Under the Floor by B.M.C.
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rHE introduction of a range of Austin and Iskirris cab-over-engine goods chassis by the British IViotor Corporation represents an advance so far as it concerns perators requiring a three-man cab, greater comfort and a )wer noise level. It is also a development which could elp to popularize forward-control lorries in hot climates verseas, because of reduced heat transfer to the cab )rnpared with normal-control types. Moreover, the chassis Light be suitable for crush-loaded utility buses which re a feature of so many " native " areas overseas and, tore universally, for specialized applications such as rewery drays, tower wagons and other municipal-type :.hicles requiring increased cab capacity. Both rightand ft-hand steering versions are being produced.
Applied to 5-ton and 7-ton vehicles and to a new range of tanners, the engine is tilted to the left at an angle of 61' to e vertical, and this has enabled cowl height to be reduced from 1.75 in. to a nominal amount. The 5.1-litre B.M.C. diesel ;veloping 105 b.h.p. at 2,600 r.p,m. is fitted in the 5-toriner, 'tile 7and 8-tonners are equipped with the 5-7-litre unit veloping 120 b.h.p. at 2,500 r.p,m.
The vehicles are known as the FHK range, the '5and tanners being offered in a greater variety of wheelbases than the models in the FFK vertical-engined range 'and the new 8-tanner with a choice of two wheelbases. 1n both the FFIKIOC 5-ton range and the FFIK140 7-ton series, models are included with wheelbases of 15 ft. and 17 ft. 6 in. as well as vehicles of 10-ft. and 13-ft. 4-in, wheelbase, which correspond to the wheelbases of the FFK100 and FFK140 chassis of similar capacities, the 7-ton range also including a 12-ft. 6-in, wheelbase model in each case. The FHK160 8-ton chassis comprise vehicles of 13-ft. 4-in. and 15-ft. wheelbase, whilst a 7-ton tipper in the FHKI40 series, having a wheelbase of 10 ft,, is offered as a complete vehicle. Production of the FFK range will be continued indefinitely.
Gross ratings of the 1-71-1K100 models .(9 tons) and of the FHK140 (11 tons) correspond to the ratings of the verticalengined trucks, whilst the rating of the FHK160 8-tonner is 12-5 tons. Fuel capacity of the 8-tonner is 40 gal. compared with 20 gal. in the case of the lighter models.
The new models have as standard a number of features that are optional on the FT-7K 5and 7-tanners and if this is taken into account use of the underfloor engine increases the first cost by about £80. All the models are available in chassis-cab, chassis-scuttle and chassis-front end form, and factory-built platform and dropside bodies of timber construction are available for the 13-ft. 4in.-wheelbase Simmer, for 7-ton models of 12-ft. 6-in. and 13-ft. 4-in, wheelbase and for the 8-ton 13-ft.
4-in. chassis. Dimensions and styling of the cab are identical to those of the vertical-engined range, and the driver's seat is adjustable for height and leg reach. Both the gear lever and brake lever are more conveniently placed compared with the standard model All vehicles in the range are fitted with an E.N.V. five-speed constant-mesh gearbox as standard equipment, and an overdrive gearbox is available as an optional extra. Of special interest, an entirely new B.M.C. vacuum-controlled two-speed axle is optional on the 5-ton vehicles, whilst an Eaton 16802 two-speed axle is standard equipment on the 8-tonner and optional on the 7-ton vehicle. A Clayton Dewandre Hydrovac vacuum servo for the hydraulic brakes is continued as standard equipment on the 5and 7-tonners, and an Airpak air-pressure system is standard on the 8-tonner. The Airpak is optional on the smaller models, and this also applies to Hydrosteer steering-servo equipment, which is a standard feature of the 8-tonner.
Standard fittings on all FHK models include a 5-kW singleunit heater-demister, windscreen washers and flashing-indicators. The central instrument panel now incorporates a vacuum or pressure gauge and a new switchboard with finger-tip controls is mounted on the facia panel to the right of the steering wheel.
Located in the same position in the frame relative to the vehicle axis as the standard engine, the underfloor unit is supported on modified cross-members, bolted to the chassis • longitudinals. The centre-line of the crankshaft is offset to the right by 4-5 in., and is lowered by 3-875 in.. whilst the spacing of the Metalastik rear mountings has been increased by 2-5 in.
Estimated turning circles show that no increase has been necessitated by underfloor mounting of the engine, the turning circles of 10-ft., 13-ft. 4-in. and 15-ft. wheelbase models being 41 ft., 53 ft. 6 in. and 60 ft. respectively.
Apart from wider spacing at the front, the main chassis members of the 5and 7-ton models are identical to those of the FFK chassis. The longitudinals of the 8-tonner are reinforced with riveted 0-25-in.-thick L-section members from the front
spring rear brackets to the rear-spring front hangers an separately from these brackets to the rear end of the &am( Dampers are standard on the front axles of all models an optional on the rear.
Modified features of the engine include a finned sump wit a dropped section at the front of the unit which gives improve oil cooling, and it is notable that changes to the engine an radiator enhance control of coolant temperature. The watt pump feeds an internal gallery on the upper side of the bloc (which follows standard practice) and also an external gallet on the lower side which promotes more uniform coolant fib and is particularly advantageous with regard to exhaust-vals cooling.
