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BRITISH TIPPER lASSIS

THIS survey of tipper chassis includes all models offered by British vehicle manufacturers specifically for tipping duties. Except in a few cases these chassis are versions of normal haulage models, usually with reduced wheelbase. As tractive units can be used with tipping semi-trailers, these are referred to briefly, though they are normally versions of rigid vehicles.

There are more than 200 models in the survey and as these are available with a choice of engine, transmission and so on. the tipper operator has a very wide field from which to make his selection. In spite of this it will be seen that there are few all-wheel-drive machines; overseas this type of vehicle is popular as the basis for a tipper, so one must presume that in Britain site conditions are less severe.

Whilst it is physically possible to mount tipping bodywork on any size or shape of goods chassis it is emphasized that the survey covers models actually recommended by their manufacturers. Operators who buy long-wheelbase models for tipping duties should not do so without consulting the chassis maker concerned to make sure that the vehicle will be safe for the work on which it is to be employed. A.E.C.

AEC Ltd., Southall, Middx.

TIPPER bodies can be mounted on most of the current range of goods chassis models manufactured by AEC. Where the wheelbase or outer-axle spacing is suitable most can be operated in Britain at the increased weights which came into effect last year. As well as versions of normal goods chassis there are fourand six-wheel Dumptruks which are specially designed for site work and have 15 and 10 cu. yd. dumper-type bodies. All AEC chassis are powered by diesel engines.

Lightest of the range is the Mercury 16-ton-gross four-wheeler, which has a wheelbase of 12 ft. 1 in. for tipper bodies of up to 8 Cu. yd. capacity. For bulky loads a 15 ft-wheelbase model is available and the Mercury tractive unit can be used with tipping semi-trailers at up to 24 tons gross train weight.

The AEC Mandator is a heavy-duty fourwheeler, and tipper versions of this modelwheelbases of 12 ft. 1 in. and 15 ft. as with the Mercury—are intended for overseas markets. In the UK the gross weight would be limited to 16 tons, but a tractive unit version is available rated for 30;32 tons gross train weight or with a heavy-duty driving axle at 36 tons for overseas. The only normal-control goods chassis which AEC offers in a tipping version is the Mogul four-wheeler which again is primarily intended for overseas and can operate at 19 tons gross solo or 36 tons g.t.w. with a semi-trailer.

Six-wheelers include the Marshal, which is made with a singleor double-drive rear bogie; the tipper version has a wheelbase of 10 ft. 8 in. which limits the gross weight rating to 20 tons in the UK. For bulk loads a 15 ft. 10 in.-wheelbase model is available and this can be operated at 22 tons gross. The Marshal is not made as a tractive unit, but there is the recently introduced Mammoth Minor, six-wheeled, twin-steer tractive unit which can be used with tipping semi-trailers at up to 32 tons g.t.w.—as can the tractive unit version of the Mammoth Major 6 which has a double-drive rear bogie.

The rigid version of the latter chassis is made in a wheelbase of 11 ft. 6 in. for tipper use and again, because of the axle spacing limit, it cannot be used in the UK above 20 tons gross. Off the road the gross rating can be up to 25 tons and tipper bodies from 8 to 12 cu.-yd. can be fitted, Largest of the A.EC tipper chassis is the Mammoth Major 8 eight-wheeler which, with a wheelbase of 14 ft. 5-5 in., can operate legally at a maximum of 24 tons gross. The model can be used at 28 tons gross when legislation permits and longer wheelbases can be supplied in special cases for bulk tipping bodies.

Engines used in all these models are from the AEC range of dry-liner, direct-injection diesels introduced last year. The Mercury is powered by the AV471 which develops 143 b.h.p.; the Marshal has the AV505 154 b.h.p. unit, whilst the Mandator and the sixand eight-wheelers are powered by AV691 205 b.h.p. engines or, alternatively, AV760 units -which develop up to 226 b.h.p. The largest Dumptruk is the 1100 for 15 Cu. yd. loads ; this has an AEC AV1100 engine which produces 300 b.h.p. ALBION

Albion Motors Ltd., Scotstoun, Glasgow W4.

THE latest addition to the range of Albion chassis is the Super Reiver 19. This is made in a upper version with a wheelbase of 12 ft. 2 in. and is suitable for a gross vehicle weight of 19 tons. In fact, this model is a 6 x 4 version of the Super. Clydesdale fourwheeler introduced last year and which can be operated at 16 tons gross. The wheelbase of the tipper version of the Super Clydesdale is 12 ft. 2-5 in, Like the Super Keiver 19, it has the Leyland Group Ergomatic tilt cab, a Leyland 0400, 125 b.h.p. diesel engine, power-assisted steering . and air-pressure brakes incorporating main and secondary systems.

