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OVER 50 NEW MODEU

Lt EARLS COURT MORE than 50 new British vehicles can be seen at the Commercial Motor Show at London's Earls Court, which opens at 10 a.m. today and closes on October 4. All these models have been introduced during the past two months and are in addition to other ranges of new vehicles, such as those from Ford and Dodge, which have appeared since the 1956 Show. This wealth of new material will make the event one of the most interesting ever held.

Foreign entries are fewer this year, being confined to Goggomobil and Volkswagen from Germany, Motokov from Czechoslovakia, Chausson from France and WillysOverland from the U.S.A. Swelling this number is an unconventional 25-cwt. chassis of German origin built and shown by Jensen,

, Illustrations and descriptions of exhibits on the stands of the. 35. Chassis manufacturers in the Show appear on this and the following 13• pages. M.C.W. and Chausson, who are entered in the bodywork section but in fact produce complete integrally constructed vehicles, are included in this review for the sake of clarity,

1115,-A•E.C.

A.E.C., Ltd., Southall, Middx.

AIR suspension is featured on two of the exhibits, and another innovation is the new Mammoth Major 8 eight wheeler. A new 150 b.h.p. power unit—the AV_690—is seen as a working exhibit. One of the air-sprung vehicles is the Bridge master 76-passenger integral double-decker, this having air springs and radius arms at the rear, the independent front suspension consisting of wishbones and coil springs. This 30-ft. by 8-ft. bus has Park Royal bodywork, and its constant overall height is 13 ft. 5* in., irrespective of the number of passengers on board because of the self-levelling characteristics of the air 'springs. The Bridgemaster exhibit is powered by the new AV 590 oil engine (125 b.h.p. net) and has a four-speed synchromesh gearbox.

The other air-sprung vehicle is also a passenger chassis—the Reliance lightweight underfloor-engined design. Tripleconvolution bellows units are fitted to both axles. Radius arms locate each axle, and at the front the bellows are carried immediately above the axle, whilst at the rear the springs lie behind the axle centre line. Panhard rods locate the axles laterally. The chassis also incorporates a modification to the engineauxiliary drives, bells having been eliminated. There are two other passenger exhibits.. One a Regal Mk, IV underfloor-engined single-decker chassis, is • part of an order for 132 vehicles for the Department of Government Transport, New South Wales, Australia. This chassis has the A.E.C. 11.3litre 150 b.h.p. horizontal oil engine and Automonocontrol fully automatic transmission. Also for export is the Regent Mk. V left-hand-drive double-decker. This bus is for the Teheran Omnibus Board and has an 11.3-litre engine, although.hornemarket versions of this chassis are now supplied with either the AV 470 or the new AV 590 units.

The sole goods vehicle on the A.E.C. stand is a new eightwheeler. It has one of the new oil engines which supersede the previous 9.6and 1I.3-litre units, and features of the new design include a revised cab layout to give better access and visibility, larger brakes, and a rearranged rear-bogie suspension designed to give better wheel adhesion and a high degree of articulation,

59-ALBION

Albion Motors, Ltd., SOuth Street, Scotstoun, Glasgow, WA. QEVEN of the goods chassis which occupy this stand exclusively have been introduced since the1956 Show. Newest is the 9-ton Clydesdale shown in chassis form, but two 7-ton Chieftains and the two 4-ton Claymore vans on display are also recent additions to the range. A Caledonian eightwheeler tanker completes the exhibits.

Powered by the Leyland 0.375 six-cylindered oil engine derated in the interest of economy to produce 105 b.h.p. at ' 2,200 r.p.m., the Clydesdale chassis incorporates the new Albion easy-access pressed-steel cab first seen on the Chieftain. The gearbox is a five-speed unit with all forward gears in constant mesh, An overdrive sixth speed of 0.76 to I ratio is optionally available. Double-reduction gearing is used in the rear axle-and air-pressure braking is employed. The chassis exhibited has a:wheelbase of 15 ft.

Similar in general design to the Clydesdale, the Chieftain has the Albion 5.5-litre four-cylinderect oil engine derated to develop 90 b.h.p. at 2,200 r.p.tn. The five-speed gearbox is similar to that used in the Clydesdale, as is the rear axle. Tyres of 8.25-20 in. (12-ply) are fitted and braking is vacuumassisted by a Hydrovac. One Chieftain is shown as a ehassis and cab, whilst the other has an 18-ft. 6-in. platform.

Redesigned to permit quantity production, the Claytnore is now available as a 4-tonner or 5-toriner, the payload rating depending largely on tyres. The two vans displayed are based on the 4-ton chassis fitted with a horizontally mounted fourcylindcred oil engine with an output of 72 b.h.p. at 2,200 r.p.m. The gearbox is a four-speed constant-mesh unit and the spiralbevel rear axle is fully floating. Braking has vacuum assistance by a Hydrovac.

The Caledonian eight-wheeled 4,000-gal, spirit tanker shown has a Leyland 0.600 125 b.h.p. vertical oil engine, a five-speed gearbox with constant-mesh on third, fourth and fifth ratios.

and double-drive overhead-worm rear axles with 8-in, centres mounted in a four-spring bogie. Brakes on all wheels are operated hydraulically with air-pressure assistance. In spite of a comprehensive specification, the weight of the chassis, complete with all-steel cab, is only 61 tons.

99-ATKINSON

Atkinson Vehicles, Ltd:, Winery Lane, Walton-le-Dale, Lancs, riEVELOPMENT of off-the-road chassis for dumper and prime-mover use and concentration on the heavier class of vehicle are revealed by four maximum-capacity eightwheelers, an 1-1-ton tractor unit, two heavy-duty dumpers and a 100-ton tractor for desert operation.

Taking pride of place is the Omega IV 6 x 6 desert tractor capable of hauling loads of 100 tons or more and maintaining speeds of over 40 m.p.h. The Show model has a Rolls-Royce C6. NFL 275 b.h.p. oil engine coupled to a semi-automatic transmission system employing a 20-in.-diameter lockable fluid clutch and a Wilson eight-speed gearbox. A transfer box of Atkinson design takes the drive to the front axle and, through a lockable third differential, to the Kirkstalihypoid axles of the rear bogie.

A Cummins H1,1-6B oil engine powers the 12-cu.-yd. sixwheeled dumper. This engine, producing 150 b.h.p. at 1,800 r.p.m., is coupled to a ZE six-speed constant-mesh gearbox; Marles power steering is fitted and the model displayed has a half-cab and an Autolift body and tipping gear. The other dumper of 5-6-cu.-yd. capacity has a Gardner 5LW oil engine developing 94 b.h.p. at 1,700 r.p.m. Exhibited in chassis and half-cab form, it has Hydrovac assisted brakes, Marks power steering and a spiral-bevel double-helical rear axle.

Most interesting of the eight-wheelers is an L1786 XFA model shown with a Pilot tipping body. The power unit is the new Gardner 6LX oil engine producing 150 h.h.p. at 1,700 r.p.m. and 485 lb.-ft. torque at 1,100 r.p.m. Coupled to it is a fluid clutch with a Wilson five-speed gearbox giving two-pedal control with semi-automatic gear changes. Power steering and air-pressure brakes are fitted.

Two other eight-wheelers areshown with the Gardner 6LX engine. One is a tanker with a single double-reduction driving axle driven thrnugh a David Brown 557)480 gearbox, Airpressure braking is provided. A latest type of plastics cab installed. The other 6LX-powered vehicle has both rear axles driven and braking assistance by a Hydrovac. A Gardner 6LW engine powers the other eight-wheeler, which has vacuumassisted braking and a single driven axle.

The only tractor shown is fitted with the latest Seammell semi-trailer coupling gear and has a Gardner 5LW oil engine with a five-speed gearbox having an overdrive top ratio of 0.77 to 1 for high-speed running unladen,

61-AUSTIN

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

THE most interesting vehicle on this stand is the Gipsy 4 x 4 cross-country chassis, which incorporates trailing-arm independent suspension for all wheels. The trailing arms have axial shafts attached to their leading ends, these being bonded to large /libber bushes which act as the suspension medium. A B.M.C. 2.2-litre oil engine producing 55 b.h.p. at 3.500 r.p.m. drives both axles through a four-speed synchromesh gearbox and a two-speed auxiliary gearbox. A petrol-engined chassis fitted out as a fire tender may also be inspected.

Derived from private cars, the A35 5-cwt, van and A.55 10cwt. van combine useful loading space with a lively performance. The A35 has the B.M.C. A series 950 c.c. o.h.v. petrol engine, whilst the larger model is powered 1:fy the B series 1,500 c.c. o.h.v. unit, both models being fitted with four-speed gearboxes.

