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MORRIS-COMME RCIAL SPRINGS TWO SURPRISES
Page 150
Page 151
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OW that the Show is open, the veil of mystery surrounding the Morris-Commercial programme is lifted." These words, quoted from our 1937 show report, illustrate the technique used again by Morris Commercial Cars, Ltd., Birmingham, in launching at Earls Court, to-day, new goods and passenger vehicles.
An entirely fresh departure has been made in extending the range of vehicles to include a 10-cwt. van; hitherto a 15-20-cwt. has. been the smallest model produced. Termed the J type, the new van has a body capacity of 150 cubic ft., excluding the space beside the driver.
New Engine in Var, The new four-cylindered side-valve engine designed for this model has a 73.5 mm. bore and 87 mm. stroke, which gives a piston-swept volume of 1.5 litres. ft develops 36 b.h.p. at 3,500 r.p.tn. The cylinders are cast integrally with the crankcase, and the cylinder head is detachable, A three-bearing crankshaft is employed, with whitemetal-lined detachable shells for the main and big-end bearings.
Flexibly mounted at four points, the power unit has aluminium pistons, with two compression rings and one oilcontrol ring. Lubrication is by a submerged gear-type pump, driven from the camshaft in tandem with the distributor. The full-flow oil filter, externally mounted on the engine, is of detachable-cartridge pattern.
A three-speed gearbox and Borg and Beek 8-in-diameter single-dry-plate clutch form a unit with the engine. The clutch unit incorporates a spring-drive centre plate and a carbon-faced release mechanism. The gearbox ratios are 3.55, 1.73 and 1 to 1 forward and 5.0 to 1 reverse E24 Drive to the rear axle is taken by a single propeller shaft of tubular construction. The rear axle, of semifloating design, houses the two-star differential spiral-bevel drive, which affords a reduction of 5.125 to 1. Of H-section beam, the front axle has a tubular adjustable track rod fitted with spring-loaded ball joints and mud excluders.
The pressed-steel channel-section frame, braced by four cross-members, has malleable cast-iron spring brackets bolted to the side members. Semielliptic springs are used at the front and rear, and are assisted by direct-operating shock absorbers. Except for the front spring eyes, all other bushes used on the springs require no lubrication. Internalexpanding brakes on all four wheels are operated by the pedal through a Lockheed hydraulic system. The hand brake is connected through a bi-sector arrangement to the rear wheels only.
The approximate weight of the chassis is 131 cwt., which is increased to 191 cwt, when complete with body. The new model has a 7-ft. 2-in, wheel
base, a front track of 4 ft. 2 ins., and a rear track of 4 ft, 5 ins. With a total overall length of 12 ft. 5 ins., there is 7 ft. 2 ins, of space behind the driver. The interior width of the body is 4 ft. 10 ins, and height 4 ft. 61 ins.
Like other models of the MorrisCommercial range, the cab has sliding doors, which operate on specially designed ball-bearing runners curved to the body contours to occupy the minimum space. Spring-loaded rollers at the bottom of the doors control the travel and obviate rattle.
The body is a composite structure, with steel panels welded together to form a complete shell. Slats fitted inside the body protect the panels from damage. Also of steel construction, the rear doors are mounted on outrigger hinges to fold flat against the sides.
A quickly detachable panel, extending for the full width between the front corner pillars, gives access to the radiator and engine after removal of the interior bonnetand casing. A grille with chromium surround and centre strip is incorporated in this panel, together with the name plate. •
A semi-bucket seat is provided for the driver and, as no passenger seat is fitted, the driver can use both doors. and gain access to the interior of the body from his seat, The latest addition to the MorrisCommercial oil-engined range is the bus chassis, which is basically a development _of the 5-ton goods chassis described in "The Commercial Motor" on April 16, and of which a road-test report appeared in this journal on May 14. The 75 b.h.p. 41-litre oil engine is installed, but the chassis, transmission and running-gear components have been individually redesigned,
or modified, to meet public-service requirements. With a 32-seater body, making the gross laden weight 7Ltons, economical operation can be expected at reasonably high speeds.
