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S FOR HIGH STAKES
BY THE TECHNICAL EDITORS TFIE German commercial-vehicle industry is gambling heavily to develop its markets by an all-time record display at the Frankfort Show, which closes on April 29. Neither the organizers nor the manufacturers can say just how many vehicles are shown in the 14 pavilions and nine open parks, which occupy a ground area of 17i acres. A physical check revealed over 600 commercial-vehicle exhibits alone.
Apart from token exhibits by Chausson, Saurer and Steyr, the commercial vehicles are all of German make, but the exhibition of private cars is more international. Although such a bold face is shown and the resurrection of the German industry appears complete, many manufacturers, especially those with medium-sized and small businesses, are apprehensive.
The ,vehicles on view range from 3-cwt. to •40-ton load carriers, and include buses and coaches with forward-, centreand rear-mounted power units, crosscountrf machines and tractors of all types. Whether people Ifrom all parts of the world will flock to buy at Frankfort is problematical. It is generally acknowledged by "those in the industry that Germany will either be made, or left heavily in debt, according to the way the wind blows. Prices and markets are generally against success, but the will to supply, even at a loss, is apparent. Germany is out to recapture all her previous markets at almost any cost.
According to authoritative voices at Frankfort, the Allies are accused of having taken all the modern vehicles from the country at the end of the war and of having left the German industry to start producing frorn scratch. New ideas there are in. plenty. The State transport department set the ball rolling by ordering passenger vehicles with rear-mounted power units, and designed for operation with trailer coaches. The effect of this enterprise is to be seen in the towns and at the Show, where Krauss Maffei, Mercedes-Benz, Ford, Rathgeber, M.A.N. and Magiius buses are on view with . power units behind the rear axle. The Magir us' has a Deutz air-cooled oil engine..
According to these makers, they are not concerned with the possible loss of orders because the engine position prevents the use of a rear entrance or exit to the body. They are convinced that the enormous luggage-carrying space in such models—possibly up to 7 or 8 cubic yds. in lockers between the wheels—will enhance their value for long-distance operation. Railway transport in Germany is slow and difficult, and the State transport department relies on rear-engined coaches for fast travel between the important centres Such conditions exist in many other countries.
The most remarkable rear-engined chassis at Frankfort is the Mercedes-Benz 0.6600 H, a model which was kept secret until a few hours before the opening ceremony. "The Commercial Motor" representatives were the first of the Press delegation to be permitted to see the Mercedes, and our artist had to work at night to sketch the power and transmission unit, because of the crowds that thronged the pavilion where it was shown during the day.
In many respects, there is an element of American influence in the design, especially the transverse mounting of the power and transmission units, and in the acute angle of the drive from the gearbox towards the axle. The 8.3-litre six-cylindered engine of the type used in the Mercedes-Benz heavier vehicles is employed, this indirect-injection unit developing 145 b.h.p. at 2,100 r.p.m. A conventional friction clutch and a ZF sixspeed gearbox with electrical selector gear, are attached to it.
The normal clutch is used when moving away from rest, but subsequent gear changes are made by shifting the selector lever without depressing the clutch. The lever is moved forward to engage a higher ratio and automatically returns to the neutral position. Lower ratios are engaged by moving the lever in the opposite direction.
The selector lever, attached to the steering-column tube, is connected electrically to a small motor, which turns a control cylinder at the gearbox. This cylinder, with camshaped grooves machined across its periphery, engages the appropriate ratio through the action of multi-plate steel clutches.
At the output end of the gearbox there is a bevel-train which brings the transmission line at a sharp angle back towards the centre of the chassis. From the bevel box a two-piece propelld shaft and a long centre bearing form chords to the back of the axle, where the drive is by single reduction at the axle centre, with a further reduction through a pinion at the wheels.
The engine, silencer, gearbox and transmission, as far as the centre bearing, are mounted on a sub-frame, which is attached to the chassis by four bolts, thus simiklifying the replacement of the entire unit. Apart from the clutch shafts and levers, only the accelerator has a mechanical linkage from the front tp the rear of the chassis.