A wider radiator of reduced depth aids cooling by virtue the firt that airflow is unobstructed by the front panelling. T1 air-cleaner is now mounted behind the cab at the end of a extended inlet manifold, and this location tends to increai volumetric efficiency, because of the reduced temperature 4 the aspirated air, as well as to reduce intake noise in the cab.• . To ensure efficient lubrication of the inclined exhnust-vah guides (on the lower side of the head) a gallery is arrangt under the cover above the valves which is fed by spray, and c drips on to the six guides at separate points. Removal of tl ngine is to some extent simplified by underfloor mounting, the nit being withdrawn from the front of the vehicle with the wo cross-members. A hinged lid to the left of the driver's eat gives access to the oil dipstick and filler, the lid being nated to the right of a detachable floor section with a transerse width of 28 in. and a longitudinal depth of 15 in. Removal f this section uncovers the fuel injectors, pump and so on, and second detachable section at the front, having a width and eptb of 28 in. and 11-5 in. respectively, gives access to the fuel lter, generator and other auxiliary components.
The E.N.V. five-speed gearbox has forward ratios of 6.923, .78, 2.24, 1.47 and I to 1 and provides a reverse ratio of .857 to I, whilst the forward ratios of the overdrive gearbox re 6-3,31, 1.83, 1 and 0.82 to 1, and reverse is 5-76 to 1. dternative single-speed rear axles on the 5-tonner have ratios f 6.67 to 1 and 5125 to 1, the diesel-engine FFK models being ffered with a standard ratio of 5-86 to 1, with an option of .67.to I. The two-speed axle of the FHK 5-tonner affortls itios of 5.85 and 8-131 to 1, whilst an optional axle has ratios f 5.125 and 713 to I.
In the case of the FHK 7-tonner, the single-speed axle has a nal drive ratio of 5.86 to 1, apart from the 10-ft.-wheelbase lode] which is equipped with a 6-67-to-1 axle; this is available s an alternative to the 5.86-to-1 unit on other vehicles in this ategory. The two-speed axle is available with ratios of 614 nd .8-54 to I, 5.57 and 7-73 to 1, 6.5 and 9-04 to 1 and (at extra ost) 4.89 and 6.80 to 1. The standard two-speed axle of the -tonner has ratios of 6-14 and 8-54 to 1.
Tyre equipment of the 5and 7-tonners remains unchanged, thilst the 8-tonner is fitted with 9.00-20 (14-ply) covers. Threeiece wheels are fitted to all models.
Brake-drum size is unchanged in the case of the 5and -tonners and the 8-tonners are equipped with 15.25-in. by .25-in..drums at the front and 15.5-in. by 6-in, drums at the ear, giving a total lining area of 614 sq. in. Corresponding to le suspension of the lighter models, 45-in, semi-elliptic springs re fitted to the front of the 8-tonner and 60-in, springs at the ear.
In prototype trials two 8-tonners are claimed to have covered a combined mileage of nearly 250,000 fully laden, about 50 per cent being completed at a virtually continuous speed of around 50 m.p.h. on the high-speed circuit of the Motor Industry Research Association proving ground. Power and fuel-consumption curves obtained after completion of the trials showed that engine output and consumption had deteriorated by a nominal 4 per cent, say the manufacturers.
FHK RANGE PRICES
5-ton, 5-1-litre diesel—chassis-cab, 10-ft. w.b., £1,286; 13-ft. 4-in. w.b., £1,289; 15-ft. w.b., £1.295; 17-ft. 6-in. w.b., £1,315; chassis-scuttle, 13-ft. 4-in. w.b.. £1,161; 15-ft. w.b.. 0,167; 17-ft. 6-in. w.b„ £1,187; chassis-front end, 13-ft. 4-in. w.b., £1,215; w.b., £1,221;17-ft. 6-in. w.b., £1,241 ; platform truck, 13-ft. 4-in. w.b.. £1,391; dropside lorry, 13-ft. 4-in. w.b„ £1,403 10s. . 7-ton, 5.7-litre diesel—chassis-cab, 10-ft. w.b. £1,356; 12-ft. 6-in. w.b., 0,356: 13-ft. 4-in. w.b., £1,359; 15-ft. w.b., 365; 17-ft. 6-in. w,b, •L1,385; chassis-scuttle, 12-ft. 6-in. w.b., C1,258; 13-ft. 4-in. w.b., £1,261; 15-ft. w.b., £1,267; 17-ft. 6-in. w.b.. £1,287; chassis-front end, 12-ft. 6-in, w.b., £1,312; 13-ft. 4-in. w.b.. £1,315; 15-ft. w.b., £1,321; 17-ft. 6-in, w.b,. £1,341; platform truck, 12-ft 6-in. yds.,. £1 ,469; 13-ft. 4-in. w.b., £1,485 10s.; dropside lorry, 12-ft. 6-in. w.b., C1,483; 13-ft. 4-in, w.b., £1,500; tipper with 6-cu. yd., steel body. 10.-ft. W.b., £1,601, Mon, 5-7-litre diesel—Prices to be announced.