The 152 15-cwt. van shown also has the B series engine de-rated to develop 42 b.h.p, at 4,400 r.p.m. Loading .space of 200 Cu. ft. is provided. and the model shown has hinged side doors. Similar in mechanical specification to the van is a 13seat Omnicoach, which is displayed in its new form, complying with public service, vehicle regulations. .

Excellent maneeuvrability, with a turning circle of 36 ft., is a feature of the LD02 forward-control 30-cwt. van. The model F25 displayed has the 2.2-litre oil engine, but a petrol engine can be supplied. Sliding doors are fitted to the cab and access to the 275-cu.-ft. body is through double rear doors.

A 4-litre petrol engine is the Tower unit of a 5-ton normalcontrol drop-sided truck, whilst the B.M.C. 5.1-litre oil engine producing 105 b.h.p. at 2,600 r.p.m. is fitted in a forward-control tractor. This model has a fourspeed gearbox and is suitable for a gross train weight of 12 tons with a single-speed rear axle or 15 tons with the optional two-speed unit.

Designated the 702, the present B.M.C. 7-tonner has an attractive all-steel cab providing excellent vision through a wide, deep windscreen. To be shown as a platform truck, it incorporates the 5.1-litre oil engine and a four-speed gearbox. Power assistance for the steering and a two-speed rear axle are optionally available on all 702 models.

67-BEARDMORE

Beardmore Motors, Ltd., 167-169 Great Portland Street. London, W.I. 167-169 Great Portland Street. London, W.I.

ONLY two models in the Show are fitted with the new Perkins Four 99 oil engine and a taxicab chassis on this stand is one of them. A complete cab fitted with this engine and a similar vehicle with a petrol engine are also axhibited.

The Perkins 1.6-litre four-cylindered oil engine produces 43 b.h.p. at 4,000 r.p.m. in this application. It incorporates a distributor-type injection pump and has wet cylinder liners. The chassis in which it is shown has a wheelbase of 8 ft. 8 in. The engine is mounted in unit with a three-speed-and-reverse gearbox, and gear selection is by a steering-column lever. The hypoid rear axle is semi-floating and Lockheed 12-in.diameter hydraulic brakes are fitted. Both complete taxicabs have coachbuilt bodies panelled in aluminium and reinforced plastics, with a division behind the driver and a full-length partition between the driver and the luggage platform.

Apart from the Ford Consul Mark II engine developing 59 b.h.p. at 4,400 r.p.m, and 91 lb.=ft. torque at 2,300 r.p.m., the petrol-engined cab is identical in mechanical specification to the oil-engined vehicle.. With an overall length of 13 ft. 10+ in., the turning circle is 25 ft.

86-BEDFORD

Vau.vhall Motors, Ltd..

Luton, Beds.

FOUR of the seven exhibits are from the new T1 normalcontrol range introduced two weeks ago. These vehicles are a 11-ton petrol-engined pick-up, a 4-ton oil-engined lorry. a 5-cu.-yd. tipper with Bedford 300-cu.-in, petrol engine and 6-cu.-yd. tipper with Bedford oil engine and two-speed rear axle. The three remaining exhibits consist of a CA 10-12-cwt. van, a forward-control petrol-engined 7-tonner, and a 10-ton tractor unit with Bedford oil engine and two-speed axle. A Bedford 300-cu.-in, oil engine with four-speed gearbox and a Bedford two-speed axle assembly appear as working sectioned exhibits.

r26 One of the more interesting features of the lighter vehicles in the new normal-wntrol range is the use of 16-in.-diameter wheels, the advantages of which are shown to the full in the 4-tonner. For example, the floor loading height is some 7 iii. lower than that of the former model with 20-in. wheels, and the lower cab floor line makes access to the driving seat much easier. Further advantages derived from these small wheels are that the turning circles are small for normal-control chassis and road-holding is improved, whilst worthwhile weight-saving has been effected.

A new cab and front-end layout have been evolved for these vehicles, principally with the object of improving forward visibility. This has been achieved by making the bonnet slope more pronounced, by lowering the bottom line of the windscreen, and by using a curved one-piece screen. The interior layout of the new normal-control cab has been modified cornpared with its predecessor and a dished " safety " steering wheel is a standard fitting.

The 6-cu.-yd. tipper exhibit is based on the short-wheelbase 7-ton normal-control chassis. A normal-control layout for this type of vehicle has the advantage that the front-axle loading is lighter and the rear-axle loading greater-than with an equivalent forward-control design, points which will be appreciated by tipper operators.

-.Since the -1956 Show, the Bedford-built four= and. sixcylindered oil engines have been introduced and similarly the 214-cu.-in. and 300-cu.-in. •petrol engines have been modified and uprated in power. Another :innovation has been the introduction of the Bedford-built, two-speed axle.

88--B.U.T.

BritishUnited Traction, Lid., 96 Piccadilly, London, W.1. rOMPLETE trolleybuses for Glasgow Corporation occupy the greater Part of this stand. One is an ET.B.1 two axled model with a• Burlingham single-deck 50-seat body and Metropolitan-Vickers traction equipment, rated at 125 h.p. It is one of an order for 10 similar vehicles.. Park. Royal built the 71-seat double-deck body on the other chassis shown. This is a 9613 two-axled model, also incorporating MetropolitanVickers 125 h.p. traction equipment. Representing B.U.T.'s railcar interests, five oil engines for is application are on display, three of them with -appropriate insmissiob systems.

A B.U.T. 15-litre engine may be inspected. It. is turbolarged and is coupled to a Self-Changing Gears RRK 2 itomatic transmission. An 18 DS automatic transmission by e same manufacturer goes behind a normally aspirated I-litre B.U.T. engine. The transmission in this case incor)rates a Schneider single-stage torque converter. Another tgine-transmission unit suitable for singleor twin-engined .ilcars may also be seen.

Two other six-cylindercd oil engines are of 926 Cu. in. and 063 cu. in. capacity, producing 275 b.h.p. at 1,800 r.p.m. and 75 b.h.p. at 1,900 r.p.m. respectively.

ra—CHAITSSON

Societe Anonytne Des Usines Chausson, Asnieres (Seine), France, rHE exhibit on this stand is the only example of high'. capacity Continental coachwork at Earls Court this year. is a city bus with a total passenger capacity of 80 (30 seated). s is usull with Chausson designs, the bus is of integral )nstruction and its general layout is not unlike that of the test type of bus in service in Paris. It has three doors, that : the rear being the entrance, and it is Said out for two-man

aeration. • A Self-Changing Gears fully automatic gearbox is employed ld power is supplied by a Hispano-Suiza 102 six-cylindered idirect-injection oil engine, which is mounted vertically at the .ont of the bus. This unit has a capacity of 6.98 litres and its governed speed of 2,600 r.p.m. it develops 150 b.h.p. drives into the gearbox through a Ferodo hydraulic coupling. he double-reduction rear axle embodies spiral-bevel primary 2:ars and helical spur gearing for the secondary reduction am. Air brakes are employed.

Certain special features are incorporated in this exhibit, it eing similar to the bus that Chausson displayed at the arceIona Trade Fair earlier this year.

r3-COMMER

Corn mer Cars, Ltd., Luton, Beds. )ANGING from a Cob 7-cwt. van tO a 12-ton tractor unit, N.. the display embraces a new and more powerful Express elivery van, a 11-ton oil-engined van, a 6-ton Superpoise drop.dcd truck with petrol engine, a new 6-ton forward-control rop-sided lorry with an underfloor inclined oil engine and two -ton forward-control drop-sided trucks with oil and petrol ngines respectively. Mechanical innovations are the new telined oil engines for 4-, 5and 6-ton chassis, a five-speed onstant-mesh gearbox for 5-. 6-. 7and 10-11-ton models and a redesigned cab for the forward-control range of over 4 tons capacity.

The new six-cylindcred 5-litre oil engine, which develops 87 b.h.p. (gross) at 2,400 r.p.m., uses a C.A.V. distributor pump with an automatic advance and retard mechanism. It is shown in a sectioned 5-ton forward-control chassis and in the new forward-control 6-tonner, inclined. at 24° from the horizontal in both applications. The 6-ton chassis has a wheelbase of 11 ft. 9 in., and incorporates a four-speed-and-reverse constant-mesh gearbox and a spiral-bevel rear axle. Helper springs are fitted at the rear axle. • Coupled to the TS3 three-cylindered oil engine, the fivespeed gearbox is displayed in a 12-ton forward-control tractor with Scammell coupling gear. Overdrive is not available with this gearbox.

