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Marshal six-wheeler which is rated for 22 tons gross.

In addition to the vehicle exhibits AEC is featuring a sectioned AV 505 diesel engine as in the Marshal and Swift; and outside Earls Court in the demonstration park a Swift rear-engined bus with pay-as-you-enter bodywork by Marshall of Cambridge (Engineering) Ltd. and Monocontrol transmission and a Mercury tractive unit for 25 tons gross train weight can be seen.

74 ALBION

Albion Motors Ltd, Scotstoun, Glasgow W4

TWO of the three goods models to be seen on the Albion stand are new, these being a Chieftain Super Six 4x4 chassis and a Super Reiver 20 six-wheeler. The third is also called Super Reiver but this is an RE.29 for 18 tons gross and unlike the Super Reiver 20 has the all-steel cab used before the Ergomatic unit was introduced at the last Commercial Show. Making up the number of exhibits to four there is an Albion Viking rear-engined single-deck bus with a body by Marshall of Cambridge.

Dealing first with the two models which have the older-type all-steel cab: Scammell Lorries Ltd., co-operate with Albion in the production of the Chieftain Super Six 4x4. The chassis is based on the Albion haulage model of the same name and the four-wheel drive equipment used in the latest version was developed and is built by Scammell.

The hub-reduction rear axle is 'retained in the new model and in fact is virtually duplicated by a steering version at the front of the vehicle. Selection of twoor four-wheeled drive is through a transfer box near the centre of the chassis and with four-wheeled drive in use an extra low ratio which steps down the overall gearing by 2.04 to one can be engaged.

Power steering is standard on the model and two-leading-shoe units are fitted at all wheels, actuation being by an air-assisted hydraulic system.

The Super Reiver 20 is not exactly a new model as the design is the same as the Super Reiver 19 six-wheeler announced a year ago but the design has now been approved for operation at 20 tons gross and two single drive versions have been added to the three double-drive chassis originally available. The version shown is a long-wheelbase chassis with double drive and lockable third differential and is the only one on the Albion stand with the Ley. land Group Ergomatic cab.

The final goods exhibit is one of 100 similar chassis being delivered to Eastern Germany with Duramin bulk-grain bodies and Edbro tipping gear. The specification of the Super Reiver RE.29 is similar to that of the 20 but the Leyland 0.400 engine has an exhaust brake.

Seating capacity of the Viking with Marshall body is 38 and the bus is destined for Ghana. Wheelbase is 16 ft. 1 in. and overall body dimensions are 34 ft. 2 in. long by 8 ft. wide. A Leyland 0.370 diesel is used in conjunction with an Albion six-speed overdrive gearbox.

78 ATKINSON

Atkinson Vehicles Ltd, Winery Lane, Walton-le-dale, Preston, Lanes

t h e last Commercial Show there were many new cabs. This year only Atkinson is featuring a completely new design. This was described in COMMERCIAL MOTOR of September 9 and has a number of good features. At the show the cab, which is called the View-Line, is shown fitted to a six-wheeler designed for export and as well as this model Atkinson has four other goods chassis on the stand.

The first thing about the cab that will strike visitors to the Atkinson stand will be its height. But although the floor is 4ft. 8in above the ground in the unladen condition and the overall height is 9ft. 10in., access to the driving seat is not difficult. Steps for this purpose—and for getting in the mate's seat—are provided in hinged rear-wing sections and there are second steps at the rear of the cab. The floor has been set high to increase the space in the cab and it will be seen that the engine cover is only lft. above the floor. A lot of attention has been paid to accessibility to the engine for maintainance. The wings are hinged and on the near side .the floor also hinges upwards so that a man can get between the engine and the wheel when any work has to be done on the power unit.

The chassis to which the new cab is fitted is a six-wheel tractive unit with a Cummins NH250 diesel which produces 240 b.h.p. and Continued on page 127 the transmission includes one of the new David Brown 10-650 10-speed gearboxes. This is a two-range unit and bottom gear is 8.94 to one and top is an overdrive of 0.758 to one. All axles are Kirkstall, a T48 double-drive bogie being used at the rear. Of interest is the use of MGM spring brakes at the rear bogie to provide for the parking brake.

A twin-steer tractive unit for operation at 32 tons gross is also featured by Atkinson and although this is not a brand-new design the show model is new in that it has a Gardner 6LXB 180 b.h.p. engine. Another interesting point about the show chassis is that the brake system incorporates Westinghouse lock-type actuators, used to meet the requirements for parking and a secondary system.

Another tractive unit on the Atkinson stand is a 30 ton g.t.w. four-wheeler which has a Cummins NH220 engine and ZF overdrive gearbox. Atkinson has departed from its usual practice on this model and the rear springs are mounted on top of the axle casing.

The final two exhibits by this company have Gardner 6LX engines. They are a 22-ton gross six-wheeler and 24-ton gross eight-wheel tipper. Main difference between the two is that the six-wheeler has Centrax double-drive bogie while the eight-wheeler has a Kirkstall T48 bogie.

Atkinson has two vehicles of interest in the demonstration park. These are a 6 X 4 tractive unit for 32 tons gross and a twoaxle tractive unit for 30 tons gross. Both have Cummins NH 220 engines but the six-wheeler drives through a ZF six-speed overdrive gearbox to a Centrax rear bogie and the four-wheeler has semi-automatic transmission with a Self-Changing Gears RV 47 five-speed box driving to a Kirkstall axle.

70 AUSTIN

Austin Motor Co. Ltd., Longbridge Works, Northfield, Birmingham.

THE 12 vehicles displayed by Austin cover the wide range of vans and goods chassis made by the company. Included are the WF 7-tonner now available in Britain and the I7-ton gross train weight version of the Austin FJ tractive unit for automatic coupling.

The smallest vehicle on the stand is the 5 cwt. Mini Van. Other vans consist of an A35, a---ton model, a J2 16/18 cwt. and an LD 1.5 ton van. The J2 has automatic transmission. Coming ill the middle of the models listed as far as payload capacity is con

cerned but intended for a completely different purpose is the Austin Gipsy 4 X 4. The Austin FG range, which has angled cab-entry doors, is represented on the stand by a 2-ton model which has a drop-side body.

The WF normal-control 7-toriner is also shown with a body on it, the model being a tipper with Anthony Hoist equipment. Wheelbase is 12ft. 7in. and the chassis has a BMC 5.7-litre diesel engine, five-speed constant mesh gearbox and BMC two-speed axle.

The remaining chassis on this stand are from the FJ range. There is a 5-tanner converted to a 6 x 2 by Primrose and this has 17in. wheels to give a low-loading height. The others are a 7tonner, an 8-ton tipper and the new 17-ton gross tractive unit. All have BMC 5.7-litre diesel engines, five-speed gearboxes and two-speed axles and the tractive unit has a Taskers automatic coupling, the model being designed for use in conjunction with automatic-coupling semi-trailers as against the 18-ton gross tractive unit in the FJ range which is intended only for fifth-wheel coupling.

77 BEDFORD

Vauxhall Motors Ltd..

Luton, Beds.

THIS stand will be a centre of interest for many operators as the new Bedford KM is being introduced at the Commercial Motor Show. Four examples from this new range are displayed: a 22-ton gross tractive unit, 15-ton gross tipper with 8 cu.yd. body. a 16-ton model with 16 ft. long body and a display chassis of the longest-wheelbase version.

The Bedford KM is new from front to rear and was fully described in COMMERCIAL MOTOR of September 9. A new engine has been developed for the range, this being a 466 Cu. in. (7.634 litre) 6-cylinder diesel giving 136 b.h.p. net at 2,800 r.p.m. A new Turner five-speed synchromesh gearbox is used, mounted with the main shaft and lay shaft on the same horizontal line which as well as reducing depth also makes for a better gear-change line. Both front and rear axles are also new and these have loading capacities of 6.1-tons and 10-tons respectively and an important point about the design is that lubrication has been reduced to a minimum.

