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British Passenger Chassis

AEC A.E.C. Ltd., Southall, Middlesex ALL AEC passenger chassis are now fitted with an AEC dry-liner engine. the A69I or 505. coupled to a Monocontrol semi-automatic epicyclic transmission or a plate clutch and synchromesh gearbox. The A69I has an output rating of 205 b.h.p., whilst the A505 develops 154 b.h.p. Designed for 36 ft.-long bodies. the new Regal 691 export chassis that was introduced last August is equipped with an AH69I (horizontal) unit mounted amidships; the makers emphasize that it is specially suit able for motorway operations. Standard features include air suspension and an airpressure braking system having independent front and rear circuits.

Basically similar to the AEC Swift chassis. introduced at the 1964 Commercial Motor Show, the Swift 505 rear-engined low-floor bus chassis is powered by the horizontal 505 engine, has a cranked frame, and caters for the needs of city-service operators employing 33 ft. 10 in. or 36 ft.-long bodies. Mounted horizontally at the extreme rear of the vehicle under the floor, the power unit drives forward to the rear axle. Production of the straight-framed coach chassis has been discontinued.

An AH505 unit is also mounted amidships in the well-known Reliance single-deck chassis, whilst an A69I forward-mounted engine is a feature of the AEC doubledecker range, every vehicle in which is a variation of the Regent V model, as production of the Renown is now to cease. Designed for specific export requirements, the AEC Ranger is equipped with a vertically-mounted forward engine arid its favourable ground clearance is of particular value for operations on badly-surfaced roads.

In co-operation with Park Royal Vehicles Ltd., AEC also produce the London Transport Routemaster integral double-decker, which is also available to any customers outside London Transport.

ALBION Albion Motors Ltd., Scotstoun, Glasgow, W.4 HIGHLIGHT of the Albion production programme in the past 12 months is a version of the Viking single-deck chassis, the VK43L,. which was introduced in July. It is powered by a Leyland 0.400 engine F2 mounted vertically at the rear and has a gross rating of 9 tons. The chassis is designed for 40/45-seat bodies with overall dimensions of 32 ft. by 8 ft. 21 in. Completion of a small hatch of Lowlander chassis will mark the end of the production of this model. The remaining models in current production will then comprise the Victor single-deck chassis with a front-mounted vertical engine, intended for coach bodywork with box dimensions of 30 ft. lq in. by 8 ft. 21 in. and having a gross weight rating of 9 tons 7 cwt.. and the standard Viking. This chassis has the same engine arrangement as the Victor, and is suitable for 42-seat bodies with lengths up to 31 ft. 6 in. It is intended for an entrance forward of the front axle. Both these vehicles arc equipped with the Leyland 0.370 diesel engine.

The Leyland 0.400 engine of the Viking rear-engined chassis is mounted at the rear of the axle and the drive is transmitted forward to the differential through a fivespeed constant-mesh gearbox. Other major features include a dual air-over-hydraulic braking system incorporating twin reservoirs for independent operation of the front and rear brakes, whilst the standard tyre equipment comprises 8.25-20 I2-ply covers mounted on eight-stud wheels.

ATKINSON Atkinson Vehicles Ltd., Walton-leDale, Preston, Lancs.

REPRESENTING a comparatively minor part of Atkinson's vehicle production, the passenger chassis produced by this company are equipped with Gardner engines and it is notable that the concern is amongst the few manufacturers who offer models with Gardner underfloor units. Single-deck under

floor engined chassis, intended for bodies with an overall length of 30 ft. and 33 ft., are standard production' models, although chassis for 36 ft. bodies can be produced to special order.

The standard types of gearbox fitted to these chassis are constant-mesh units. although one model is equipped with a semi-automatic transmission in addition to full air braking. On the other models this system is. in most cases, optional to a triple-vacuum-servo type.

Vertical Gardner engines are a feature of the three remaining Atkinson passenger chassis which are designed for 30 ft.-long bodies. A version of one of these chassis is produced with a shorter wheelbase to enable double-deck bodywork to he tilted.

AUSTIN Austin Motor Co. Ltd..

Longbridge.

Birmingham.

WHILST the 32 MI6 12-seater Omnicoach is the only Austin model officially listed by the company as a public service vehicle, all goods models in the Austin range arc suitable for passenger bodywork, notably the utility type for operations overseas. The Omnicoach is equipped with a I-6-litre petrol or 1.5-litre diesel engine. Power units fitted to the 3-ton Fl) 1(60 and 4-ton FG 1(80 goods chassis comprise a 4-litre petrol oi 3.8-litre diesel engine driving through a four-speed gearbox. The standard wheelbase of these models is 12 ft. tin.