Of 14-ft. 1-in, wheelbase, the 6-ton normal-control Superpoise chassis displayed has a four-speed synchromesh main gearbox with the optional overdrive incorporated and is fitted with a petrol engine. A sectioned 2i-1itre four-cylindered oil engine is shown in a 11-ton forward-control van. The van itself has a wheelbase of 10 ft. 3 in. and provides 300 Cu. ft. of loading space.

One of the forward-control 7-tormers has a petrol engine whilst the other has the TS3 combined with a four-speed gearbox incorporating an overdrive ratio. The tyres are 9.00-20 in. (12 ply) and an air-hydraulic braking system is fitted.

The Express van offers .100 cu. ft. of loading space and is now powered by a 1,494 cc. petrol engine. Suspension has been improved by fitting an anti-roll bar at the front.

76—DAIMLER

Transport Vehicles (Daimler), Ltd., Coventry.

THERE are three chassis exhibits and one complete 73-seat double-decker with an M.C.W. body. The new Daimler CD.6 Mark VIII 8.6-litre turbocharged oil engine. and the Daimatic fully automatic gearbox are also to be seen. Of the chassis exhibits, the CVD.650-220 export single-decker is the most recent addition.

This is a forward-engined design with a wheelbase of 22 ft., suitable for 16-ft. bodywork. It is seen with the Daimler 150 b.h.p. oil engine (the Gardner 6LX 150 b.h.p. is an alternative) and the Daimatie automatic gearbox. Dual-circuit air brakes arc fitted, with dual-rate springs and shock absorbers at both axles. The chassis has been developed to give a high seating capacity, simple maintenance and good riding comfort. For high-altitude conditions a turbocharged engine can be supplied.

A feature of the CSD.6-30 double-decker chassis is the use of a David Brown four-speed gearbox with synchromesh engagement of all gears. The chassis has the Daimler 8.6-litre 125 b.h.p. oil engine and its I8-ft. 6-in.-wheelbase accommodates 30-ft. bodywork: Dual-circuit air brakes are incorporated, as are dual-rate rear springs. A similar chassis, but with a Gariner 6LW engine and Daimatie semi-automatic gearbox, forms the basis of the M.C.W. bus, which is one of an order for West Bromwich Corporation.

The Freeline underfioor-engined range is represented by a 17-ft. 6-in.-wheelbase model with Daimler 150 b.h.p. oil engine and Daimatic semi-automatic gearbox. This chassis has an overall length of 31 ft. 8 in. and is suitable for 32-ft.-long bodies. It has an air-pressure braking system and the wheel units have automatic strut-type adjusters. These self-adjusting brakes are also fitted to the 73-seat double-decker for West Bromwich, Detail exhibits include a working model of the B.S.A. turbocharger as fitted to the CD.6 Mark VIII engine (which is also seen as a separate exhibit), a Twifiex automatic centrifugal clutch, and a typical strut-type automatic brake adjuster assembly.

94-DENNIg

Dennis Bros., Ltd., Guildford, Surrey.

TWO specialized delivery-van chassis are included among the eight vehicles on this stand. The Paravan. fully described in The Commercial Motor on August 8, is shown fitted with a Perkins P.4 oil engine producing 55 b.h.p. at 2,400 r.p.m. and 134 lb.-ft. torque at 1,500 r.p.m. Designed to carry a payload of 3 tons, the vehicle has a number of novel features, among them the fitting of the engine in a vertical position behind the driver to allow an unobstructed cab and easy access to the 600-cu.-ft. body. An angled up-and-over glazed door is fitted in the near-side front quarter of the cab to give good vision and an entrance from either the side or the front.

Another van chassis is intended for high-speed work, a number of vehicles of this type being used in London for newspafier deliveries. It has the Dennis four-cylindered o.h.v. petrol engine developing 80 b.h.p., driving a hypoid rear axle through a four-speed synchromesh gearbox. The special forward-control cab gives excellent access for,the driver and his mate.

Various versions of the Pax range are on show, comprising three Pax II with 5.1-litre oil engines, four-speed constant-mesh gearboxes and spiral-bevel rear axles, and a Pax Ill with a Perkins P.6 oil engine and five-speed overdrive gearbox. One Pax II is seen as a platform lorry and the other two with special bodywork for the brewing and soft-drinks industries. The last vehicle is a low-loader running on 8.25-15-in. tyres to give a platform height of 2 ft. 9 in. . Insulated bodywork is fitted to the Pax III shown, which is suitable for a gross weight of 10 tons 4 cwt.

The Condor is seen as a tractor powered by a Gardner 5LW oil engine producing 94 b.h.p. at 1,700 r.p.m. and 300 lb.-ft. torque at 1,300 r.p.m„ unit-mounted with a five-speed gearbox having constant-mesh engagement of second, third and fourth gears. The rear axle is an Eaton two-speed unit. Two-leadingshoe brakes on all wheels have 15f-in.-diameter drums and 4i-in.-wide facings on the front axle and 151-in. drums with F28 6-in.-wide facings on the rear, giving a total facing area o 605 sq. in.

An F24 fire-appliance chassis completes the Dennis exhibit This model is novel in that a Rolls-Royce fully automatic trans mission, incorporating epicyclic gearing, is fitted behind , 160 b.h.p. petrol engine of the same make. A two-speo auxiliary gearbox with synchromesh engagement provides low transmission range and a full power take-off for the puml drive. The price of this model in bare chassis form is 12,925

97-DODGE

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

DEPARTING from their previous practice of building onl; normaland semi-forward-control vehicles, Dodge thi year, introduced a new forward-control range. Four example of the new design may be inspected. They are a 5-ton Lutot van, a 6-ton end-tipper, .a 7-ton drop-sided truck and a 7-tot mobile concrete mixer.

Both forward-control 7-tonners are powered by 351-cu.-in direct-injection oil engines and have five-speed constant-mes1 gearboxes. The 9-ft. 8*-in.-wheelbase chassis, shown with I 31-cu.-yd. concrete mixer, has an Eaton 18500 two-speed axle power-assisted steering and 9.00-20-in. (14-ply) tyres, all o which are optional. Vacuum assistance for the brakes is pro vided by an 8-in.-diameter servo. The other forward-contra 7-tonner with a wheelbase of 14 ft. 10i in. has a 19-ft. 6-in platform. The rear axle is a single-speed spiral-bevel unit am air-hydraulic brakes are fitted

Shown as a 5-cu.-yd. end-tipper, the 6-ton forward-contro 9-ft. 5f-in.-wheelbase Model incorporates a Perkins P6 oi engine, a five-speed constant-mesh gearbox and a spiral-beve rear axle. Using a similar engine and, with the exception oi a four-speed constant-mesh gearbox and 7.50-20-in. (10-ply tyres, identical in specification to the 6-tanner, a 5-ton forward control chassis is displayed with Luton bodywork giving v loading capacity of 1,200 cu. ft.

Shown with left-hand drive, the 5-ton normal-control 14-ft 61-in-wheelbase model exhibited in chassis-cab form it powered by the Dodge 250.6-cu.-in, petrol engine, mounted as a unit with a four-speed gearbox. The rear axle is spiral bevel and 7.50-10-in. tyres are fitted.

The bulk transporter for carrying dry powders and granulai substances is a normal-control 7-tonner with a 340-cu.-in, oil engine and five-speed gearbox.

60-E.11.F.

• E.R.F., Ltd., Sun Works, Sand bach, Cheshire, QEVEN vehicles include two new and several modified models. L./ possibly the most eye-catching exhibit is the 68G eightwheeler with luxury cab and refrigerated container body, one of four operated by Birds Eye Foods, Ltd., in delivering quick-frozen foods, As with all current E.R.F. multi-wheelers, this model has a new constant-depth frame, the maximum section of which is 12 in. This frame has been adopted in preference to the former design, in which the side-member section decreased over the sear bogie, to simplify manufacture, facilitate wheelbase variation and provide greater support for tail loads.

Technically, the most interesting vehicle on the stand is a model 540 four-wheeled 7-cu.-yd. dumper which has disc brakes on the front wheels operated hydraulically with airpressure assistance. Normal drum brakes are used for the rear axle, with straight air-pressure actuation_ The power unit is a Gardner 5LW driving through a five-speed gearbox to a double-reduction rear axle, One of the new semi-forward-control range is shown in the form of a 660SF six-wbeeted tractor rated for 40 tons gross train weight. This has a Gardner 6LX oil engine. a 10-speed transmission and a double-drive rear bogie employing overheadworm drive axles. A 56GSF six-wheeled load-carrier is in the demonstration park, this having a Gardner 5LW engine.