Power steering is standard through a new Burman unit with integral hydraulic assistance and the brake system on the KM uses Clayton Dewandre piston/actuators and on the rigids the secondary system is a complete duplication of the main. On the tractive unit the secondary brakes are applied to the front axle and the semi-trailer auxiliary connection and a Clayton Dewandre light-laden valve is fitted as standard to the rear axle; all models have air-assisted hand brakes.

With the introduction of the KM changes have been made in two other Bedford models by the incorporation of units from the KM design. For example the new 7.6-litre engine—the Series 70 --replaces the present unit in KH models and a smaller variant of the same engine called the Series 60 which has the same basic specification but a capacity of 6.2 litres and a maximum output of 123 b.h.p. is used in the KG models. Examples of both of these chassis are on the Bedford stand. There is a KG site tipper with six Cu. yd. body and a KH model with 20 ft. dropside body.

Other Bedford chassis on the stand are a KD 5-ton dropside truck, a J2 3-tonner and 35 cwt. Bedford/Hawson easy-access van. Representing the lighter section of Bedford production there is a HA 8-cwt, van and a CA 15/17-cwt. van. And as well as the vehicle exhibits there are two sectioned and working display units, one of them the new Series 70 diesel with the new Turner gearbox and the second of the new 10-ton rear axle.

81 BRISTOL

Bristol Commercial Vehicles Ltd., Bath Road, arislington, Bristol 4

THIS is the first Commercial Show for Bristol since 1948 when the concern was nationalized and its presence at Earls Court now is the result of changes which have meant that Bristol vehicles can be sold on the open market. There are two exhibits on the stand an RELL rear-engined single-decker and one of the new VR models announced on July 29 and described in COMMERCIAL MOTOR on that date.

The VR is one of the more important passenger exhibits and to some extent it is unfortunate that like the RELL this exhibit will have a body on it. But even so the details of the chassis can be inspected. The engine in the VR is a Gardner 6LX and it is located with the transmission—a Bristol/Self-Changing Gears, semi-automatic unit—behind the offside rear wheels. The drive is taken from the front of the gearbox and enters the Bristol droppedcentre axle at one side. In general the rear axle design is the same as that used previously by Bristol but the design has been changed to allow the differential gears to be removed without dismantling the axle.

The main considerations in the design of the VR have been to give bodybuilders and operators the greatest possible freedom in location of entrances and exits, to allow front or rear staircases and to cater for both doubleand single-deck bodies, 33 ft. or 36 ft. long. The show model has a 16 ft. 2 in. wheelbase and the Eastern Coachworks double-deck body on it is 33 ft. long.

One advantage of having a body on the chassis is that the degree of access given for maintenance can be illustrated and panels at the rear offside corner can be removed to allow a fitter to reach all components on the engine. There are similar panels at the front which give access to electrical items, the brake-operating valve, the accelerator-pedal linkage to the first part of the hydraulic engine control system and the angle-drive unit from the steering column to the steering box. The box itself is located horizontally under the driver's seat-support framework.

Overall length of the Bristol RE chassis on the stand is 32 ft. 5 in., the wheelbase being 18 ft. 6 in. This particular model can be used for 33 ft. or 36 ft. long bodies and the chassis has a relatively short rear overhang because the horizontal rear engine drives over the dropped-centre axle to the gearbox which then drives back into one side of the axle. Various engines and transmissions are obtainable but the show chassis has a Gardner 6HLX and semi-automatic transmission.

55 COMMER

Commer Cars Ltd., &scot Road, Luton, Beds. &scot Road, Luton, Beds.

GOODS vehicles to be seen on this stand range from the Imp 5 cwt. van to the Maxiload as a 22/24-ton gross tractive unit and as a 16-ton gross four-wheel rigid.

The Imp is the latest model, having been introduced just over a year ago. It is based on the Imp car and has a rear-mounted four-cylinder engine, developing 36 b.h.p. Body space is 50 cu. ft. Next up the scale is a 1500 Series forward-control van which has a body space of 210 Cu. ft. and a nominal payload capacity of 15 cwt. and a third van on this stand is a Walk-Thru 2-ton van. Between the vans and the Maxiloads there is the Commer LA.6 which is the Dodge KL600 as marketed now by Commer. The recent addition of this model to the Commer range means that the company now offers a tilt cab and also a 6-ton low-loader for the LA.6 has 17 in. wheels and the frame height is only 2 ft. 1 in. The engine in the show chassis is a Perkins 6.354, 120 b.h.p. diesel.

The specifications of the two Maxiload models on the stand are similar. Both have the Rootes 3D.215 three-cylinder opposedpiston two-stroke diesel developing 135 b.h.p. and a six-speed synchromesh gearbox. The Maxiload design includes full-air divided-line brakes with an air-assisted handbrake and both show chassis have an Eaton 18802 two-speed rear axle. Wheelbase of the tractive unit—the CC.15—is 8 ft. 5 in. and the model can be used with single-axle semi-trailers at up to 22 tons gross in which case the vehicle is "plated" or up to 24 tons when used with a tandem-axle semi-trailer. Wheelbase of the Maxiload rigid is 17 ft. 11 in.

69 DAF

Van Doome`s Automobieffabriek NV, Geldropseweg 303, Eindhoven, Holland

THERE are two four-wheel tractive units on the stand, DAF having started selling its vehicles in Britain at the beginning of June this year.

The bigger vehicle is the T 1800 DS 300 which has a 5.75-litre turbocharged diesel engine which produces 165 b.h.p. gross at 2,400 r.p.m. The model is rated for a 28-ton gross train weight and the gearbox is a six-speed unit.

The second model—the T 1600 DE 300—is designed for 24 tons gross train weight and this has the naturally-aspirated diesel which was developed from the 5.75 litre unit and introduced at the Amsterdam Show this year. Capacity of the engine is 6.17 litres and the maximum gross output is 138 b.h.p. at 2,600 r.p.m. Transmission is through a five-speed gearbox and the chassis has a two-speed rear axle.

The designation of the smaller engine in turbocharged form is DS 575 and the later design is the DF 615. Although based on the 575, the 615 is different in every detail except timing gear train and camshaft. The DS 575 and its naturally-aspirated counterpart the DD 575 were originally based on a Leyland diesel of the same size and built under licence. Over the years alterations have been made independently by DAF but both the 615 and 575 are similar in general design to the Leyland 0.400.

57 DAIMLER

Daimler Transport Vehicles Ltd., Radford Works, Coventry

CHANGES have recently been made to the two rear-engined passenger chassis made by Daimler and examples of both models are to be seen on the stand. There is a Roadliner chassis and a Fleetline chassis and in addition there are two Roadliners with single-deck bodies and a Fleetline with a double-deck body.

The main change to the Roadliner has been the introduction of Metalastik toggle-link rubber suspension as an alternative to air suspension as used on the chassis when it was introduced at the last Show; leaf-spring suspension is also available. An important feature of the rubber suspension design is its simplicity and this can be seen on the chassis at Earls Court. The design has been developed in co-operation with Midland Red and Potteries Motor Traction and a similar system has been used by Midland Red for some years, during which time good results with the rubberspring units are reported to have been obtained. Another change that will be seen on the Roadliner is the positioning of the radiator at the rear of the chassis instead of at the front.

As an alternative to a conventional engine-cooling system the Roadliner can be fitted with the Clayton Dewandre Compas system which combines this function with saloon heating and one of the bodied Roadliners has this feature. This is one of an order by the Edmonton Transit System of Canada, bodywork being by Willowbrook. There are a number of other special features about this bus, including the use of the high-rated version of the Cummins V6-200 engine. This gives 192 b.h.p. as against the usual 135 to 150 b.h.p. output for bus applications. Another special feature of the Canadian bus is Allison fully-automatic transmission.