A notable point is the distance between the axle and engine in the rear overhang. We estimated that the crankshaft was at least 8 ft. behind the rear axle in the rear overhang of 10 ft. This chassis has an 18-ft. wheelbase and a front overhang of 8 ft.
The main frame is an all-welded structure with downswept cross-members of top-hat section and outrigger brackets spaced evenly along its length. This frame would appear to be expensive to manufacture, especially because • of an upsweep and recess amidships in one of the side rails to receive the spare wheel. Long semi-elliptic springs and stabilizer bars are employed at both axles, together with double-acting shock absorbers.
The Mercedes is the only rear-engined exhibit appearing as a chassis, and apart from the M.A.N. and Ford, all the other coaches of this type have the bonnet securely fastened.
Nevertheless, the power units are obviously arranged longitudinally. M.A.N. has developed a sloping direct-injection engine for its Heck-bus, as this type of chassis is termed in Europe and America, but Karl Kassbohrer, the bodybuilder participating in the production of this integralconstruction vehicle, has not taken advantage of' the lowslung unit to scat passengers over the engine cover.
The M.A.N. engine is set at approximately 30 degrees from the vertical, and is used in conjunction with the ZF electrically controlled gearbox. Unlike most rear-engined exhibits, the radiator is situated at the front of the body, and has a propeller-shaft drive from the rear to the front to operate the fan. The long water pipes between the engine and radiator have, on test, given ample cooling for normal requirements, and the fan is therefore provided with a manually operated clutch to disengage it in cooler weather. Other makes, such as the Bussing underfloor-engined chassis, have an electrically controlled clutch to the fan., he M.A.N. Heck-bus is a steel underfra me td a stressed-skin steel ody structure, a n d eighs over 7 tons
iladen. It is provided ith a towing hitch for tachtrailer work and ic oil engine can be placed by an electric otor for trolleybus teratic.m.
By contrast, the Fordrauz 42-seater integralinstruction coach, with Hereules six-cylindered I engine behnd the ,le, weighs only 41 tons. This vehicle has a steel undertme with light-alloy panelling and roof structure.
Krauss Maffei rear-engined ehassisless models are seen ith many types of body. Kass Bonhrer shows an observaIn coach based on the Krauss Maffei underframe, and xuriously fitted for carrying 36 tourists. It has crew ■ ing quarters below the raised section at the rear.
Another rear-engined surprise is the Rathgeber integralinstruction 40-seater coach, with 28-seater trailer attached. 3rmerly, the Rathgeber concern was associated only with lachbuilding, but its exhibit shows initiative in its suspenon arrangements and low floor line. Most of the makers rear-engined vehicles—integral construction and otherise—are content with three steps to the main saloon, which about 2 ft. 7 ins, above ground level, but M.A.N. and athgeber have produced coaches with one step and a ier and a floor height of 2 ft. 2 ins.
The Rathgeber is shown with a Deutz engine—there an alternative Steyr power unit—and has transverse semiliptic springs, single tyres all round, and a Tatra-type balar-backbone frame. The trailer also has a tubular sine and transverse springs at the front and rear, but -front suspension is of independent wishbone pattern. Where power units are mounted at the rear, elaborate ccautions are taken to keep dust from the engine cornirtmeets. Below the crankcase there is. usually a. steel ield, with leather gaiters at all edges. Outsize air filters e used and where a fan is employed the engine comparttat benefits by an overpressure.
Bussing is responsible for the solitary underfloor-engined issenger chassis on view. Many other complete vehicles this type are to be found in pavilions and on the parks. tis is not a new model and it was described in "The 3mrnercial Motor " when it first appeared at Brussels in nuary. 1950. There have been modifications to the shape the frame to lower its height, and it now boasts a rear opped section to provide a low rear entrance. This affords step height of under 12 ins, and a single riser of 9i1ins. the platform, and a further step of Ri ins. to the main WT.