A Gardner 6LX engine also powers the 68GX exhibit which has a 24-ft. body. This chassis has eight-wheel brakes, the standard Girling units being actuated by a new compact type of air-pressure unit. A 66R six-wheeled tractor, rated at 50 tons gross train weight, is another exhibit. This has a Rolls-Royce 200 b.h.p. oil engine and 10-speed gearbox. The popular 440 13-ton-gross four-wheeler is shown with a 20-ft. body, and another four-wheeler is the LKG44 9-ton-gross chassis, which has a Gardner 4LK 57 b.h.p. engine.

New features common to all E.R.F. vehicles include a revised instrument-panel layout, giving better access to the switches and a more direct view of the dials; an improved heater and demister installation; and electrically operated speedometers. A chassis innovation is the use of dry-type paper-element air filters.

[A Rolls-Royce-engined eight-wheeler is on the Edbro-B. and E. stand.]

82.-FODEN

Fodens, Ltd. Sandbach, Cheshire. (IF the many new models on this stand, greatest interest will be centred on the KE6/24 light eight-wheeler, the low

chassis and cab weight of which permits a 171-ton payload to be carried when a light-alloy platform body is mounted. Despite the weight saved when compared with the standard eight-wheeler, the K-type's specification is by no means skimpy. For instance, eight-wheel brakes are standard. The new FD.6 Mk. III engine is incorporated in this chassis, with a four-speed gearbox arid single-drive rear bogie.

The FD.6 Mk. HI unit is also found in the new FED6/30 six

wheeled dumper, which is exhibited with a Foden 11-cu.-yd. dump body and half-cab. The chassis has a 12-speed gearbox and double-reduction rear axles and is rated for a gross weight of 30 tons. Power-assisted steering is fitted.

Gardner 6LX 150 b.h.p. oil engines are employed in the FG6/24 eight-wheeler and the FGT1U6/25 tractor. The eightwheeler is shown with a tanker body and has 10-22.5 (12 ply) tubelesS tyres. The tractor unit has a 12-speed underdrive gearbox and heavy-duty 12-ton rear axle. The new Foden plastics cab is seen on this vehicle.

A Rolls-Royce C6.NFL 210 b.h.p. oil engine powers the FRTU6/40 tractor, this being representative of the new extraheavy-duty range of four-, sixand eight-wheelers, This export tractor is rated for 40 tons gross train weight and has a 6-ton front axle and a 24-ton rear bogie. A Clayton-Oetiker exhaust brake is fitted to the engine and the steering has power assistance. The cab is the S.20 all-metal tropical assembly.

An FG6/24 eight-wheeler with Gardner 6LW oil engine, five

speed gearbox and double-drive rear bogie has a Carmichael end-tipping .bulk container body. A Homalloy 17-ft. 6-in. light-alloy van body is mounted on the F04/13 four-wheeled chassis also to be found on this stand.

• The FD.6 Mk. 111 six-cylindered supercharged two-stroke oil engine appears also as a separate exhibit. It is derived from the Mk. 11 125 b.h.p. engine, but has been greatly uprated, its maximum output being 150 b.h.p. The extra power has been obtained by raising the governed speed to 2,400 r.p.m. and by modifying the breathing and oil-cooling arrangements. This unit has an exceptional power-to-weight ratio, weighing only

1,409 lb. with all accessories. Its peak torque output is 365 lb.-ft. at 1,500 r.p.m.

72-FORD (THAMES)

Ford Motor Co., Ltd., Dagenham, Essex. 'THREE examples of the successful Thames Trader range are i seen here. A 138-in.-wheelbase 3-ton chassis is shown with a 14-ft. truck body. The power unit is the Ford 4D fourcylindered oil engine producing 65 b.h.p. at 2,500 r.p.m. and 158 lb.-ft. torque at 1,600 driving a four-speed gearbox with synchromesh engagement of second, third and fourth gears. As on all Traders, the cab is noteworthy, giving a high standard of comfort and excellent visibility.

Two 7-ton Traders have the 5,416 c.c. 6D oil engine with an output of 100 b.h.p. at 2,500 r.p.m. and 242 lb.-ft. torque at 1,500 r.p.m. Gearboxes fitted are four-speed synchromesh units, and the rear axles are of the single-speed fully , floating hypoid type. On all Traders from the 3-tonner upwards two-speed rear axles are optionally available, as are petrol engines. Frames on the 7-tonners shown have 9-in.-deep channel-section side members with 2.79-in, flanges, the material being 0.288 in. thick.

One 7-tonner on display is a 160-in.-wheelbase truck and is arranged for left-hand drive; the other is a 108-in.-wheelbase chassis on which is mounted an Anthony 6-cu.-yd. drop-sided tipping body.

At the other end of the range is the 7-cwt. van with fourcylindered side-valve petrol engine and three-speed gearbox. New to Earls Court, the Thames 15-cwt. chassis is shown in two guises. One exhibit is a standard van giving 180 Cu. ft. of loading space, access to which is by rear and side doors. The power unit is the 1,703 c.c. o.h.v. petrol engine used on the Consul car, producing 52 b.h.p. at 4,400 r.p.m. The three-speed gearbox has synchromesh on second and third gears and is operated by a steering-column lever.

The other model shown on the 15-cwt. chassis is a newcomer—a 12-seater. Entry to the well-appointed body is by double rear doors and a side door connected to a hinged step which automatically lowers or retracts as the door opens and shuts. The price of the vehicle in primer is £640.

. Completing the display is a semi-forward-control 3-ton dropsided truck with 4D oil engine.

65-GOGG0MOBIL

Goggomobil, Ltd.,

93-93 Old Brompton Road, London, S.31.7.

NOT seen before at Earls Court is the Goggomobil 5-cwt. van, two examples of which are shown. With independent suspension of all wheels by swinging arms and coil springs, the van is powered by a parallel-twin two-stroke petrol engine, air-cooled by a ducted fan. The 293 c.c. engine has an output of 15 b.h.p. at 5,000 r.p.m and is rear-mounted with a four-forward-spee&and-reverse gearbox incorporating electromagnetic pre-selective engagement, effected by a five-position switch on the dashboard. Hydraulic brakes 7-k in. in diameter are fitted on all four wheels. Steering is by rack and pinion.

The forward-control body gives a loading capacity of 39 cu. ft. behind the seats. The usable area may, however, be increased by 17 cu. ft. if the passenger's seat is folded. Access to the body is through two full-width rear doors and sliding doors for the driver and passenger. A panel in the floor at the rear is lifted to expose the engine. The 5-ft. 10-in, wheelbase gives a turning circle of 24 ft. 6 in. Maximum speed with the 293 c.c. engine—a 400 c.c. unit is optionally available—is 46 m.p.h. and a fuel-consumption rate of 56 m.p.g. is claimed.

A 51-gal. petrol-oil tank is fitted giving a range of over 300 miles at the maximum permissible running weight of 17 cwt.

F3"

62-GUY

Guy Motors, Ltd., Wolverhampton.

DISC brakes and air springs on an underfloor-engined passenger chassis, an ultra-lightweight eight-wheeler, and three models from the new Invincible range of heavy goods chassis make this one of the most technically interesting stands at the Show, all the exhibits reflecting the great progress that is being made in British commercial-vehicle design generally. The new passenger chassis is the first British design to be built around disc brakes and air springs as initial equipment. The chassis is suitable for 36-ft. by 8-ft. bodywork, having a wheelbase of 18 ft., and power is supplied by a Leyland 0.680 150 b.h.p. horizontal oil engine, mounted midway in the chassis frame. This drives through a new gearbox—a fully automatic version of the Guy five-speed epicyclic unit with overdrive top gear.

Girling disc brakes are fitted to all wheels, with air-hydraulic actuation, and the air springs used throughout are Firestone Airide diaphragm units. Independent suspension of the front wheels has been adopted as the easiest and most effective method of incorporating air springs, whilst at the rear there are four springs and a conventional axle. All suspension linkages are rubber-bushed, sp that spring maintenance is virtually eliminated, and the snrings give a comfortable ride irrespective of the load being carried.

The Warrior light eight-wheeler is powered by an A.E.C. AV 470 112 b.h.p. oil engine, driving a five-speed synchromesh gearbox and Eaton two-speed axle. The frame has a maximum depth of 9 in. and the complete vehicle is so light that a payload of a least 18 tons can be carried. The two-speed axle should compensate for the low power-to-weight ratio. A heavier eight-wheeler is the new Invincible design, the specifica tion of which is most comprehensive. The Gardner 6LX 150 b.h.p, oil engine powers this chassis and the luxury cab is an outstanding feature.

