New Tugmaster. Tractor to Shunt Semi-Trailers
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A N addition to their Tugmaster range I—I is announced by Douglas Equipment, Ltd., Kingsditch Lane, 'Cheltenham. Known as the Type Dl/SPC, the new machine is designed for large-scale works and terminal shunting of orthodox semi-trailers.
With a high tractive effort and low speed in reverse, the tractor is said to have a quick and smooth pick-up. It is stated that 50 pia-ups per tractor day are being maintained easily when handling gross trailer loads of 16 tons.
A forward-control two-man cab and a single-man cab are available. A twopiece sliding door permits easy access, besides giving the driver full visibility to the rear of the trailer without the possibility of the door being damaged against loading bays or other obstructions. A further precaution against damage is the use of rubber mudguards.
Powered by a 4,139 c.c. six-cylinder overhead-valve petrol engine with
porous-chronic cylinder bores and developing 91 b.h.p.at 3,100 r.p.na., the new Tugmaster has a tractive effort in first gear of 8,450 lb. and in reverse of 9,850 lb. To give increased engine life and restrict vehicle speeds, maximum engine revolutions are governed down to 2,250 per minute. A fuel tank of 24-gal. capacity is fitted on the Bear side. The cooling system is pressurized at 4-5 p.s.i.
With a wheelbase of 6 ft. I q in.,.the vehicle has an overall width across the twin rear tyres of 7 ft. 3-F in., an overall length of 14 ft. 11 in. to the end of the hitch ramp, and an overall height of 7 ft. 9 in. The front track is 5 ft. 61 in., that at the rear being 5 ft. 10 in., whilst the turning circle is approximately 30 ft. 6 in. Ground clear ance is in. under the banjo of the spiral-bevel rear axle, Pressed-steel channel-section members 8 in. deep and 7/32 in. thick, with 24--in, flanges; form the chassis frame. rt is shaped at the rear to accommodate
the trailer hitch gear, the height of the ramp top face being 2 ft. 7-t in. unladen.
The main gearbox is a four-speedand-reverse synchromesh unit with helical teeth on the constant-mesh gears hi addition to the main gearbox a Douglas single-speed auxiliary gearbox giving a reduction of 1.41 to 1 is employed. This has spur gears and is mounted between the main gearbox and rear axle.
The hydraulic brakes are vacuumassisted, whilst the mechanical hand brake operates by rod and cable on the rear wheels only. Single front and twin 'ear 7.50-20-in. (10-ply) tyres are employed.
Brockhouse universal automatic trailer coupling gear is fitted and is interchangeable with Scammell and Karrier 1-type couplings.
Production options are a Perkins P.6 oil engine and hydraulic air-pressure brakes with twin-line trailer-couplings.