In the case of the FE KI00 5-ton model and the FF 1(140 7-ton forward-control chassis, bus body application is restricted to the 15 ft. and 17 ft. 6 in, wheelbase versions, the power units available for the 5-ton chassis being the B.M.C. 5.1-litre diesel, the 4-litre petrol engine or the 5-7-litre diesel. tanner is fitted with the 5-7-litre unit. FH underfloor-engined range of has now been discontinued and has replaced by the forward-control EJ the 5-ton and 7-ton models of which wheelbases of 151 in., 171 in. and ) are suitable for bus and coach ork.

ORD Vauxhall Motors Ltd., Luton, Beds.

SOUNCED in June. the VAM chassis welcome addition to the Bedford It is specially designed for frontcoachwork of up to 45-seat capacity ; additional to the VAL twin-steer ker chassis and the VAS and SB twoa-ward-engine(' chassis in the Bedford Whilst the VAM will accommodate with lengths up to 32 ft. and widths 8 ft. 21 in.. the VAL is for use with ong bodies of between 52and 55-seat The VAS is suitable for 29-3I-seat having a length of 23 ft. 9 in., and I for 30 ft. 41-seat coach bodywork. VAM is available with a Bedford

in. 133 b.h.p. petrol engine, a in. 107 b.h.p. diesel or a Leyland 131 b.h.p. diesel. The VAL is fitted he 0.400 unit. The VAS is offered te choice of the Bedford petrol engine I Cu. in. 97.h.h.p. diesel, and the Sri supplied with three alternative comprising the Bedford 300 Cu. in. the Bedford 330 cu. in. diesel and :yland 0.370 108 h.h.p. diesel.

he case of the VAM diesel-engined , the Bedford four-speed wide-ratio x is replaced by an overdrive-top fivegearbox. The VAL is equipped with speed synchromesh gearbox. Power1 steering is standard. Both the VAL AS have 16 in. wheels.

01, Bristol Commercial Vehicles Ltd., Bath Road, Brislington, Bristol, 4.

. the first time since 1948. Bristol bus are available for any bus or coach ar. Five basic models are offered, which are double-deckers designed ff-height bodies with a central gangn the too deck. One is the 30 ft. r FL, designed for forwardor rear entrance bodies respectively. The other is a 27 ft. 6 in. chassis, the ESE. for forwardentrance coachwork and the FS for rearentrance bodies. All are available with Gardner 6LW, 6LX or Leyland 0.600 diesel engines and fouror five-speed Bristol synchromesh gearboxes. Air suspension on the rear axle and air hydraulic brakes are standard.

The three single-deck models are the RELL. RELH and MW, the former two being 36-ft. low-frame bus and high-frame coach chassis respectively, fitted with rear underfloor engines. These are the Gardner 61-1LW, 611LX or Leyland 0.600. Alternative suspensions are full air or leaf spring suspension and air/hydraulic brakes are standard. All the above chassis are fitted with dropped-centre. double-reduction rear axles. The MW has a tnidship-mounted underfloor engine and is designed for 30-ft. bodywork. Either the Gardner 5HLW or 61-f LW can he fitted ; leaf-spring suspension is standard and vacuum or air hydraulic brakes are op:ional alternatives, whilst fivespeed synchromesh gearboxes arc standard.

COMM ER Commer Cars Ltd..

I Anon, Beds.

THE availability as an optional extra of a Borg-Warner 35 automatic gearbox for the Comer series 1500 forward-control chassis and for certain specific applications of the series 2500 model represents a refinement that May well increase the operator appeal of these forward-control chassis for passenger work. Based respectively on the 15-cwt. and I-ton van chassis. both models are available with a 1,724 c.c. petrol engine or a Perkins 4.108 diesel and can he supplied in 11-seat or I2-seat form.

DAIMLER Transport Vehicles (Daimler) Ltd., Daimler Works, Coventry SINCE the introduction of the Daintier Roadliner at the 1964 Commercial Motor Show, where it was exhibited with full air suspension, alternative suspension systems have been introduced and are now optional equipment on this chassis. The alternatives comprise a rubber suspension system incorporating Metalistik components which was developed by Daimler and Metalastik with the assistance of the Birmingham and Midland Motor Omnibus Co. Ltd., who utilize a similar system for the BMMO passenger-service vehicles. A. standard suspension system incorporating leaf springs is available.