An 8-ft. 9-in.-wheelbase Invincible tractor with Meadows 150 b.h.p. oil engine is shown with the new forward-control cab, whilst an overseas exhibit is a Rolls-Roycezengined normalcontrol 35-ton tractor from the same range. The engine fitted develops 210 b.h.p., and the cab employed is derived from the new forward-control assembly. The sixth Guy exhibit ies an Arab 30-ft.-long 68-seat double-deck bus built for Wolveihampton Corporation. This has Burlingham bodywork with a front entrance, and the engine is a Gardner 6LW unit. A fourspeed automatic gearbox is fitted.

37-JENSEN

Jensen Motors, Ltd.

Carters Green, West Bromwich, Staffs. V NOWN as the Jensen Tempo 1500, a new 25-cwt. chassis IX is displayed in five different versions, It was designed by Tempowerk, of Hamburg, Germany, and has a tubularbackbone chassis frame and front-wheel drive.

The engine is the B.M.C. B-series 14-litre o.h.v. petrol unit producing 52 b.h.p. at 4,000 r.p.m., coupled to a ZF gearbox with all four forward gears in synchromesh. The gearbox is integral with the differential unit, from which the drive is taken by universally jointed half-shafts to the front wheels. Constant-velocity joints are fitted to the outer ends of these shafts to allow full steering lock to be used under all conditions. Independent front suspension is by a transverse leaf spring and wishbones, whilst the independent swinging rear axles have twin helical-coil springs with location by radius arms.

A ground-loading platform truck is the most interesting version. This is arranged so that the platform may be lowered to the ground for easy loading, being returned to its normal level hydraulically. The platform height may be adjusted to suit individual loading bays. A T3-14-seat bus is also shown. The other models on view are a pick-up with a six-seat crew cab, a hydraulically operated tower wagon and a low-loading platform truck.

The tower wagon shown has a working height of 25 ft. and may be slewed through 180'. It has all-hydraulic operation. The crew cab offered is provided with two bench scats and four doors.

Karrier Motors, Ltd., Biscot Road, Luton, Beds.

VARIOUS alterations, including the use of a new engine, have been made to the Gamecock range, three models of which are shown on this stand, and it is these which provide the most interest. Three Bantams are also displayed, one of them being a tractor unit. A Cruiser 1-tonner and a special ambulance complete the exhibits.

All Gamecock models now have a new forward-eontrol three-seat cab providing more room for the driver and improved visibility. Cam-and-peg steering gear with a ratio of 21 to 1 is another innovation. For municipal use the crew cab is still available, and when it is fitted the former cam-and-doubleroller steering is retained.

The power unit for the Gamecock oiler is the new underfloor engine also used in the medium-weight Cornmer vehicles. It is of 5-litre capacity and develops 79.5 b.h.p. (net) at 2,400 r.p.m. A distributor injection pump with automatic advance and retard mechanism is incorporated. Inclined at 24° from the horizontal in the Gamecock, the engine is mounted in unit with a four-speed constant-mesh gearbox, the rear axle being a spiral-bevel unit with a ratio of 4.875 to I. The oil-engined model shown is of 11-ft. 9-in, wheelbase with a drop-sided truck body.

The other two Gamecocks on view are powered by underfloor petrol engines and are also of 11-ft. 9-in. wheelbase. One is mounted on 29 x 7-in, low-loading tyres and is fitted with left-hand drive and a special platform body, whilst the other has 7.50-20-in. tyres and a workshop body.

The engine is a semi-horizontal sixcylindered o.h.v. unit producing 85 b.h.p. and 216 lb.-ft. torque at its governed speed of 2,600 r.p.m. The cylinder bores are finished with a hard chromium deposit, this now being standard Karrier petrol-engine practice.

A mobile grocery shop is displayed on a Bantam 10-ft. 2-in.-wheelbase petrolmined chassis and a similar chassis of 8-ft. 2-in, wheelbase with a 2.2-litre oil engine and 27 by 6-in. tyres is seen with platform bodywork. A 2.2Aitre oil engine is used also in a Bantam 4-5-ton tractor. This has a wheelbase of 6 ft. 3 in. and is fitted with a J-type coupling.

The Cruiser 1-tonner, having a wheelbase of 9 ft. 3 in. and

four-cylindered petrol engine, is equipped by Smith's Delivery Vehicles, Ltd., to carry ice-cream. A 1-ton chassis is also the basis of the ambulance. It has a petrol engine and body which caters for stretcher or seated cases.

The Gamecock cab now has a single-piece windscreen and a separate driver's seat with 7-in, fore-and-aft and 2-in, vertical adjustment. The other bench seat will accommodate two passengers. Headroom is increased by 3 in.

58—LAND-ROVER

The Rover Co., Ltd., Meteor Works, Solihull, Warwicks.

TWELVE . complete Land-Rovers and a composite chassis exhibit, demonstrating the alternative oil or petrol engines available in this chassis and the two wheelbases offered, make up the display on this stand.

Nine of the models shown are powered by the 21-litre o.h.v. petrol engine with a power output of 77 b.h.p. at 4,250

whilst the remaining.three have the Rover oil engine producing 52 b.h.p. at 3,500 r.p.m. With either engine the transmission is by four-speed gearbox and two-speed transfer box to fully floating spiral-bevel axles at front and rear, providing eight forward and two reverse ratios.

Seven 88-in, wheelbase chassis are displayed, four having standard pick-up bodywork showing the range of hoods and cabs available. One of the vehicles is unpainted, with the body highly polished to demonstrate the light-alloy construction. Other bodies shown on a short chassis are a seven-seat station wagon and two fire tenders—one of which incorporates the Rover IS/60 gas turbine to power its water pump.

Examples of the 109-in.-wheelbase model are exhibited in various forms. Among them are a fire tender, a 10-seat station wagon and three pick-ups. Two of the pick-ups have threeseat cabs.

75—LEYLAND

Leyland Motors, Ltd., Leyland, Lancs. r REATEST technical interest here is provided by the Atlantean passenger vehicle, which is to be seen in chassis form and as a complete double-deck bus. Goods operators, however, are sure to find the new Super Comet 14-ton-gross four-wheeler well worth seeing. The other two exhibits consist of a Royal Tiger Worldmaster underfloor-engined passenger chassis for export, and an Octopus eight-wheeled van for British Road Services.

The new Atlantean was fully described in The Commercial Motor on September 5. An Atlantean double-decker was exhibited at the 1956 Show and had integral chassis and body construction. The latest version of the Atlantean, however, has a separate self-supporting frame, so that any type of frontentrance bodywork can be mounted upon it. As before, the engine is carried transversely across the frame at the rear, but it is enclosed in a separate plastics cowl, so that noise and vibra

tion are not contained within the main body shell. This arrangement is seen clearly on the complete bus, which is a low-bridge model with 73 seats, built for J. James and Sons.

A Leyland 0.600 125 b.h.p. oil engine drives through a Pneumo-Cyclic four-speed gearbox and bevel box, the drive passing from this box to the back of the spiral-bevel axle. The engine, gearbox, bevel box and radiator are carried on a detachable sub-frame. Air springs are to be offered for the front axle.

The new Super Comet range comprises four basic models of varying wheelbases and is available with leftor right-hand drive. The range is represented by a 14SC4R 16-ft. 11-in.wheelbase model, this having the frame space for a 23-ft. 6-in. body. The Super Comets are powered by a new Leyland unit --the 0.375 oil engine—and a new design of cab has been developed, a notable feature of which is a full-width curved windscreen. Air brakes and 10.00-20-in. (14-ply) tyres are fitted.

The left-hand drive Worldmaster exhibit has an overall length of 33 ft. 3 in. The 150 b.h.p. engine drives through a centrifugal clutch and semi-automatic gearbox, and the worm rear axle incorporates thrust pads to reduce worm-wheel wear.

84—MAUDSLAY

Maudslay Motor Co., Ltd., c 1 o A.C.V. Sales, Ltd., Southall, Middx.

THREE of the seven goods chassis on this stand are from the Mercury range, a fourth .being a Monarch Mk. VI, which is the overseas version of the Mercury. There is also a Mustang twin-steer six-wheeler and a six-wheel-drive bonneted Mammoth

F32

Major, whilst the seventh exhibit is a Mandator tractor chassis. The lightest vehicle is the Mercury Mk. I 12-ton-gross fourwheeler, having vacuum-hydraulic brakes and 9.00-20-in. (12-ply) tyres. Two Mercury Mk. 11 chassis are displayed, one being the standard 14-ton-gross version and the other being a tractor model rated for a gross train weight of 18 tons.