Smallest in the Albion tipper range is the basic Chieftain which can gross 10-75 tons and has an Albion four-cylinder diesel and

vacuum-hydraulic brakes. The Chieftain Super Six four-wheeler has a Leyland 0.370 110 b.h.p. diesel and air-hydraulic braking and can gross 11-1 tons. The Albion Clydesdale four-wheeler is now available as a

tipper chassis suitable for operation at 15 tons gross. In the middle of this year the wheelbase of this version was increased to 10 ft. 9 in. to meet the legal requirements, and at the same time changes were made to the Clydesdale range in respect of suspension, tyres and braking ; a secondary brake system had to be introduced to meet the regulations.

The Leyland 0.400 engine is also used in the Clydesdale, as it is in two other rigid six-wheelers produced by Albion. These are the Reiver 15-5-tonner and the Super Reiver 17-85-tonner, both of which have double drive. The chassis have a wheelbase of 12 ft. 2 in, for tipper use, and whilst the Reiver has air-hydraulic braking, the Super Reiver has full air brakes.

Tractive-unit versions of the Chieftain, Chieftain Super Six, Clydesdale and Super Clydesdale are made and obviously these can be used with tipping semi-trailers. Gross train weight ratings of the first two are 18 tons and of the last two 20 tons.

ATKINSON

Atkinson Vehicles Ltd., Walton-le-Dale, Preston, Lancs.

FOUR, six, and eight-wheel rigids are produced in tipper versibns by Atkinson and fourand six-wheel tractive units are also available for use with tipping semitrailers. In the case of the rigids, Gardner engines are used, whilst on the tractive units there are additional options of Cummins in-line power units. All models have David Brown constant-mesh gearboxes as standard. The four-wheelers—model S1645E and S1646E—can operate at 16 tons gross and have wheelbases of 12 ft. 4 in. which allow 7 cu.-yd. bodies to be fitted. A Gardner 5LW, 94 b.h.p. engine or 6LW, 112 b.h.p. engine can be specified and an Eaton 18802 two-speed rear axle is employed. Two sixwheel chassis available as tippers are the S2066X and the S2266X. The former has a wheelbase of 12 ft. 6 in. and can operate at 20 tons gross, whilst the latter has a wheelbase of 16 ft. 7-5 in. and can be used at 22 tons gross.

There are also two eight-wheelers, the S2486X and S2486XL. Both are limited to 24 tons gross and the wheelbases are 15 ft. 1-5 in. and 16 ft. 7-5 in. respectively. Gardner 6LX, 150 b.h.p, engines are used in the sixand eight-wheelers and doubleor single-drive rear bogies are offered. In the case of the double-drive a lockable third differential is standard and, like the fourwheelers, the multi-wheelers have air-brake systems which incorporate main and secondary systems.

Pour-wheel tractive units are the T2446E, T2846X and T3046C, whilst a six-wheeler suitable for use with a tipping semi-trailer is the T3266C. The wheelbase of the fourwheelers is 9 ft. 6 in, and engines used are the Gardner fiLW in the T2446E, the Gardner 6LX in the T2846X and a Cummins NHE 180 or NH 220 in the T3046C. The The power unit used in the Guy Warrior Mk. Ill six-wheeler is an AEC AV 470. The Warrior tipper shown here is operated by Hall and Co.

two Cummins engines are options in the T3266C six-wheel tractive unit, which has a wheelbase of 12 ft. 6 in., and can be used at up to 32 tons g.t.w. Maximum train weights of the four-wheelers are 24, 28 and 30 tons respectively. Dual-system anbrakes are standard equipment on the tractive units.

AUSTIN

Austin Motor Co. Longbridge, Birmingham.

THERE are five tipper chassis in the range of commercial vehicles available from Austin. Three of these are in the FJ range and there is one WF normal-control model and one FF vertical-engined design. Whilst these are the only models sold specifically by Austin for tipper use, there are other Austin models which could be used as the basis for tipper bodywork. Tractive units for up to 18 tons gross train weight are also offered.

Starting with the smallest capacity, the WFK100 can take a payload of 5 tons and, with a wheelbase of 10 ft., a 5 cu.-yd. body, 8 ft. 7 in. long can be accommodated. This vehicle is available with either a BMC 4-litre, 87 b.h.p. petrol engine or 5.1-litre, 90 b.h.p. diesel engine. The FFK140 forward-control model has a capacity of 7 tons and the wheelbase is also 10 ft. The standard body offered has a capacity of 6 cu. yd. and the BMC 5.1-litre diesel or the BMC 5-7-litre, 105 b.h.p. diesel are options. The three rigid models in the latest FJ range are available for tipper use with a wheelbase of 9 ft. 3 in. and with standard all-steel end-tipping bodies. The FJK100 5-tonner takes a 5 cu. yd. body, the FJK140 7-tonner a 6 cu. yd. and the FJK160 a 7 Cuyd. All three models are supplied with the 5-7-litre diesel and the 5-1-litre is an alternative on the 5-tonner. In the FJ design the engine is mounted at an angle to the vertical so that it can be accommodated under the seat pressing of the cab. A tilt cab is used and the interior fittings and finish are to a high standard. The braking system is also well designed, there being separate hydraulic circuits for the front and rear brakes, and air assistance is provided by a dual-piston actuator fed by two independent circuits. The handbrake application is also air-assisted.