Recent changes to the Fleetline design include the repositioning of electrical equipment to give better accessibility and an extendedwheelbase version-18 ft. 6 in. as against 16 ft. 3 in.—can now be obtained when 33-ft. long bodywork is required. The Fleetline chassis is the short-wheelbase model but the double-decker which has a Roe body for Leeds Corporation is to the new dimension and although 86 seats could have been fitted into the 33 ft.-long body the operator has not specified the maximum. In general, both the Fleetline chassis and bodied vehicle are to the standard specification with Gardner 6LX engine and Daimatic semiautomatic transmission.

71 DENNIS

Dennis Bros. Ltd..

Woodbridge Works, Guildford, Surrey

THERE are four vehicles on the Dennis stand and two of these are new designs although based on existing models. The new chassis are the Pax 22 and the Maxim with Perkins V8 engine. The Pax 22 is a two-axle tractive unit designed for 22 tons gross train weight. Wheelbase is 8 ft. 2 in. and the power unit is a Perkins 6.354 diesel which gives 120 b.h.p. The specification also includes a Dennis five-speed constant-mesh gearbox and heavy-duty two-speed axle, while the air-pressure braking system is similar in design to that used on the Maxim, with full duplication of the main system by the secondary system.

The Maxim with the Perkins 170 b.h.p. V8 is rated for 28 tons gross train weight and the gearbox used is a Fuller five-speed synchromesh unit. This is a new departure for Dennis who have previously used the U-type gearbox of their own make on the Maxim. There is also a 14 ft. 2 in.-wheelbase rigid version of the Maxim on the stand and this has the Cummins V8 which produces 178 b.h.p. The Fuller gearbox is also used in this chassis.

In addition to the Pax 22, the Dennis Pax V range is represented by a 14 ft. 2 in.-wheelbase six-wheel low-loader and 17 ft. 5 in.wheelbase four-wheeler. The six-wheeler has a single-drive rear bogie and is designed for 16 tons gross; the four-wheeler has a 12 ton 18 cwt. gross weight limit. In the demonstration park, Dennis have one of the new Pax 22 chassis and there is also a Maxim 6 x 4 chassis fitted with the Cummins V8 and this has an Australian-made 6 cu. yd. concrete-mixer body mounted on it, the make being Fowler Rex.

76 DODGE

Dodge Bros. (Britain) Ltd., Chrysler Works, Mortlake Road, Kew Gardens, Surrey Chrysler Works, Mortlake Road, Kew Gardens, Surrey

THERE are seven chassis on this stand and five of them come from the Dodge 500 Series introduced almost a year ago. The other two are Commer designs now jointly marketed by Dodge. Chrysler/Cummins vee engines are standard in the Dodge 500 Series, the V6 VAL 130 b.h.p. unit in the lighter models and the V8 VALE 170 b.h.p. in the heavier models. The lightest vehicle in the range is shown—a KL 600 low-loader with the V6 engine. Maximum gross weight rating of this model is 10.27 tons which allows a payload of about 6 tons. The use of 17 in. wheels helps keep the chassis height down to a minimum. ',le the other 500 Series models on the stand the KL 600 has the ENV five-speed constant-mesh gearbox which is the alternative to a Fuller synchromesh box in the range.

The chassis from the 500 Series which has the Perkins engine is a K 800 tipper. This has a maximum gross weight rating of 12.05 tons and is shown with a 7 cu. yd. all-steel tipper body. Wheelbase is 10 ft. 8 in.

The final three from the range are from the top end. These are a K 1100, KT 900 and KP 900. The K 1100 is a four-wheeler designed for 16 tons gross. The 170 b.h.p. V8 is fitted and this model has power-assisted steering and a full-air-pressure system meeting the latest regulations.

The KT 900 also has the Chrysler/Cunnnins V8 and this is a single-drive six-wheeler, the driving axle being a two-speed unit. Wheelbase is 14 ft. 1 in. and power-assisted steering and dualcircuit full air brakes are again incorporated. The maximum gross weight rating for the model is 20 tons. The KP 900 tractive unit is similar mechanically to the K 1100 except that it has a two-speed rear axle. Wheelbase is 8 ft. and maximum gross train weight rating is 24 tons.

The final two exhibits on the Dodge stand are a KB 400 WalkThru 3-ton van and a K 500 5-tonner. These two models are Cornmer designs and are marketed jointly by Commer and Dodge. The KB 400 has the new wheelbase announced recently of 12 ft. 11 in. and body capacity is 181 cu. ft. There has also been a recent change to the K 500, this being in respect of brakes and a dual air-assistedhydraulic system is now employed.

15 ERF

ERF Ltd., Sun Works, Sandbach, Cheshire

AT interesting aspect of all the vehicles shown by ERF is that they have spring-brake actuators at some or all wheels to provide for the secondary and parking brake functions. Three of the vehicles shown are tractive units. There is also an eight-wheel tipper and a chassis designed for use as the basis of a hydraulic fire-escape unit. The last chassis is a new departure for ERF and it is interesting in this connection that a fire appliance shown by HCB-Angus in the bodybuilders' section is based on another new ERF chassis.

Two of the tractive units are four-wheelers designed for the home market and when used with three-axle semi-trailers they can be operated at up to 32 tons gross train weight. The engines in these chassis are higher-powered units than ERF have previously used in similar chassis. The 64GXB has the new Gardner 6LXB 180 b.h.p. diesel and apart from this and the use of a 17-in. clutch is the same as the 64GX which had the Gardner 6LX. The second tractive unit is similar to the 64GXB but has a different engine, gearbox and axle. The designation is 64Cu220 and this model has a Cummins NH220 engine, a Fuller RTO 910 10-speed twin-countershaft gearbox and a Centrax CV230 hypoid-bevel rear axle.

The latest David Brown gearbox—the 10-650—is fitted in the third ERF tractive unit which is a 6Cu250 6 x 4 designed for export markets. The Show vehicle is intended for Australia and has a Cummins NH250 engine. Like the Fuller RTO 910 the David Brown unit is a two-range box with an air-operated change for a two-speed secondary section behind the five-speed main box. Air-pressure power assistance is fitted on this model, this being American Air-o-Matic.

In general design, the fourth exhibit by ERF is a model of longer standing. It is a 68GX eight-wheel tipper for 24 tons gross and has a Gardner 6LX engine and David Brown 657 six-speed overdrive gearbox. There is a change in the rear-end design, however, and a single-drive rear bogie with two-spring suspension is used. To improve traction in difficult conditions, a means of transferring load on to the driving axle from the trailing axle is provided. This consists of air bellows located between the axle and the frame and up to 4 tons can be added to the forward axle.

The ERF fire-escape chassis has a Rolls-Royce B81 235 b.h.p. petrol engine and this drives through an ENV synchromesh gearbox. The engine is set well back from the front end, behind the front axle. Power-assisted steering—again Air-o-Matic—is fitted.

ERF was one of the first companies to show an interest in the Swedish SRM automatic transmission, having first put this unit into a vehicle which was in the demonstration park at the 1962 Commercial Show. Now that Bristol Siddeley has given up the licence for the SRM, the future availability is in doubt, but ERF shows its interest in automatic transmission by having in the demonstration park a vehicle fitted with an Allison fullyautomatic gearbox. Another demonstration vehicle of interest is a 30/32 ton gross four-wheel tractive unit with one of the new Rolls-Royce Eagle diesel engines.