The Monarch Mk. VI export chassis has the same weight ratings as the home-market Mercury Mk. 11, but 11.00-20-in. (12-ply) tyres are fitted and an Eaton 18800 two-speed axle is used when operating conditions are known to be arduous. The Mandator tractor is rated for 36 tons gross train weight and is shown with a new type of Park Royal cab. A doublereduction axle is fitted.

A 12-ton payload can be carried by the Mustang twin-steerer, and for export applications this chassis is equipped with the same type of two-speed rear axle as offered with the Monarch Mk. VI. Air-hydraulic brakes are fitted and power steering can be supplied. The 6 x 6 version of the Mammoth Major is the latest addition to this range of normal-control six-wheelers. The engine exhibit is an AV 312 four-cylinder-0d unit, developing 75 h.h.p. at 2,000 r.p.m.

45 and 46—M.C.W.

Metropolitan-Camtnell-Weyniann, Ltd., Vickers House, London, S.W

FEW integrally constructed passenger chassis are manufactured in this country. M.C.W. were pioneers in this form of constructton and show two of their successful designs in the form of Olympic and Olympian models.

The Olympic Series II single-deck bus displayed on Stand 46 has Dunlop-Leyland air suspension at both axles, this installation being in prototype form. At the front axle the unladen weight is carried by light leaf springs, with two air bellows ac4pg as fully progfessive helper springs. The rear axle is carried on two beams, each with a bellows spring at each end, and axle location is given by a system of parallel links, with a Panhard rod acting transversely. The bus is 35 ft. long and 8 ft. wide and has 44 seats. All the mechanical components are common to the Leyland Royal Tiger WorIdmaster passenger chassis, including a 150 b.h.p. oil engine and Pneumo-Cyclic gearbox.

Similar in construction to the Olympic, the Olympian is a 41-seat front-entrance semi-coach. The vehicle exhibited is for the Western Welsh Omnibus Co.,. Ltd., and appears in their distinctive red and ivory livery. For this model the engine, gearbox and running gear are those units used for the Leyland Tiger Cub chassis. This exhibit is on Stand 45,

96.87—MORRIS

Morris Motors, Ltd., Morris Commercial Cars, Ltd., Cowley, Oxford. Adderley Park, Birmingham, 8.

THREE derivations of the Morris Minor 1000 car appear on Stand 87. They are two 5-cwt. vans and a pick-up truck of similar payload capacity. The vans each have 78 Cu. ft. of loading space, or 90 cu. ft. when no passenger seat is fitted. Identical in mechanical specification, they are powered by the B.M.C. A-series 950 c.c. o.h.v. petrol engine and have four-speed gearboxes. The pick-up has an all-steel body.

A 10-cwt. van and a pick-up complete the display on Stand 87. The power unit in these eases is the B.M.C. B-series 11-litre o.h.v. petrol engine developing 50 b.h.p. at 4,200 r.p.m., a four-speed gearbox with steering-column gear change being fitted. Nearly 140 cu. ft. of loading space is offered by the van if no passenger seat is fitted, or 120 Cu. ft, with this item.

On Stand 96 vehicles for heavier payloads are displayed, starting with the J2 15-cwt. van and pick-up, which both have the B-series petrol engine derated to produce 42 b.h.p. at 4,000 r.p.m. The van has an all-steel body giving 200 cu. ft. of loading capacity, whilst the pick-up, which is available with a canvas tilt, has a strengthened ribbed floor.

A new version of the Minibus is now available with a public service vehicle specification. Longitudinal foam-rubberupholstered seats accommodate 11 passengers. The price in primer is.e.677 10s.

Loading space of 275 cu. ft. and 350 cu. ft. respectively is given by the 11-ton and 2-ton vans. The 11-ton model has a 2.2-litre petrol engine developing 46 b.h.p. at 3,250 r.p.m., but may be supplied with an oil engine of similar capacity. The 2-tonner is powered by the B.M.C. 3.4litre oil engine, which produces 52 b.h.p. at 2,500 r.p.m. Both vans have a low floor for easy loading and rear doors which fold flat against the sides of their metal panelled bodies. • A 3-ton normal-control chassis offering accommodation in the cab for the driver, and two passengers is displayed with truck bodywork. Although available with the 3.4-litre oil engine, the Show model is fitted with the B.M.C. 4-litre petrol unit driving a single-speed rear axle with spiral-bevel drive through a four-speed gearbox.

Based on the 5-ton forward-control truck models, the tractor unit exhibited has the new Seammell automatic semi-trailer coupling. The semi-trailer release gear is operated by vacuum servo, avoiding the intrusion into the cab of the long handle used for the previous manualrelease system. Vacuum assistance is provided also for the semi-trailer brakes. Suitable for payloads of 5-10 tons, the tractor has the B.M.C. 5.1-litre oil engine with a maximum power output of 105 b.h.p. at 2,600 r.p.m. and 228 lb.-ft. torque at 1,750 r.p.m. A four-speed gearbox and single-speed spiral-bevel rear axle are standard equipment, but an Eaton two-speed axle can be supplied if the vehicle' is intended for maximum payloads.

There are two examples of the recently introduced Morris 7-tonner. Offered only with the 5.1-litre oil engine, this model has a new cab giving greater comfort for the driver and better visibility through a deep wrap-round windscreen. A two-speed axle and power assistance for the steering are offered as optional equipment. The two versions shown are a short-wheelbase tipper and a long-wheelbase platform truck.

A 5-ton normal-control truck, a P.S.V. Minibus and an unmodified 12-seater Minibtis will be available in the demonstration park.

1-310TOKOV

Motokor, Prague, Czechoslovakia. QOLE entrant from behind the Iron Curtain, lvtotokov have on their stand two examples of the products of a Stateowned industry in the form of a Tatra 6.8-cu.-d. six-wheeled dumper and a Skoda 706 RT platform lorry.

The Tatra, dumper is the more interesting of the exhibits, in that it incorporates a number of departures from standard British design. Among these are the use of a tubular-backbone chassis frame with outriggers to carry the running components and a V12 four-stroke direct-injection air-Cooled oil engine. With a maximum gross weight of 44,000 lb., the power-toweight ratio of the complete dumper is high, as the 141-litre cngina produces 180 b.h.p. at 1,800 r.n.m. All wheels arc driven through a four-speed main gearbox and an auxiliary transfer box. The dumper body is of all-steel welded tion, incorporating a cab guard and a scow end.

conStruc Whereas the dumper has a normal-control layout, the Skoda truck shown has full forward control, with a spacious cab designed to carry four men. The engine is a six-cylindered water-cooled direct-injection oil unit of 718.6 cu. in., producing 170 b.h.p. at 1,900 r.p.m. A twin-plate air-operated clutch is used in conjunction with a five-speed gearbox. The wheelbase is 13 ft. 11 in. and the truck body shown is 16 ft. 5 in. long, whilst the maxim.= permissible payload is approximately. 91 tons: The'maximum speed of the vehicle is 46 m.p.h. and the average fuel-consumption rate is said to be 10.6..M.p.g.

GO-RELIANT

Reliant Engineering Co. (fain worth), Ltd., Watling Street, Twogates, Ttimivorth, Staffs. :A THREE-WHEELED van and chassis and an entirely newpick-up of 5-cwt. payload capacity are shown with a !0-cwt. four-wheeled van and chassis. In its latest form the threewheeler has a 747 cc. side-valve petrol engine developing 17.5. b.h.p. at 4,000 r.p.m., unit-mounted with a four-speed gearbox, which now incorporates synchromesh.

Improved swinging-arm suspension of the single front wheel, using a combined coil spring and damper unit, endows the vehicle with better steering and riding qualities than its predecessors. An all-plastics body provides greater comfort for the driver and 50 Cu. ft. of loading space. It is one of the most economical vehicles in the Show.

The Reliant Four 10-cwt.chassis was introduced in April

primarily for export to Israel. This model is now to be made

available for other markets. The box-section chassis frame is

upswept over the rear wheels with triangular bracing and tubular cross-members. Independent front suspension is by double wishbones and cod springs, whilst the rear axle employs semi-elliptic leaf springs with telescopic dampers.

The 1,172 c.c. side-valve petrol engine produces 36 b.h.p. at 4,400 r.p.m., driving a spiral-bevel rear axle through a threespeed synchromesh gearbox. The Van has an all-plastics, body which helps to

• achieve an unladen weight of only 13 cwt. and provides 85 cu. ft. of loading space.