Designed for 36 ft-long bodies and having a wheelbase of 18 ft. 6 in., the Daimler Road. liner could be produced to accommodate bodies with a length of 33 ft. up to 40 ft. Both the bus and coach versions of the chassis are equipped with the Cummins V6 diesel mounted at the extreme end of the chassis under the rear passengers' seat, the unit fitted to the coach giving an output of 192 b.h.p. net at 2.600 r.p.m. and the derated eng'ne of the bus chassis an output of 150 h.h.p. net at 2,100 r,p.m. Engine torque is transmitted through a Daimatic semiautomatic gearbox to the single-speed rear axle, a two-speed axle being optionally available for the coach chassis.

The continued popularity of the wellknown Daimler Fleetline rear-engined double-decker is indicative of an established trend that is likely to become increasingly pronounced in the years to come and the recent introduction of a single-deck 18 ft. 6 in-wheelbase version of the chassis suitable for 32 ft. 6 in.-long bodies will be welcomed by many operators as an aid to standardization. Both types of chassis are equipped with a Gardner 6LX diesel located vertically across the rear of the frame which. in the case of the double-decker, allows a level gangway to be provided for the full length of the lower saloon.

Daimler also continue to offer a full range of front-engined singleand doubledeck chassis.

DENNIS Dennis Bros, Ltd., Guildford, Surrey.

INTRODUCED by Dennis about ,a year ago and based on a 12 ft-wheelbase version of the Pax IIA goods model, a lightweight single-decker has a seating capacity of 24 passengers when 215 Cu. ft, of luggage space is provided iit the rear, or 32 passengers when a conventional body is fitted. Having an overall length of 25 ft. 4 in. and a laden height of 9 ft., the vehicle is powered by a Perkins 6.305 89 b.h.p. diesel driving through a Dennis U0 gearbox. Its gross laden weight is 8.5 tons.

Completing the range of three passenger vehicles produced by the company, two Dennis Loline low-height 30-ft. doubIedeckers continue in production without major modification, one being powered by a Gardner 6LW 112 b.h.p. engine and the other by a Gardner 6LX 150 b.h.p. diesel. Dodge Bros. (Britain) Ltd., Kew Gardens, Surrey 0 passenger chassis types are offered Age, both of them with a gross weight of 21.000 lb. The KS 600 has a Dase of 216 in. and is powered by the diesel engine driving through a type )ur-speed constant-mesh gearbox, while S 700 has a 190 in. wheelbase and its engine is coupled to a T 5300 synchrogearbox. This KS 700 is designed for rd-entry bodies.

ERF Ltd., Sun Works, Sandbach, Cheshire Ft MING a very small part of the range tides produced by the company, ERF iger models comprise four-wheeled chassis specially-modified and having ened chassis for applications of bus iork. The chassis have been marketed lited quantities overseas and are built re with severe operating conditions.

Ford Motor Co. Ltd., Dagenham, Essex E Ford R Series p.s.v. range now corntwo chassis designed for fully-forward iger entry, the R192 and R226, which mommodate 32ft. and 36 ft. long bodies tively and are powered by the same lindered engines as are Offered in the vies truck range. Fitted as standard R192, the 330 Cu. in, diesel develops h.p. The 360 Cu. in. diesel which is :rd in the R226 and optional in the develops 128 b.h.p. The new 300 petrol engine, available in either , has an output of 149 b.h.p.

Ward equipment on the R226 includes -speed gearbox, power-assisted steering 40-gal. fuel tank. These are optional : R192 in place of a four-speed gear;onventional steering and 28-gal. tank.

Guy Motors (Europe) Ltd., Fallings Park, Wolverhampton, Staffs NY operators will regret that producDf the Guy Wulfrunian, which had novel features, has been discontinued, is noteworthy that the Arab, Warrior 'ictory models in a variety of forms comprehensive coverage of operators' :ments at home and overseas. Offering ice of wheelbases from 15 ft. up to the Arab .chassis is suitable for and single-deck bodywork, the :-deck type catering for either forward r-entrance bodywork; in the case of ft. 6 in. wheelbase version, seating arranged for up to 73 passengers. the Gardner 6LW or 6LX diesel may :cified for this chassis which can be with a constant-mesh gearbox or, lively, with a semi-automatic twotype gearbox.

Guy Warrior and Victory are specifilesigned for single-deck requirements e suitable for a number of bodywork ements, Available with either an loor-mounted engine or (as the Tramith a vertical engine mounted forward of the front axle, Victory models are based on frame structures with lengths from 33 ft. to 38 ft. 1 in. The Warrior is produced with a conventionally-mounted vertical engine and the Warrior Trambus is also fitted with a set-forward vertical engine.

LEYLAND Leyland Motors Ltd., Leyland, Lancs.