101 FIAT

Fiat (England) Ltd., Northdale House, North Circular Road, London NW1C

THIS is the first time Fiat. Italy's largest vehicle maker, is exhibiting heavy vehicles at the Commercial Motor Show. Four examples from the wide Fiat range are exhibited, three of them tractive units, the fourth a two-axle haulage model. All are shown in chassis/cab form with right-hand drive.

Largest of the vehicles is the Fiat 693 T, a six-wheel tractive unit with double-drive rear bogie. The model is designed for operation at 38 tons gross train weight and the engine is a Fiat six-cylinder diesel of 12.883 litres producing 208 b.h.p. net at 1,900 r.p.m. Transmission is through an all-synchromesh fourspeed gearbox plus an air-operated two-speed auxiliary box. An exhaust brake is a standard fitting as is power steering on this model and the brakes at each axle are on independent circuits. But the chassis, like the others on the stand, has not been modified in any way especially for the British market.

The other two tractive units are four-wheelers, one designed for 32 tons gross train, the other for 26 tons gross. The heavier is the Fiat 682 T3, which has an 11.548 litre engine with a maximum net output of 180 b.h.p. and this chassis has an eightspeed transmission like the 693 T. The smaller four-wheel tractive unit is the Fiat 643 T and this has a 9.161 litre engine giving 161 b.h.p. net. On this chassis a five-speed main gearbox with synchromesh on the four higher ratios drives through a two-speed auxiliary box.

Completing the Fiat exhibits is a rigid version of the 643 which has a designation 643 EP. The specification is identical with that of the 643 T but the wheelbase is 18 ft. 4.5 in.

Visitors to Earls Court have the opportunity of seeing how Fiat chassis behave on British roads for the company has three rigid vehicles in the demonstration park.

95 FODEN

Fodens Ltd., Elworth Works, Sandbach, Cheshire

ELrecently introduced Foden 24-ton gross four-wheel dump and a twin-steer tractive unit for 32 tons gross having semi-automatic transmission are the two most important exhibits on this stand.

The dump truck has a 12.5 cu. yd. body and an important point about the vehicle is that it can carry a payload of 15 tons plus, for which a six-wheeler is normally required. Because the wheelbase is only 9 ft. 1.25 in. it retains the manoeuvrability of the previous Foden 21-ton design. The model is based on the 21-ton design but a number of improvements include higher-capacity tyres, the fronts being 14.00-20 and the rears 23 x 21 Goodyear Super Low Profile. The engine used in the model is a Gardner 6LX 150 b.h.p. diesel and the drive is through a 12-speed gearbox. Capacity of the axles is 8 ton front and 16 ton rear.

A Self-Changing Gears RV.38 semi-automatic epicyclic-type gearbox is used in the twin-steer tractive unit and the engine is a Leyland 0.680 Power-Plus 200 b.h.p. diesel. An interesting fitting on the chassis is a Clayton Dewandre light-laden valve on the driving axle.

Three other vehicles are shown by Foden. A 30-ton gross twoaxle tractive unit has an uprated version of the Foden Mk. VI twostroke diesel which produces 180 b.h.p. as against 175 b.h.p. previously. The drive is through a 12-speed overdrive gearbox and on this chassis also there is a light-laden valve on the driving axle. Another feature of the show model is that it has the Foden plastics tilt cab on which a number of detailed modifications have been made. The main improvements are in increased strength of framework, driver's pan, slam-type door locks, a higher-top level to the windscreen, CAV dual headlamps instead of the oblong Cibie units previously used and instrument panel design altered to give better visibility of the instruments and better positioning of control switches.

The latest-design cab is fitted to an eight-wheel tipper chassis on the stand and another feature of this exhibit is the use of the new Gardner 6LXB 180 b.h.p. diesel. Use of the higher-powered Gardner has resulted in a change in the clutch and a 17-in, diameter unit is now fitted. In designing the clutch, improvements have been made in cooling and air circulation is provided all round the flywheel and pressure plate. The final exhibit by Fodens is a chassis aimed chiefly at exports, a six-wheel double-drive chassis and the power unit is a Cummins NIFIE 210 b.h.p. engine. The drive is through a Foden 12-speed gearbox and the 28-ton rear bogie has axles incorporating worm-and-wheel primary reduction and secondary hub. reduction. The latter can be disengaged to give a lower overall ratio for use when the vehicle is running lightly laden or empty.

56 FORD

Ford Motor Co. Ltd., Warley, Air. Brentwood, Essex.

AL the exhibits on the Ford stand are new to Earls Court as both the D Series trucks and Transit vans have been introduced in the past two years—the D Series a year ago last March and the Transit last October. The main theme of the stand is versatility; the two ranges offer more than 1,000 basic variations of chassis specification between them.

Latest model on the stand is a Transit 390 Parcels Van introduced only this month but the centrepiece of the display is a cut-away D800 tipper chassis mounted on a revolving plinth. In all there are five D Series exhibited together with three Transits, a normal control truck and an Anglia van.

The Transit 390 Parcels Van is based on the long-wheelbase chassis/cowl version of the model and the Show vehicle has the V4 2-litre petrol engine. There is also a Transit 17 cwt. van with the 1.7-litre version of the V4 petrol which produces 73 b.h.p. gross as against 85.5 b.h.p. for the 2 litre. The third Transit is a 15-seat "Custom" bus which also has the V4 2-litre and mechanical specification as the long-wheelbase .goods-carrying models.

The D800 on the plinth has a wheelbase of 9 ft. and is powered by a Ford 360 Cu. in. diesel engine which produces 128 b.h.p. gross at 2,800 r.p.m. The gearbox is a five-speed synchromesh unit. Another D Series tipper is a D750 9 ft. wheelbase model and this has an Edbro 6 cu. yd. body. The diesel engine in this chassis has a capacity of 330 cu. in. and produces 115 b.h.p. gross. The drive is through the same type transmission as on the D800 tipper shown. A dual-line air-over-hydraulic system is standard on the D800 but not on the lighter models in the range. The D750 has a standard single-circuit air/hydraulic system but the dual system is an option. It is likely that most purchasers will specify the latter as this will be essential to comply with the regulations coming into force on January 1, 1968. The final three D Series tilt-cab chassis are also from the top end of the payload scale. There are two more D800s, a 17 ft. 2 in. wheelbase chassis with Bonallack light-alloy body and a D800 7 ft. 10 in. wheelbase tractive unit for 18.8 tons gross train weight. And completing the D Series is a DT800 6>:: 2 chassis which has an engine, gearbox and cab specification as for the D800 attic but the driving axle is an Eaton two-speed unit.

The normal-control model exhibited by Ford is a K700 12 ft. 7 in. wheelbase chassis with left-hand drive and Edbro 6 cu. yd. body and tipping gear. The specification is similar to that of the D750 tipper already dealt with but it has a close-ratio gearbox and the optional Eaton two-speed rear axle.

Neither the R192 nor R226 p.s.v. chassis are to be seen on the Ford stand but examples of these will be seen with bodies in other parts of the exhibition hall.

58 GUY

Guy Motors Ltd., Fallings Park, Wolverhampton.

VIVE chassis from the Guy Big I range appear on this stand.

Four of them have the Cummins V6 diesel engine while one is fitted with the latest Gardner 6LXB 180 b.h.p. engine. And Guy passenger interest is shown by the inclusion of an Arab Mk.V single-decker chassis.

The two most interesting goods chassis are a twin-steer tractive unit for 32 tons gross train weight and an export six-wheeler for 26 tons gross which has automatic transmission and a new design of two-spring rear bogie. The twin steer has the Gardner 6LX13 engine and it is basically a Guy eight-wheeler with the rear bogie removed, the frame shortened and a 10-ton capacity axle fitted. Each front axle has a capacity of 5 tons and Hydrosteer hydraulic power-assisted steering is fitted. The double-acting ram acts on the relay lever in the steering linkage.