Built under licence from the Sourer company, the six-cylindered engine of 85 mm. bore and 125 mm. stroke, develops its maximum b.h.p. at a governed speed of 2,400 r.p.m. A 19-to-1 compression ratio is employed and torque of 167 lb.-ft. is developed at 1,750 r.p.m. The C.A.V. injectors are of Saurer design and spray into toroidal cavities in the piston crowns.
A notable feature of the engine is the heattreated silicon-aluminiumalloy cylinder block, which is cast integrally with the crankcase. The main and big-end bear ings have half-shells lined with leadbronze and the crankshaft is of special alloy steel with hardened journals. The C.A.V. injector pump incorporates a pneumatic governor actuated by a venturi throat valve in the induction manifold.
In the standard electrical system a series-parallel switch enables the two 12-volt 28 amp.-hr. lead-acid batteries to be used for both the 12-volt lighting and the 24-volt starting circuits, but on the export model both circuits are of 24 volts.
Four-point flexible mountings support the engine, and adjustable cable tensinners give positive location in resistance to clutch-linkage drag, thus enabling fully resilient pads to be employed.
The frame is built of presied-steel channel sections. reinforced to the centre cross-member by an A bracing to give increased resistance to uneven brake action. In conjunction with the ,five robust transverse members, this layout forms a rigid structure.
Of the 14 flexible body mountings, the four in the centre are of heavier and less resilient construction than the remainder, and serve to ensure longitudinal stability and to damp out vibration.
The chassis has a wheelbase of 14 ft. 11 ins., a track of 5 ft. 10 ins, and an overall length of 25 ft. 3 ins. The width is 7 ft. 41 ins, and ground clearance, 101 ins. Oil-gun chassis lubrication is standard.
Of unit construction with the engine and clutch, the gearbox has a constantmesh double-helical third gear, with dog engagement which gives a reduction of 1.67 to 1. the remaining forward ratios being 6.0. 3.075 and 1 to 1, with a reverse of 7.13 to I. The drive is taken through an 11-in, single-plate springdrive clutch to needle-jointed propeller shafts with a flexibly mounted centre bearing.
As an optional extra, a rubbermounted 'two-speed gearbox controlled from the steering column can be fitted, in place of the centre bearing, to raise the normal maximum speed of 42 m.p.h. to 55 m.p.h. and provide a choice of eight speeds. Affording a reduction ratio of 1.24 to 1, top gear is a direct drive to reduce wear and noise.
Both the engine unit and centre bearing, or two-speed gearbox, are offset to the side opposite to the driver, to suit either leftor righthand steering.
The fully floating underslung rear axle has a four-star differential, opposed Timken-roller hub bearings and synthetic oil seals. The normal ratio is 6,714 to but with the two-speed gear-box fitted, the ratio is 5.2 to 1.
The front axle is an H-section steel forging. Tapered swivel pins are used, end, thrust being taken by hardened-steel pads. Giving a reduction ratio of 20 to 1, the steering gear is of the cam-and-roller pattern, with needle-roller mounting for the roller shaft. Self-adjusting ball joints are fitted to the tubular track rod.
Stability of Suspension Progressive semi-elliptic springs, controlled by direct-action shock absorbers, are employed throughout, the rear springs having reverse camber, which augments understeer and increases stability at high speeds. Spring-centre distances are 4 ft. 2 ins, at the front and 5 ft. at the rear, and the deflection of front and rear springs under static loads of 2,082 lb. and 4,270 lb. are 31 ins. and 6 ins. respectively.
Two-leading-shoe brakes are employed ion all wheels, and a servo system can be fitted, if required, to provide lighter action and, with an accumulator added, power operation of auxiliary equipment. The servo pump is driven through twin pulleys attached to the front universal joint. The hand brake operates the rear shoes through a bi-sector mechanism which is attached to the rear axle.