RECENTLY added to the Leyland range. four new Leopard 30 ft. underfloor-engined bus and coach chassis replace the Leopard 30 ft. L.1, L1-ILA and L.2 models and are shorter versions of the Leopard 36 ft. underfloor-engined chassis with a wheelbase of 16 ft. 2 in. Equipped with standard road sprinp, the vehicles are suitable for a gross weight rating of 1 If tons and are available with leftor right-hand steering.

All Leyland models with horizontal engines can be supplied with air suspension at thc front and rear, which is therefore applicable to the Panther and Panther Cub, the Tiger Cub and the Royal Tiger Worldmaster single-deckers aS well as the Leopard. Having a wheelbase of 18 ft. 6 in,, the Panther caters for 36 ft.-long bodies. The Panther Cub, with a wheelbase of 16 ft. 6 in., is designed for 33 ft.-long bodies. Both models are offered in bus and coach versions. A Leyland 0.600 or 0.680 horizontal engine is fitted to the Panther, and the Panther Cub is equipped with an 0.400 unit, The gross weight ratings of the two models are 12 tons and 10 tons respectively.

Offered in a number of versions. the Tiger Cubs are powered by 110 b.h.p. units, the Leopards by 125 or 130 b.h.p. engines, and the Worldmaster by diesels of 125 b.h.p. to 150 b.h.p. Whereas the Tiger Cub is designed for 30 ft.-long bodies, the Leopard is a 36-footer and the Worldmaster models are suitable for bodies with lengths of 30 ft. up to 35 ft. 3 in.

Based on a goods chassis, the Comet single-decker is intended for 27 ft. 6 in-long bodies and, like the Tiger 30 ft. single-deck chassis, is powered by a front-mounted vertical engine. Both models are intended mainly for export. It is notable that the layout of the Tiger chassis is similar to that of the Titan double-deckers, of which there are a variety of models including chassis suitable for 27 ft.mid 30 ft-long bodies. These chassis are available with a semiautomatic or synchromesh gearbox, air or triple-servo-vacuum braking, and exposed or enclosed radiator. The Comet is the only chassis in the Leyland range that is not offered with a Pneumo-Cyclic gearbox.

Unchanged since last year, the Atlantean rear-engined 30 ft. double-decker is equipped with a 130 b.h.p. engine and semiautomatic transmission and can be supplied with a "solid " rear axle or with a dropped axle having a modified drive layout, the former necessitating a step in the gangway of the lower saloon and the latter providing for a level gangway from front to rear as well as a reduction in overall height.

In addition to manufacturing the complete chassis of the standard range, Leyland produce engines and running units for Metropolitan-Cammell Weymann Ltd. to equip Olympian and Olympic underfloor-engined single-deckers. The Olympian is a 44-seater powered by a 125 b.h.p. engine and the Olympic is offered as a 40-seater or 44-seater with a 125 or 150 b.h.p.

SEDDON Seddon Diesel Vehicles Ltd.

Woodstock Factory, Oldham, Lanes.

UNCHANGEDsince the 1964 review of passenger vehicle chassis, the Seddon range is restricted to single-deck chassis. Export requirements take priority over the demands of the home market. The power units employed are Perkins, Leyland and AEC.

Of the two chassis designed for 30 ft. bodies, the Mark 17 has a front-mounted vertical engine and is available with the Perkins 6.305 and 6.354 and the Leyland 0.370 diesels. The Mark 19 is an underfloor-engined model with a set-back front axle, and is equipped with an AEC AH470 unit. A Perkins 52 b.h.p. diesel powers the Mark 16, which has a length of 21 ft. and is suitable for bodies having up to 28 seats. This unit may be specified as an alternative to the Perkins three-cylinder 41 b.h.p, engine in the Seddon 14-seat personnel carrier which has an overall length of 16 ft 4 in,

Of particular interest because of its integral construction, the Pennine 3 singledeck underfloor-engined model is equipped with a Perkins 6.354 horizontal engine and a body produced by Pennine Coachcraft Ltd., a subsidiary of the Seddon Company.

SUNBEAM Sunbeam Trolleybus Co. Ltd.. Wol verhampton, Staffs.

A MEMBER company of the JaguarDaimler-Guy group, the Sunbeam concern have the distinction of being the only maker of trolleybuses in this country, two of the three models produced being four-wheelers and one a six-wheeler. The single-deck version of the four-wheeler is suitable for 30 ft. or 36 ft. bodywork, whilst the double-deck version is designed for bodies with lengths of 26 ft. to 30 ft, The maximum gross weight in both cases is 14 tons. Limitrd to a gross weight of 17 Ions, the three-axle chassis caters for bodywork with an overall length of either 30 ft. or 33 ft. 1. n