Guy has not previously produced a two-spring rear bogie and the unit on the 26 ton gross six-wheeler has been designed with poor conditions in mind. The axles have hypoid-bevel primary reductions with epicyclic secondary reduction in the hubs. A lockable third differential is incorporated and each of the axles is located in the chassis by three radius rods. A sleeper cab is mounted on this chassis and another way in which the export characteristics are illustrated is that Trilex cast-spoke wheels are used.

With Bristol Siddeley having recently given up the licence to make the Swedish SRM transmission used in the six-wheeler, the prospects of Guy being able to fit this transmission in the future are in doubt. But the fitting of it illustrates Guy's interest in automatic transmission for the future.

A 30-ton gross four-wheeler tractive unit on the Guy stand has MGM spring brakes at all axles to provide for both a secondary system and parking brakes and the remaining two goods chassis exhibited by Guy are a 20-ton gross six-wheeler and a 24-ton gross train weight tractive unit. Like the 26-ton six-wheeler and the 30-ton gross tractive unit these two have Cummins V6 engines but the 24-ton tractive unit has the derated version giving 170 b.h.p. as against 192 b.h.p. in the other two. The 24-ton tractive unit is used to illustrate the degree of accessibility afforded by removing the floor of the cab.

The Guy Arab p.s.v. is one of an order for Hong Kong and has a 15 ft. wheelbase. The engine is a Gardner 6LX and the transmission a Daimler Daimatic semi-automatic gearbox.

100 HINO

Nino Motors Ltd., Automobiel Fabriek Nederland NV., Orange Singel 55, Nijmegen, Holland.

HINO Motors Ltd. is one of Japan's largest commercial vehicle makers and this is the first time its products or those of any Japanese truck manufacturer have been seen at the Commercial Motor Show. The Dutch company which has taken the stand imports into Holland and assembles only one Hino model, the KM 400. Although there are no plans yet to bring these into Britain it is anticipated that it may be possible in 1967 when output of the Dutch factory at Flushing should reach 1,500 units a year.

The Hino KM 400 is a medium-weight four-wheeler with a gross weight rating of 8.5 tons which with a chassis weight of around 2.2 tons gives a payload and body allowance of 6.3 tons. The model has an American appearance but it can equally be said that the design is in line with current European practice. A forward-entry tilt cab (with rear-hung doors) is used and the mechanical specification includes a six-cylinder 4.3 litre diesel engine which produces 90 b.h.p. gross at 3,200 r.p.m. Bore and stroke dimensions are 90 mm. (3.54 in.) and 113 mm. (4.45 in.) respectively and the compression ratio is 20.7 to 1. The maximum gross torque is 180 lb. ft. at 2,000 r.p.m.

The drive is through a four-speed synchromesh box and the rear axle is a spiral-bevel unit.

Braking is by a vacuum-assisted hydraulic system with leading-and-trailing shoes all round and a band-type transmission brake for parking.

Wheelbase of the KM 400 is 10 ft. 10 in. and the measurement from the rear of the cab to the end of the frame is 14 ft. 1 in.

80 INTERNATIONAL

International Harvester Co. of Great Britain Ltd., 259 City Road, London EC, 259 City Road, London EC,

HERE is another new name at post-war Earls Court Shows, International Harvester having only been established as a vehicle manufacturing company in England since the middle of last year. There are three chassis on the stand, two of them the normalcontrol designs which have been the only types made at the company's factory at Doncaster until now; and the third a forwardcontrol design expected to be brought into production by International during 1967.

All three chassis carry the name Loadstar and the forwardcontrol is different to the normal-control only in respect of the cab; in all other respects the specifications of the two types are the same and they bear the same model numbers except that the forwardcontrol have the suffix CO (for cab-over) after the number.

Dealing first with the models that are now available to operators, one is a Loadstar 1800 12 ft. 7 in. wheelbase tractive unit for 20 tons gross train weight and the other is the same model but with a wheelbase of 14 ft. 1 in. and this has a 6 cu. yd. light-alloy tipping body. Maximum gross weight rating of the 1800 rigid is 12.25 tons and both these chassis have the same specification except for some minor differences—such as flitch plates on the tipper. A Perkins 6.354 engine is used in the Loadstar and this drives through a fivespeed gearbox with synchromesh on the upper four ratios.

The cab on the normal-control models is of all-steel and is well equipped and well finished. The same applies to the unit on th forward-control design, which is a tilt type. The front pivots ar carried on rubber-steel sandwich-type mountings and no dismani ling is necessary when the cab is to be tilted. Wheelbase of th forward-control Loadstar shOwn is 11 ft. 5 in. and it is a 1700 C( model which has a gross weight limit of 11.19 tons.

54 KARRIER

Karrier Motors Ltd.

Biscot Road, Luton, Beds

rr WO Bantams, three Gamecocks and a Walk-Thni ambulanc appear on the Kamer stand. Different engines are used in th two Bantams: a tipper version has a Perkins 4.203 diesel whic' develops 63 b.h.p., while a Bantam-based mobile shop has a four cylinder petrol of 53.5 b.h.p. In both cases the gearbox is a four speed synchromesh unit. The wheelbase of the tipper is 8 ft. 2 in that of the mobile shop is 10 ft. 2 in.

The three models in the Gamecock range are represented— the WB.4, the WB.5 and the WB.6 which have nominal capacitie of 4, 5 and 6 tons respectively. There has recently been a chtmg in the braking design on these models and a dual air-assiste hydraulic system is now employed. A Clayton Dewandre dut actuator and master cylinder is fed from separate reservoirs an the hydraulic circuits to the front and rear axles are independer of each other. On all three chassis a four-speed synchronies gearbox is fitted but while the four-tonner has a Perkins 4.23 diesel, the other two have Perkins 6.354 six-cylinder diesel: The ambulance exhibit is based on the Corruner Walk-Thru va chassis and is powered by the Rootes 85 b.h.p. six-cylinder petrt engine.

59 LAND-ROVER

Rover Co. Ltd.

Lode Lane, Solihull, Warwick

ATHOUGH in appearance the new forward-control Land Rover differs little from the model it replaces, there hay been a number of important changes to the specification. Thi model will probably form the centre of interest on the stand an with it are 10 of the well-established normal-control models illUE trating some of the many applications of this vehicle.

Rover introduced the first forward-control Land-Rover in 196 and this had a wheelbase of 109 in. It is reported that since the there has been a demand from the home market for a mor powerful version. Only the 2.25 litre petrol engine was offere on the home-market with the Rover six-cylinder 2.6 litre availabl in export models. Now the company has made the six-cylinde unit an option for the home market and in addition the 2.25 litr Rover diesel can be specified. With the latest modifications th wheelbase is increased to 110 in. and improved stability is-give by increasing the track. Other alterations are to the suspension, braking and gear-change. The latest model will carry a payload of 30 cwt. and has a maximum road speed of about 60 m.p.h. with a cross-country performance in keeping with the Land-Rover tradition. One thing the forward-control Land-Rover has in common with the normal-control desigri is that various body styles are Some of these are exhibited. available. SoThere are four 88 in. Land-Rovers, three petrol-engined and one diesel. The dieselengined model has a "hood" top and a rear door as the stationwagon. There are seats for four passengers in the rear. One of the petrol-engined models is a police traffic-control vehicle while the other two are a station-wagon and a standard model with canvas hood. There are also petroland diesel-engined versions of the 109 in. wheelbase Land-Rover. The various types shown include a model with hard-top, one with truck body and three-quarter hood, a 12-seat station-wagon and there are three special-purpose machines. One is a Redwing FT/6 crash/rescue tender for airport use, the equipment being based on a chassis converted to forwardcontrol by Carmichaels of Worcester. Finally there are longwheelbase vehicles with an ambulance body by Netters and a vehicle fitted out as a mobile workshop.

