SE ON ENTERS HEAVY DUTY PSV MARKET
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AN IMPORTANT STEP forward is taken today by Seddon Motors Ltd. with its entry into the heavy-duty single-deck bus market on the introduction of the Pennine R.U. This completely new model has been designed to take standard bodies made in the same works as the chassis—that which Seddon bus and coach division is now expanding (CM last week) to form a self-contained p.s.v. manufacturing unit. The design meets the requirements of the MoT grants scheme for standard buses.
One result of the one firm building both chassis and body is that the complete vehicle has been designed as a single unit. The main frame has straight and parallel side-members with outriggers and acts as the body floor frame in addition to its main function. The floor is gently ramped—about 2 deg in the laden condition—from a low-height front entrance to pass over the Gardner horizontally mounted rear engine; engine and transmission are located on the centreline of the chassis driving forward into the centre of the rear axle. The chassis will also be available to take other body makes.
Two wheelbase versions of the Pennine R.U. are to be offered. A 16ft 6in. allows for bodies 33ft 4in. long while an 18ft 6in. model is intended for 36ft long bodywork.
Normally the R.U. will have the Gardner 6HLX with its full rating of 150 bhp at 1,700 rpm and maximum torque of 485 lb. ft. at 1,100 rpm. The standard transmission will be through a Self Changing Gears four-speed semi-automatic gearbox with electro-pneumatic control which is mounted as a unit with the engine and fluid flywheel. But derated versions of the 6HLX and an SCG five-speed gearbox of the same type will be options. Seddon expect the complete-bus price to be around £6,500.
LLOY framing and complete conon on jigs of body sides and roofs before bly on the chassis are features of tie bodies to be built by the bus and division of Seddon Motors Ltd. for tie teR.U. chassis. The company clairns he increased cost of employing alloy set by the use of volume-production ds so that the new bodies are no than comparable steel-framed bodies p on the chassis.
construction, together with the direct ing of the body floor on to the chassis, yes bus operators a bonus in the shape er unladen weight and hence increased onomy. (Kerb weights are quoted as to 6 tons 10 cwt.) Two lengths of body ailable-33ft 4in. and 36ft with single nuance/exit seating 46 and 50 passe iespectively. Provision of a separate !duces the capacity by four seats in
3se.
hat alloy sections are used for the ;ide and roof frames, and the vertical are butt-welded to the longitudinal loing away with the need for gusset The side frames are fully stressed by of truss panels riveted to the interior panels. [he complete front and rear assemblies, from skirt to roof domes, are one-piece glassreinforced-plastics units, with BET-type windscreens and rear windows. When the construction of the sides and roof is complete. the body is assembled on trestles and then moved direct on to the chassis, the pillars lining up with the chassis outriggers.
A one-piece body floor of 18mm marine plywood is covered with ain.-thick Treadmaster. An angled chequer-plate cove is fitted on each side of the floor, and contains the heater outlets.
Exterior panels are of 18 s.w.g. aluminium and all panels are overlapped, weatherproofed and riveted at close pitch. A break in the panelling at floor level is made to facilitate replacement of accident-damaged skirt panels, and is covered by a polishedalloy moulding.
Seating arrangements are optional and the seats are normally trimmed in Amble expanded P.V.C. Lighting is by six 2ft 20W fluorescent lamps, complete with shades.