The conventional semi-forward and normal-confrol ssenger chassis, illustrated by the MAN., Henschel and ercedes exhibits, have a common feature in low frame ight. Deeply swept chassis frames, underslung springs J. flat-topped final-drive housings figure prominently in ese makes, and Henschel makes a point of demonstrating c frame height of 2 ft. 2 ins. Faun also has a chassis this type, which is shown complete with a Ludewig t-seat 14-deck body. Henschel again sia.ms the Bimot, a twin-engined passenger chassis, with the power units fitted back-to-back transversely acrois the chassis in front of the driver. This arrangement has now been extended to a six-wheeled tractor, which includes an interesting bogie suspension incorporating rubber sandwich pads to permit axle articulation without imposing twist on the springs. • Many trolleybuses are shown. This form of vehicle is popular in Germany and other countries, and it is conceivable that Britain's declining interest in trolleybuses may lose this country many of its overseas orders. In some of the smaller cities it is not economic to erect overhead equipment for trolleybus operation, so Wegrnann has modified the Henschel trolleybus chassis for battery operation. Provision is made for carrying tht batteries on a trailer. Service tests have shown that with an 80-cell battery, the bus has a maximum speed of 35 m.p.h. and an effective range of up to 60 miles, according to the load and number of stops. Six-wheeled load carriers and tractors arc again being produced in Germany. and in addition to the Henschel Bimot, there is a Bussing three-axled underfloor-engined chassis of outsize proportions, in chassis form and complete with body loaded to 24 tons gross. 1 his goods version has a 175 b.h.p. oil engine, a larger edition of the power unit used in the two-axled coach, a forward-mounted radiator and a double drive from the auxiliary gearbox with separate propeller shafts to the centre and rear axles. The hand brake, which operates on the transmission, must be particularly effective, because the drums are duplicated on the propeller shafts. This massive piece of machinery weighs 81tons in chassis form, and its frame side members are of such length that it has been necessary to make them in two parts, with an overlap joint near the centre. ft has been built for a 12-ton load, but judged by the proportions of the triple springs at the bogie, the limit is rather elastic. Tyre equipment of 14.00 by 22-in. section is fitted to all wheels, and airpressure assistance afforded to lighten the steering effort. The main braking arrangement also has air-pressure assistance to the hydraulic system.
Novel features of this model are the suspension of the rear of the gearbox from an overhead gantry rail and she fitting of castor wheels to the base of the engine, so that the entire unit can be disconnected and wheeled clear without the need for lifting tackle.
It is learned that Bussing is developing six-wheeled underfloor-engined passenger chassis for singleand doubledeck bodies. A three-axled chassis is also likely to be produced in the near future by Mercedes Benz, because the technicians have lately been studying bugle design and interest was shown in British practice.
Practically every exhibit at Frankfort has something new in technical detail, but interest is mainly centred on the " heavies." Such vehicles have had a poor start in the post-war reconstruction of the industry, but ideas are not lacking. A preselective auxiliary gearbox with springloaded dogs is almost standard equipment in the medium. and heavy goods range. The Henschel models, including the new 4-tonner, have a five-speed overdrive-top gearbox, with preselective half ratios obtained through the auxiliary box. The new vehicle has a pistol-type hand brake, a steering-column change-speed lever for the auxiliary gearbox, hydraulic shock absorbers and a differential lock.
The lighter class of chassis already has established markets, the Hanomag 2-ton oil-engined lorry being particularly popular in areas where petrol is costly. Apart from the new Goliath four-wheeler, there have been only minor modifications in the van class. The Gotbrod, for example, now has independent front suspension.
The Goliath three-wheeler is still in production, but a four-wheeler with a horizontal two-stroke two-cylindered water-cooled petrol engine has been developed; this is under the driving seat, together with the radiator. Advantage has been taken of the engine position to lower the front of the frame, making the vehicle particularly attractive for local delivery work,