99 LEYLAND

Leyland Motors Ltd., thLeyland, Lancs. Leyland Motors Ltd., thLeyland, Lancs. A' important theme on the Leyland stand which is also evident in other parts of Earls Court is the use of semi-automatic with this transmission in trucks. There are two Leyland vehicles feature at Earls Court, one a new model—a Freightline Steer, a twin-steer tractive unit for 32 tons gross train weight—the other a Beaver 14BT28. A number of other vehicles on e stand are interest also of inter and these include the new Super Comet 15-ton gross model, an Atlantean passenger chassis for 33-ft.-long bodywork and also in the p.s.v. field the special Panther design for Stockholm. This is not the first time Leyland has applied semi-automatic transmission to goods models as the company has built chassis with this feature which have been in service in Canada and the Middle East for about two years. The Show, however, marks the first time the company has offered semi-automatic transmission on a standard goods. The gearbox used is to the design of SelfChanging Gears Ltd. and is produced by Leyland Motors themselves. There are five forward gears and to increase the number of ratios available Leyland links the box with a twospeed axle. Both the Steer and Beaver have this feature. Mechanically the Beaver with semi-automatic is similar to the Steer. Both have a Leyland Power-Plus 0.680, 200 b.h.p. sixcylinder diesel. In both these models the transmission layout as shown is the standard and Leyland plan to produce the Beaver in this form on a special production line with the object of giving quick delivery of the standard design. Another feature of the Steer is the braking, and MGM spring brakes are used on the secondsteering axle and the driving axle for the parking brake. Both chassis have the Ergomatic cab as standard and there has been a change in the holding-down method with the quick-release mechanism replaced by locking pins. The third new goods model on the Leyland stand is the Super Comet for 15 tons gross, specifically designed for use as a tipper or truck-mixer chassis. A fixed version of the Ergomatic cab can be seen on this exhibit, this being the standard now on all Comet and Super Comet chassis with the tilt version available only on the 16-ton gross machine. Some of the luxury trim is deleted on the fixed cab but the general design is unchanged. The new 15-ton design is based on the 16-ton chassis. A fourth goods exhibit is a Super Hippo 6 x 4 export chassis which has a Leyland 0.680 engine and seven-speed gearbox. This normal-control vehicle is shown as a tractive unit for use on log haulage and a Dyson bolster and bogie is carried on the chassis. And a fifth goods, smallest vehicle on the stand, is a Leyland 20 van. Two exhibits in the passenger field are of interest: an Atlantean rear-engined double-decker chassis with an extended wheelbase for 33-ft.-long bodywork and a bodied Panther for Stockholm. The Atlantean is the same mechanically as the previous model. A Park Royal body is mounted on the Panther for Stockholm. The Leyland 0.680 engine located horizontally at the rear of the chassis drives through a fully automatic ZF gearbox. Overall length is 37 ft. 6 in. and there are 39 seats inside with room for 32 standing passengers.

53 MAGIRUS—DEUTZ

Klockner-Humboldt-Deutz AG., c/o Magirus-Deutz Concessionaires Ltd., Cobbs Wood Industrial Estate, Brunswick Road, Ashford, Kent

IS is the first Commercial Motor Show for some years at which rr IS vehicles have been seen and this follows their introduction into the British market a year ago by Magirus-Deutz Concessionaires Ltd. There are three chassis on this stand. One of them is a model specially designed for marketing in the UK, the second is a right-hand drive version of a chassis introduced at the last Frankfurt Show and the third is a design which has already been marketed here. The model designed specially for Britain is the 210 D 22 FL six-wheel double-drive rigid for operation at 22 tons gross. It is possible that there will be a tractive-unit version of this chassis plated for 36 tons gross train weight in the demonstration park. In general, the 210 D 22 is based on the 235 22 previously available here but while the latter model had a V10 air-cooled indirect-injection diesel engine and a sleeper cab, the 210 D 22 has a normal-depth tilt cab. Because of the reduction in depth the V10 cannot be accommodated and the engine used is the V8 11.6 litre direct injection unit introduced only last year. The output of this engine is continued on page 141

210 b.h.p. at 2,300 r.p.m. Like the other models on the stand the brake system is modified to meet British requirements by the incorporation of a secondary system and this is applied to the rear bogie.

A tractive-unit version of the recently introduced model is shown. This is the 150 D 14 FS with a gross train weight rating of 29 tons. A Deutz V6 air-cooled direct-injection diesel engine with a capacity of 8.73 litres is used and the maximum output of this is 150 b.h.p. at 2,300 r.p.m. The drive is through a ZF five-speed box and as with the 210 D 22 a floor-mounted gear-change lever is employed as against a column-change used on earlier Magirus-Deutz designs. Spring-brake actuators are provided on this chassis for the parking and secondary brake functions these being additional to the airassisted-hydraulic service brake layout. Thelspring-brake chambers are linked to the rear part of the original handbrake mechanical linkage.

The same secondary and parking brake layout is used for the third exhibit—a 200 D 16 FS tractive unit which like the 15013 14 FS is a four-wheeler. But the 200 D has a 12.7 litre V8 indirectinjection engine producing 200 b.h.p. and is plated for 36 tons gross. The chassis has the older-style curved front cab.

02 MERCEDES-BENZ

Mercedes-Benz (Great Britain) Ltd., Great West Road, Brentford, Middx.

Fr HE four exhibits on this stand comprise three goods models and one p.s.v., and the most important of these is a special "United Kingdom" version of a 30-ton g.t.w. tractive unit. This has been developed in conjunction with the British distributors of Mercedes-Benz, Normand Commercial Vehicles Ltd. to meet the needs of British operators and is a modified version of the LS 1418 previously sold in this country.

The LS 1418 is a semi-forward-control tractive unit for operation at 30 tons and while the general mechanical layout of the model is unchanged the chassis has been shortened and lowered to enable the model to be matched to standard British semitrailers. Wheelbase is unchanged at 10 ft. 6 in. but the rear overhang is reduced by 5 in. as compared with the previous model and this enables the fifth-wheel turntable to be mounted 7 in. farther forward. Chassis height has been reduced by 4 in. also and to provide this the rear spring camber has been altered and the maximum deflection reduced from 8 in. to 5 in. A DaimlerBenz OM 346 six-cylinder diesel producing 180 b.h.p. net at 2,200 r.p.m. is used in the LS 1418 and it drives through a five-speed synchromesh gearbox -to a two-speed rear axle. Braking layout has been revised to meet the UK regulations. An air-assisted hydraulic system is used and the front and rear axle are on separate circuits with independent master cylinders and air servos. Changes made concern the addition of a secondary system and to meet this requirement 15 sq. in. brake chambers are fitted at each side of the cross-shaft in the handbrake linkage and these are brought into use on application of a hand-reaction valve in the cab. At the same time the semi-trailer auxiliary connection is pressurized. The forward-control version of the LS 1418 is the LPS 1418 and the latest version of this is also shown at Earls Court for the first time. This has a flat-front cab. Mechanical specification is similar to that of the LS 1418, but the Show model has not been modified to suit British requirements. A third tractive unit featured on the Mercedes-Benz stand is an LPS 2020 twin-steer tractive unit which is sold in Germany for operation at 38 tons g.t.w. The second steering axle is set close to the driving axle and an uprated version of the OM 346 diesel is used, this producing 210 b.h.p. net and driving through a ZF six-speed gearbox.

Completing the Mercedes-Benz display is an 0.302 coach with 45 seats. Mercedes-Benz plans to enter the British market with this model and although it does not meet the British regulations exactly in some respects it is considered that the design will comply fully with the British regulations when changes in hand become effective. The 0.302 has an OM 327, 175 b.h.p. diesel located vertically and longitudinally at the rear. The specification of the 0.302 also includes a five-speed synchromesh gearbox, powersteering and an engine exhaust brake and the Show chassis will have air suspension.

