth recording concern the equipment of the engine with a Solex Thermo-Starter carburetter, fully automatic ignition control and a thermostat incorporated in the cooling system. The frame of this model, whilst being longer than that of the type already described, follows much the same lines, The wheel and tyre equipment may now be mentioned. For the standard lorry chassis, 32-in. by 6-in. R.H.S. tyres are fitted all round with twins at the rear ; a complete spare wheel and tyre is provided. For the pantechnicon chassis, 32-in. by 6-in. Truck tyres are specified.

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Locations: Birmingham

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