SCAMMELL

Scammell Lorries, Ltd., Wailord, Herts,

ONE' of the most impressive vehicles at the ..Show is the , ...Super Constructor 6 x 6 oilfields chassis. It is rated for a gross train Weight of 75 tons with a semi trailer Or it can carry 150466 load on iti back. With a separate trailer the gross train rating is .150 tons if used on the road.

The highest-capacity liquid-oxygen tanker in Europe will be found here also, this being an articulated outfit with a Highwayman prime mover and automatic coupling gear. Three

Scarab mechanical-horse tractor units are on display. Two are 3-boners and the third is an oil-engined 6-tonner for the Nigerian Brewery, Ltd. The 6-ton Scarab and the Highwayman are working, exhibits which demonstrate the automatic coupling action.

A Leyland 0.900 230 b.h.p. oil engine powers the Super Constructor and the gearbox is a Self Changing Gears RV 30 eight-speed semi-automatic unit with a special steering-column control mechanism. A single-speed transfer box is bolted to the rear of the main gearbox to provide the output flanges for the three driven axles. A new type of front suspension has been evolved, consisting of coil springs with built-in shock absorbers. Sideways axle location is by a Panhard rod, and ball-mounted torque arms locate the axle in a fore-and-aft direction.

The Highwayman outfit runs at a gross weight of 24 tons and the power unit is a Leyland 0.680 oil engine governed to 2,000 r.p.m., at which speed it develops .161 b.h.p. The tanker trailer can carry the same amount of oxygen that would be contained in 1,900 of the normal type of 240-cu.-ft. gas cylinder. The maximum temperature permissible inside the tanker shell is —297' F. and when the tank is filled it contracts l in., consequently the tank is held at only one end to allow for sliding.

A new design of cab of plastics construction with wrap-round windscreen has been adopted for the Highwayman. The tractor is fitted with the latest pattern of heavy-duty automatic coupling gear, which allows the semi-trailer to be coupled or uncoupled without the need for the driver to leave his seat. Air pressure is employed for the coupling hook and for the telescopic legs On the semi-trailer.

93-SEDIDON

Seddon Diesel Vehicles. Ltd., Oldham, Lancs.

THE most powerful vehicle on this stand is the new Sirdar M six-wheeled tractor but, of greater general interest to British hauliers is the DD8 eight-wheeler, whilst passenger operators will be attracted to the new Pennine Mk. 19 lightweight under

floor-engined chassis. Also new to Earls Court is the Mk. 15/10 14-ton-gross four-wheeler, which, as exhibited, has the new Leyland 0.375 110 b.h.p. oil engine. Based on more familiar chassis are the Mk. 5S912 tractor, seen with a special rising-roof semi-trailer; a Mk. 8R tractor with Perkins R..6 Series II oil engine and ScammeIl automatic coupling; and a Mk. 15EL/3 low-loading 7-tonner with 8.25-15-in. (14-ply) tyres.

A Cummins HE 6 168 b.h.p. oil engine built in Scotland powers the Sirdar tractor. The engine drives through an 18-in.diameter air-operated .clutch to a Fuller .Roadranger R96 10speed gearbox, and the double drive bogie has overhead worm axles. The Sirdar, which is a 'normal-control design, is rated for a gross train weight of 40 tons . and is shown with the standard Seddon built all steel 'cab.. Power-asSisted. steering is a standard fitting."

The DD8 is. the, first eight-wheeler to be produced. by Seddon 's, and as exhibited has the Gardner' 6LX 150 b.h.p. oil engine and five-speed constant-Mesh gearbox. The chassis has a double-drive roar bogie, with four-spring suspension, and a hydraulic steering Servo. Eight-wheel brakes are standard, air operation being e,mployed.' The cab on this exhibit is similar to that used on the Mk. 15 models, plastics panels' being employed throughout. The new passenger chassis has an A.E.C. power unit—the 98 b.h.p. horizontal AH 410. An.A.E.C. five-speed synchromesh gearbox is employed and the rear axle is a spiralbevel unit. The two-leading-shoe brakes are actuated by a vacuum-hydraulic system, a Hydrovac servo being used. The low weight of this chassis gives it good operating economy, even with a 30-ft. luxury coach body. It is exhibited in chassis form, but with two sample sections of Seddon body construction mounted at the front end, each complete with a seat. The cab on the Mk. 15/10 exhibit offers luxury accommodation for the driver, and the three-piece engine cowl gives first-rate engine accessibility.

100-SMITHS N.C.B.

Smith's. Delivery Vehicles, Lid., Princes Way, Team Valley, Gateshead-on-Tyne, 11.

FIVE battery-electric vehicles are shown on this stand and are the only chassis of this type to he'segn in the Show. The largest model exhibited is an open dairy truck of 2-ton payload capacity allowing 72 milk crates to be carried on an aluminiumalloy deck. Sliding doors give easy access to a roomy cab,

Two versions of the Commuter 14-ton chassis are shown, one for overseas and the other for home use. The overseas model is fitted up as a dairy truck and is designed to be driven from a standing or sitting position. A walk-through cab and direct access to the load are labour-saving features. For use in this country the Commuter is displayed as a baker's van incorporating facilities for the display of confectionery and glazed rear doors. The batteries fitted to these vehicles arc 72v. with a capacity of 258 amp.-hr. at a 5-hr. rating, the electric motor being rated at 12.6 h.p.

A mobile butcher's shop mounted on a 1-ton chassis is a further exhibit. Refrigeration is provided by cold inserts in the storage cabinets and washing facilities for the driver. The interior is finished in stainless steel, Formica and anodized alloys to ensure hygiene and long life.

The display is completed by a special 1-ton delivery van, part of a fleet being supplied to Selfridges, Ltd. Glover, Webb and Liversidge, Ltd., built the parcels body.

70-STANDARD

Standard Motor Co., Ltd., Canley Works, Coventry.

MARKING their entry into the manufacture of commercial vehicles, based on an original design, rather than producing derivations of existing private cars, Standard display three versions of the new Atlas 10-12-cwt. chassis, an exclusive drawing of which appears on page 310.

This model, which has full forward control, is powered by a 948 c.c. o.h.v. petrol engine producing 35 b.h.p., mounted in unit with a four-speed gearbox. The engine is set well back and thus permits a walk-through cab to be employed. Independent front suspension is by a transverse leaf spring. The chassis side members are joined in the centre of the wheelbase by bolts, which may be undone in conjunction with the front body mountings to allow the front axle, complete with the forward part of the frame, including radiator, engine and gearbox, to be wheeled out for maintenance.

Two van bodies are shown on this chassis, both providing a loading space of 180 Cu. ft. One has sliding doors to the cab, with hinged rear doors, whilst the other has hinged cab doors and a side. loading door in addition to those at the rear. A pick-up is also displayed.

A similar engine and gearbox to that used in the Atlas are fitted to the 6-cwt. vehicles, two examples of which may be seen on the stand in the form of a van and a pick-up, both having all-steel bodies.

The sixth' exhibit is available only as a chassis and cab for specialist bodywork. It is basically the Phase II Vanguard car chassis and cab with the stronger rear springs which were fitted to the shooting brake and 12-cwt. van versions of this model. The standard power unit is the Vanguard engine, but the smaller engine used in the Ensign car may be fitted if required.

63-SUNBEAM

Sunbeam TrolleybIts Co., Ltd.,

Fallings Park, Wolverhampton. CORMING the basis for what is thought to be the largest I double-deck trolleybus in the world, a three-axled 20-ft.wheelbase chassis to be seen on this stand is one of a fleet of 20 being manufactured for Johannesburg Corporation. Known as the F4A, it has a double-drive balance-beam rear bogie. The 160 h.p. traction equipment is by B.T.H.

An air-pressure braking system operates on all wheels, activating a total facing area of 988 sq. in. Cam-and-double-roller steering gear is hydraulically assisted, the pump to provide hydraulic pressure being driven by a separate electric motor. Tyres are 11.00-22 in. (16 ply) and the vehicle will carry 105 passengers.

An NF2B two-axled trollcybus chassis displayed has a wheelbase of 15 ft. 10in. Crompton Parkinson are the manufacturers of the 95 h.p. traction motor, which drives a worm rear axle.

A h.p. electric motor powers the compressor for the air brakes, which are assisted by a two-stage rheostatic device incorporated in the traction equipment. The chassis shown is one of a number being supplied to Bournemouth Corporation and a similar model for this authority is displayed with an M.C.W. 63-seat body 30 ft. long and 8 ft. wide. It has separate entrance and exit staircases at front and rear.