97 MORRIS

Morris Commercial Cars Ltd., Longbridge, Birmingham 2

VVEHICLES on this stand are those bearing the Morris nameplate which are not based on car designs. The exhibits range from the J4 10/12-cwt. van up to the FJ 18-ton-gross tractive unit introduced at the last Show. There are in all eight distinct models on the stand.

A number of the chassis have new features for the Show and the ,J4 for example has a flatter floor in the cab and a lower bulkhead behind the seats. A slightly bigger vehicle is the J2, featured with a revised seating arrangement. All passengers now face forward and the design meets p.s.v. requirements.

Automatic transmission—a Borg-Warner 35. unit—is employed in the J4 van, and an LD 1.5-ton van with the same gearbox is shown for the first time on the stand.

Morris Commercial have two exhibits similar to vehicles on the Austin stand, these being a WF normal-control 7-tonner which can now be obtained by British operators and an PG 2-ton truck. The remaining three Show models are an FF 7-tonner, an FJ 8-ton tipper with the recently announced new wheelbase of 10 ft. 11 in. and an FJ 18-ton-gross tractive unit with fifth-wheel coupling.

98 MORRIS

Morris Motors, Ltd, Cowley, Oxford.

THE seven vehicles on this stand are based on three car designs. Odd man out in the display is the Mini-Moke and as well as this there are van and pick-up versions of the Mini Van 5 cwt., the 6 cwt. van which is derived from the Morris 1000 car and the half ton van which has as its basis a nowsuperseded car design.

66 MORRISON-ELECTRICAR

Austin Crompton Parkinson Electric Vehicles Ltd., Countesthorpe Road, Wigston, Leics.

THE electric vehicles to be seen on this stand include a refuse collector, an ambulance, a dairy truck and two new models: a three-wheeled dairy vehicle and a three-wheeled two-seater "runabout" designed for use in factories and so on.

The new three-wheeler dairy vehicle is the Model 3F11, with 25 cwt. payload. A Scammell single-wheel suspension is used for this model and the Powermiser thyristor controller as used by the company on other models provides stepless speed variation.

The second new model is called the Midge, an unusual vehicle at a Commercial Show, but, nevertheless, a useful vehicle in factories when used by messengers, maintenance staff and so on as its small size-6 ft. 3 in. long by 3 ft. 1 in. wide—and high manoeuvrability will enable it to get practically anywhere.

Reverting to the more conventional chassis the refuse .collector is an F.30, 30 cwt model with four-speed controller and 30-cell battery. Like all the electric vehicles featured by the concern this has a plastics cab. The body on the hospital ambulance is by Locomotors Ltd. and the chassis is a standard D/PG with Powermiser thyristor controller.

The final exhibit on the Austin Crompton Parkinson stand is a Model ENG 24 Mk. II Dairy truck. This has a long-wheelbase chassis which allows a body with a capacity of 24 crates per tier to be fitted. Payload capacity is 25 cwt and the standard plastics cab is used with the company's patent door system—the doors track into the cab to lie against the windscreen—and at the rear of the body there is a food cupboard under the deck.

68 RENAULT

Renault Ltd., Western Avenue, Acton, London W3.

XHIBITS on the Renault stand at this year's Commercial Show consist of examples from the Renault Fourgon 6 cwt. and Estafette 15 cwt. van ranges. The main exhibit is a Fourgon chassis unit complete with fully "ghosted" load mounted on a raised plinth and with the four wheels driven by motorized cams to demonstrate the action of the independent suspension.

There have been some changes made to the detail design of the Fourgon for 1967, in the main the fitting of toothed cams to the rear suspension torsion bars to give progressive adjustment from 7 in. to 8.6 in. in the ground clearance. Other changes for 1967 are an increase in braking area from 54.4 sq. in. to 65.6 sq. in. and an increase in the total maximum weight permitted from 18.75 cwt. to 20.75 cwt. A four-cylinder 32 b.h.p. (gross) petrol engine is used in the Fourgon and this drives through a threespeed synchromesh gearbox.

There are three versions of the Renault Estafette 15 cwt. model on the stand. These are a high-roof van with a load space of 215 Cu. ft., a standard van with a 187 cu. ft. body and a pick-up. Like the Fourgon the Estafette has front-wheel drive but the engine is a 1,108 c.c. petrol as against 845 c.c. in the Fourgon and the maximum gross output is 45 b.h.p.

Low loading height is a feature of the Estafette and the interior height of the standard model is 5 ft.; the high-roof version gives a clear 6 ft. internal height.

79 SCAMMELL

Scammell Lorries Ltd., Watford West, Watford, Herts.

THIS is another stand on which semi-automatic transmission is featured, the Scammell model on which this is fitted being a Trunker twin-steer tractive unit for 32 tons gross train weight. On this stand is the new single-axle version of the Challenger range of semi-trailers and there are also Highwayman and Townsman tractive units. Completing the display is a Contractor export 6 x 4 tractor unit which also has semi-automatic transmission and an interesting display shows operators how to modify automaticcoupling semi-trailers to meet the regulations coming into force in January 1968.

A Self-Changing Gears RV.38 five-speed epicyclie gearbox with semi-control is used in the Trunker and there is a two-speed splitter gearbox located between the fluid clutch and the unit to give 10 forward speeds. Apart from this the Trunker is unchanged from its original specification. It was one of the earliest examples of tvdinsteer tractive units for 32 tons and the second steering axle is located close to the driving axle. The engine is a Leyland PowerPlus 0.680.

A 24 ft. version of the new Challenger S single-axle semi-trailer is shown and this is designed to be operated with an outfit grossing up to 22 tons. These new models are available in lengths from 24 ft. to 34 ft. in 1 ft. steps.

The Scammell Contractor while being designed primarily for overseas markets has limited use in Britain, and this is powered by a Cummins NH 250 six-cylinder 240 b.h.p. diesel. The semi-automatic transmission in this chassis is a Self-Changing Gears RV.30 eight-speed unit and the model is available in a wide variety of specifications with engines up to 375 b.h.p. for operation at gross train weights up to 71 tons. The version shown is suitable for up to 53.6 tons.

Leyland engines are used in the final two tractive units. The Highwayman has an 0.680 and is a four-wheeler designed for operation at up to 32 tons gross train weight whilst the Seammell Townsman is the three-wheel 3-ton tractive unit with an 0E.160 four-cylinder diesel producing 62 b.h.p.

73 SEDDON

Seddon Diesel Vehicles Ltd, Woodstock Factory, Oldham, Lancs.

THERE are five vehicles on the Seddon stand, two 16:four models, two 13:fours and a 30/4/6LXB tractive unit. Rigid and tractive-unit versions of 'the 16: four and 13: four are shown and there is something new about each of the chassis on exhibition.

The 16: four was introduced at the Scottish Show last year as a tractive unit and this is the first time that the rigid version has been exhibited. There have been a number of modifications to the design since it was introduced but in general it remains the same. A Perkins V8.510 engine which produces 170 b.h.p. is employed and this drives through a five-speed synchromesh gearbox. Changes that have been made include replacement of the twin oil-bath cleaners by a Coopers Cyclopac dry-type filter and the exhaust layout has been altered, the silencer now being hung from the rear of the gearbox. Part of the reason for the change in exhaust is to help with oil cooling and to this same end the sump has been reversed to bring the well to the front and an engine oil cooler is now fitted. A Simms in-line fuel pump is used instead of a CAV distributor-type and the gear-change linkage has been modified to bring the control knob closer to the driver. Another difference is that hydraulic assistance is now given to clutch actuation. The ratios in the ENV 542 gearbox have been slightly changed and a round 50-gal. fuel tank is used instead of a rectangular 50-gal.

