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Rootes to fit Perkins engines in Dodge 500 Series

30th August 1968, Page 27
30th August 1968
Page 27
Page 27, 30th August 1968 — Rootes to fit Perkins engines in Dodge 500 Series
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• From January next year certain models in the Dodge 500 Series range will have the Perkins V8.510 diesel engine as the standard fitting. This will be the first time this engine has been offered in a Rootes commercial vehicle and it will be available in those models previously fitted as standard with the Cummins V8 power unit.

The Perkins engine, which has an output of 185 bhp SAE gross at 2,800 rpm, will be standard (without option) in the KP1000 28 ton-gross tractive unit and it will also be the standard fitting in the Dodge K1100 16-tongross four-wheeler, in the KT900 6 x 4 and KR900 6 x 2 22-ton-gross six-wheelers and in the KP950 24-ton-gross tractive unit. It will be optional in the K1050 16-ton-gross fourwheeler in which the Cummins V8 diesel rated at 170 bhp gross is a second option and this Cummins unit is the option in the K1100 also.

The Cummins V8, rated at 185 bhp gross, will be the option to the Perkins V8 in the two six-wheelers and the 24-ton-gross tractive unit. The standard power unit in the K1050 is the Perkins 6.354, 120 bhp diesel and this is standard also in a number of other Dodge models.

The most significant change is in respect of the KP1000 which will be shown at the Commercial Motor Show with a number of improvements. This model was first exhibited at the Glasgow Show last year and when it goes into production in its latest form in January it will have a new Rootes five-speed all-synchromesh gearbox which will eventually be fitted to all models in the 500 Series.

The braking system of the KP1000 has been revised and has been adapted for use on the three tractive unit models in the 500 Series. It is a full-air three-line system with cam brakes all round. The service brake has split circuits—one to the tractive unit brakes and an independent supply to the semi-trailer couplings. The secondary brake is applied to the front axle and auxiliary coupling and there are double-diaphragm lock-type actuators at both axles with the secondary and parking brake control through a combined valve.

Selection of "park" pressurizes the secondary diaphragms at all wheels and the locking mechanism in each actuator holds the actuator rod in the "on" position. Selection of the secondary braking position directs air pressure to the secondary diaphragms of the front chambers also (through a shuttle valve) and to the auxiliary connection for the trailer.

The Clayton Dewandre light /laden valve is standard at the rear axle of the tractive units.

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