Metropolitan Vickers 95 h.p, traction equipment powers the fourth exhibit. This is a two-axled chassis with a wheelbase of 16 ft. 4 in. and is intended to carry a double-deck body..

98-THOR1NYCROFT

Transport Equipment (Thornycroft), Ltd., Smith Square, London, S.W.1.

OF five vehicles on this stand, two are new. The eye will undoubtedly be taken by the largest, the new MA Antar 474-ton-gross oilfield chassis. The new ML Mastiff fourwheeler is, however, of greater interest to British operators. It has a carrying capacity of approximately 9 tons.

The new: Antar is seen with the KRN6/S turbocharged oil engine. This 11.334itre. engine has a gross output of 216', b.h.p. at 1,900 r.p.m., its-Maximum torque being 625 lb.-ft, It is.Used in the MA chassis with a four-speed main gearbox and a threespeed auxiliary unit, and the heavyduty double drive rear bogie is identical with that used in the Mighty Antar. The fabricated frame is built up of double channel section and deep gusset plates, its maximum depth being 174 in. This exhibit has a plastics cab and a Woodfield Senior 60.000-1b. winch.

A plastics cab is seen also on the Mastiff exhibit. This chassis has been designed as a solo machine with emphasis on high speed, good fuel economy and maximum driving

comfort, and the fully equipped and spacious cab is worthy of particular attention. The vehicle shown has a wheelbase of 16 ft. 6 in., but a I2-ft. 6-in.-wheelbase chassis is also being produced for tippers. Both models are powered by the new Thornycroft NS6 oil engine, which develops 109 b.h.p. (net) at 1,900 f.p.m. The standard gearbox is a five-speed synchromesh unit, but an overdrive ratio can be added to raise the maximum speed from 43 m.p.h. to 53 m.p.h.

One of the popular Trusty eight-wheelers is to be seen on this stand, this being an 18-ft. 4-in.-wheelbase version with double-drive bogie and all-inetal cab. This model, which was introduced some two years ago, has in many respects set the precedent for current eight-wheeler designs; eight-wheel brakes and power steering are standard, and fuel economy and driving comfort are above average.

The other two chassis exhibits are a long-wheelbase Swiftsure 6-tanner with a 21-ft. 6-in, drop-sided alloy body and new plastics cab; and a Nubian 6x6. with a Thornycroft oil engine. The Swiftsure, Trusty and MA Antar engines are seen as separate exhibits, as is a Big Ben transfer gearbox.

54

71-TROJAN

Trojan, Ltd., Purley Way, Croydon, Surrey.

FORWARD-CONTROL Trojans are publicly exhibited for the first time on this stand. Two such models, of 1-ton and 25-cwt. payload capacities, are shown. The 25-cwt, van is the latest addition to the range and is powered by the new Perkins Four 99 oil engine producing 42.3 b,h.p. at 3,600 r.p.m. and driving a hypoid rear axle through a four-speed constantmesh gearbox.

The chassis complies with the latest Conditions of Fitness Regulations and will be offered with 13-seat bus bodywork.

It is also available with a Perkins P3' engine and a threeor four-speed gearbox when used as a goods chassis. The van body fitted to the Show model provides a loading space of 345 cu, ft. The other forward-control van on view is smaller and has the P3 engine as standard.

Two 1-ton normal-control vans of 9-ft. 4-in, wheelbase may be inspected, in company with a 7-ft. 4-in.-wheelbase model for Trojan's traditional customer, Brooke Bond. A 1-ton model with a hand-operated tipping body is also shown All Trojan chassis now have independent front suspension, incorporating trailing arms and quarter-elliptic leaf springs. This layout gives a good ride under all conditions, without adverse effects on steering. The distinctive front assembly of the normal-control models is now carried out in plastics and this material will be used for body panelling on production forward-control models.

Worthy of note on all this manufacturer's models are the particularly rigid chassis frames employed. These are of welded and riveted construction incorporating cruciform bracing members.

92 1LNIPOWER

Universal Power Drives, Ltd., Aintree Road, Perivak, Middx.

ABOGIE assembly for the Commer-Unipower six-wheeled chassis shown on this stand has rubber-mounted bushes at all spring mounting points other than the actual hanger brackets. Great care has been taken in designing this conversion to ensure that wherever possible standard Commer components are used This may he seen by inspection of the trailing axle itself, which incorporates similar bearings and brake assemblies to those used in . the Commer driven axle. The substantial flitch-plating and the new cross-members fitted are also worthy of note

Powered by a Gardner 5LW oil engine di iving all four wheels through a five-speed gearbox and two-speed auxiliary box, a Hannibal industrial tractor is another exhibit. This is in chassis form, making it possible to inspect the driven front axle with its Rzeppa constant-velocity high-angle joints allowing full steering lock to be used without loss of traction when manceuvring in confined spaces.

Another industrial tractor to he seen is the Centipede, introduced at the 1956 Commercial Motor Show. It is intended

for similar duties to the Hannibal, but gives even better manoeuvrability by rear-wheel steering. All four wheels are driven by a Gardner 4LW engine through a 10-speed transmission. The spiralbevel rear axle has a banjo casing and again employs Rzeppa universal joints. Marles camand-double-roller steering operates four relay levers, the middle two being interconnected by spur gears. A Clayton Dewandre hydraulic power ram is fitted to -give steering assistance. Rated for a gross train weight of 24 tons, the Centipede can turn in a 26-ft. circle.

91 VOLKSWAGEN

. ,V. W. Motors, Ltd.,. 32-34 St. John's Wood Road, London, N.W.8. 32-34 St. John's Wood Road, London, N.W.8.

UNCHANGED from previous appearance and mechanically similar to the o-riginal Volkswagen car of more than 20 years ago, the two vans and a pick-up on this stand illustrate the success of this inspired design.

Powered by a rear-mounted " flat-four " o.h.v. petrol engine air-cooled by a thermostatically controlled fan, the chassis has gained a reputation for durability. The engine is turning over at only 3,300 r.p.m. at the 50 m.p.h. maximum speed of the vehicle (which is also the recommended cruising speed), representing a piston speed of 1,358 ft. per mm. A four-speed-and-reverse gearbox with synchromesh on second, third, and fourth gears, and a spiral-bevel differential of 6.2 to 1 driving the independently suspended rear wheels through swinging half shafts, make up the drive assembly.

Suspension at the front is by trailing links operating on two transverse laminated torsion bars and at the rear by trailing arms and single round torsion bars. Double-acting telescopic dampers are fitted on all wheels.

The two vans have all-steel bodies giving 170 Cuft. of loading space, access to which is gained through double side doors and a single rear clOor which opens upwards. Unlike the van the pick-up has a flat floor at the height of the top of the engine compartment, utilizing the space between the engine and the back of the cab to incorporate a fully enclosed lockable compartment below the main floor.

95-WILLITS

Steele Griffiths and Co., Ltd., Camberwell Green, London, S.E.5.

NEW to this country and unparalleled by any vehicle produced here, the Jeep forward-control pick-up .represents a new approach to small cross-country load carriers. A wheelbase of 8 ft. 71 in. gives good manceuvrability without curtailing body space, which measures approximately 9 ft. by 4 ft. The cab is roomy and comfortable, providing excellent all-round visibility.

Inheriting a number of components from previous Jeeps, the FC 170, -as this mettlel is called, has a 226.2-cu.-in, sidevalve petrol engine producing 105 b.h.p. at 3,600 r.p.m. and driving front and rear hypoid axles through a three-speed synchromesh gearbox and a two-speed transfer and auxiliary box. The front axle employs Hotchkiss-type drive. The engine is mounted behind the centre-line of this axle and there

fore does not intrude into the front of the cab. The pressedsteel channel-section frame is braced by six cross-members. Suspension is by semi-elliptic springs controlled by telescopic shock-absorbers. A permissible gross weight of 7,000 lb. allows 30 cwt. of payload to be carried.

Though shown in standard form, the FC170 is available with 4 multitude of factory-installed optional equipment, including lockable differential units for both axles, free wheeling hubs, a four-speed transmission, a heavy-duty rear axle and• suspension and various power-take-off combinations. A shortwheelbase version, the FC170. is also offered.

The far more utilitarian C15 Jeep completes the exhibits on this stand. Unaltered in specification from those models previously seen in this country, it is powered by the Willys Hurricane inlet-over-exhaust-valve engine with an output of 75 b.h.p. at 4,000 r.p.m. Transmission and suspension components are similar to those used in the FC 170. The all-steel v.eided body allows a 1.490-1b. payload to be carried at the gross weight of 3,500 lb.