Wheelbase of the 16:four tractive is 9 ft. 6 in. and the gross train weight limit is 26 tons as against 16 tons for the rigid—a 16 ft. 9 in. heelbase rigid is shown.

There have also been recent changes to the 13:four. Front brakelining width has been increased from 5 in. to 6 in. at the same time as the gross weight limit was increased from 13.25 tons to 14 tons. ere has also been a change in the frame material and the tyres prated—from 9.00-20 to 10.00-20. There is no change to the gross rain weight rating of the tractive unit which remains at 18 tons and e general design is also unchanged. There is an 8-ft. wheelbase active unit on the stand and a 14 ft. 8 in. wheelbase rigid. In the 3:four, a Perkins 6.354 120 b.h.p. engine is used and the transission is through a five-speed constant-mesh gearbox. Both the 16:four and the 13:four have dual brake systems which meet fully Ministry of Transport requirements even though these do not yet apply to the lighter model. Clayton Dewandre diaphragm/ piston dual actuators are used at all wheels and this feature is now standard on all Seddon models including the 30/4/6LXB shown. This is a 9 ft. 6 in. wheelbase tractive unit for 30 tons gross and the main feature of this is the use of the new 180 b.h.p. Gardner 6LXB engine. To suit the engine, a 17 in. diameter clutch is used instead of 16 in. and the drive is through a David Brown six-speed gearbox to an Eaton rear axle heavier than used previously. To give clearance for the rear tyres the frame is swept inwards from behind the gearbox —from 37 in. to 34 in.—which is another change in this model.

94 SMITH'S

Smith's Electric Vehicles Ltd, Princesway, Team Valley, Gateshead-on-Tyne 11

ANEWLY-DESIGNED electric vehicle is to be seen on this stand. It is called the Roundsman and there are two examples illustrating the alternative controller systems, available on this model. There are also two dairy trucks from the Smith's range and a Commuter van.

The Roundsman has a payload capacity of 1.5 tons and a range of up to 50 miles a day. It is suitable for all forms of doorto-door and shop-to-shop delivery and collection and variants can be supplied for the transportation of baggage and freight, for use in hospitals, factories, airports and so on. New-design doors called Stowaway are available and they track backwards into the cab to lie in front of the rear panel in the open position.

Two types of controller are available on the Roundsman and these have been developed especially for the model. The Powerstep. is standard, this being of the series-resistance type and incorporating electrical reversing and a main circuit breaker. The optional controller is the Powerflow which is a solid-state unit. The use of thyristors make it possible to provide a smooth, noise

less control of speed with negligible losses. The use of Powerflow gives higher efficiency conversion and while the Powerstep resistance requires little maintenance, the Powerflow is said to need virtually none.

The design of the Roundsman has been evolved with an eye to reducing maintenance costs and there are only seven lubrication points. The reinforced-plastics cab has been designed so that the risk of accidental damage when parking or moving the vehicle is reduced and the front of the vehicle is protected by a heavyduty bumper. The Roundsman, with dairy-truck body and Stowaway cab doors, complete with battery and charger to provide 17 m.p.h. speed and up to 50 miles range, costs about £1,250.

The two dairy trucks shown by Smith's are the S55D fourwheeler with 20-crate reinforced-plastics body and deck, cab and canopy and the 595D which is a long-range heavy-duty vehicle with 36-crate deck in corrugated light alloy and with a reinforcedplastics cab and canopy; the 595D has sliding cab doors. The final vehicle on the Smith's stand is the Commuter CG65 van.

96 THORNYCROFT

Transport Equipment (Thornyeroft) Ltd., Basingstoke, Hants.

ON this stand, the Thornycroft Nubian Major fire/crash tender is making its first Show appearance with body and firefighting equipment although the model was introduced two years ago. There is also a Nubian 6 x 6 which is shown as a tractive unit coupled to a Scammell Challenger S single-axle semi-trailer, while the biggest vehicle on the stand is a Big Ben 6 x 6 oilfield tractor.

A change in connections is illustrated by the fact that a Scammell semi-trailer is appearing on the stand and Thornycroft is now linked with Scammell in the Leyland Motor Corporation instead of with AEC. The Nubian coupled to the semi-trailer is unchanged apart from the fitting of a fifth-wheel, the model normally having been used previously as a basis for airfield crashtender bodywork and fire-fighting equipment like its big brother the Nubian Major.

The engine in the Show Nubian is a Rolls-Royce eight-cylinder petrol with a capacity of 6.52 litres and output of 197 b.h.p. A five-speed synchromesh main gearbox and a two-speed transfer gearbox make up the transmission and in the transfer box there is gearing to select front-wheel drive. The rear axles are mounted on a two-spring bogie and they have double reduction (like the front) through spiral-bevel gearing at the centre and secondary reduction at the hubs.

A Carmichael cab, body and fire-fighting equipment is mounted on the Nubian Major and this model is basically unchanged since it was introduced at the 1964 Commercial Show. The engine is a Cummins VINE V8, 12.86-litre diesel and the output is 300 b.h.p. at 3,000 r.p.m.

The Big Ben is one of the "big" vehicles made by Thornycroft and this 6 x 6 model is designed for use as an oilfield tractor. Gross combination weight can be up to 90 tons and a RollsRoyce six-cylinder turbo-charged diesel engine with a capacity of 12.17 litres gives an output of 300 b.h.p. at 2,100 r.p.m.

60 UNIPOWER

Universal Power Drives Ltd., Aintree Road, Perivale, Mid dx.

ri" WO of the exhibits on this stand are conversions of the Commer 8-ton chassis to double-drive six-wheelers and the third is one of the long-established 4 x 4 tractor chassis made by the company.

The alternative suspension systems available from Universal Power Drives are illustrated on the six-wheelers. Both have Eaton two-speed tandem-axle bogies but on one the suspension is the Hendrickson two-spring design whilst the other bogie has fourspring suspension of Unipower design. The two-spring layout is intended for vehicles that will spend part of their life in severe off-the-road conditions while the four-spring is for vehicles operating mainly on metalled roads. Design features of the conversion with two-spring suspension include internal reinforcements of the main side-members extending from the rear end of the frame to the front-spring rear brackets and channel-section crossmembers with boxed ends.

The Unipower tractor chassis is the Hannibal 4 x 4, primarily designed for the extraction and haulage of timber but also applicable to industrial use. A Gardner 5LW engine is used and the transmission is through a five-speed main box and a twospeed auxiliary box which also splits the drive to the two axles. The model is suitable for 24 tons gross and can be supplied without a winch when purchased for industrial use.

67 VOLKSWAGEN

Volkswagenwerk 8. m.

do Volkswagen Motors Ltd, Volkswagen House, Cargreen Road, London SE25

THE six exhibits on this stand are the well-known Volkswagen 1-ton van or variants of it which are unchanged in design since the last Show. There are two vans with alternative door arrangements; two pick-ups, one with a single cab the other with a double cab; an ambulance; and a cutaway left-hand-drive delivery van.

Capacity of the standard van is 170 Cu. ft. A 1.5 litre air-cooled petrol engine is used, this being located at the rear. Because of the engine location, which requires a raised rear portion of the floor, normal access to the body is through doors to the side. One of the vans on the stand has hinged doors on the left-hand side whilst the other has sliding doors on both sides. On both these models there is also, of course, the top-hinged door in the rear.

In the normal single-cab pick-up the platform gives 45 sq. ft. of loading space. This is level with the raised portion over the engine so that there is a compartment below the front part of the floor. This measures 20 sq. ft. and the height of the main platform from the ground is 3 ft. In the case of the double-cab model which can also be seen the advantage of having additional passenger space results in a reduction of load area to 30 sq. ft.