Tractive units in the FF range are designed for gross train weights of 12, 15, 17 and 18 tons and the FJK360 tractive unit is also for 18 tons gross operation.

BEDFORD

Vauxhall Motors Ltd., Luton, Beds.

THE Bedford tipper range includes normaland forward-control models and extends from the CA 15/17 cwt. to a 6 x 4 with a gross weight rating of 17 tons. Tractive units made by Bedford and suitable for use with tipping semi-trailers have a maximum gross train weight of 18 tons 6 cwt.; there is also a 4 x 4 tipper for 7-ton loads.

The Bedford CA is one of the smallest chassis offered specifically for tipper work and it is intended for the small builder, municipal applicationS and so on. Petrol or diesel engines can be specified and there is a choice of threeor four-speed allsynchromesh gearboxes. Petrol or diesel engines are, in fact, options on all Bedford tipper chassis except the TK 8-tanner and a 6 x 4 conversion of this model. The smallest TKs are the new 2and 3-tonners which feature disc brakes at the front wheels. Wheelbase of the tipper versions is 9 ft. 7 in. and the use of 16 in. wheels results in a low-loading height, an advantage if the vehicles are to be used for double duty as a tipper and drop-side lorry. After the 2and 3-ton TKs there is a big gap in the forward-control range and the next model is a 7-tonner. There are two versions of this—normaland heavy-duty— and both have a wheelbase of 10 ft. The heavy-duty version is strengthened in a number of places and its gross weight rating goes up from 10.3 to 11-2 tons. An 8-ton TK is rated as a heavy-duty model and also has a wheelbase of 10 ft, It is designed for 7 cu. yd. bodies and a gross weight of 12-5 tons, whilst a longer-wheelbase version of the 8-tonner (the dimension is 11 It. 6 in.) is offered for bulk loads, the gross weight limit being the same.

Latest edition to the TK forward-control range is the model designed especially. for on-site work and having such additional items as engine and transmission protection shields, stirrup-type cab-entry steps, a heavyduty front bumper, towing hooks at the front and rear and special gearbox ratios. The cab and auxiliaries are designed to give high ground clearance and the gross weight rating is 11.6 tons ; the wheelbase is 10 ft.

There are two Boughton six-wheel conversions on the TK 7-ton chassis. A 6 x 2 has a wheelbase of 12 ft. 2 in. and a 15-4 ton gross weight limit allows a body and payload allowance of 11.1 tons. The 6 x 4 has a wheelbase of 12 ft. 1 in. and with the weight limit 17 tons, the payload and body can be 12-6 tons.

Bedford normal-control tipper chassis consist of a 3-tonner with a wheelbase of 9 ft. 11 in. or ,11 ft. 11 in. designed for 3 cu. yd. bodies and a gross weight of 5-56 tons ; 5and 6-tonners with a 10 ft. wheelbase for 5 cu. yd. bodies and gross ratings of 8 tons and 9-15 tons respectively ; and an 11 ft_ 11 in.-wheelbase 7-tonner with a maximum gross weight figure of 10.2 tons. All these have petrolor diesel-engine options.

The 4 x 4 tipper chassis is a Bedford R type with a wheelbase of 11 ft. Single or twin rear wheels are offered and the gross weight rating is from 8 to 10.2 tons. Unladen weight of the chassis is in the region of 3-2 tons.

OOMMER

Commer Cars Ltd., Luton, Beds.

'TIPPERS with standard bodies in the 5 and 6 cu. yd.-capacity class are offered by this Rootes Group company. There is one model in the Superpoise normal-control range and 7and 8-ton chassis from the Commer forward-control series. As well as being available with the standard bodies they can be purchased as chassis/cabs. Various tractive units made by the company are presumably suitable with semi-trailer tippers, including the latest design for operation at 22/24 tons gross.

The Superpoise tipper has a 12 ft. wheelbase and a nominal load capacity of 5 tons in a maximum gross weight rating of 8-25 tons. The standard body is 10 ft. long and has a capacity of 5 Cu. yd.

There are two basic ranges of Conuner models fitted with the well-known forwardcontrol cab. These are the VA range, which uses a vertical engine, and the C range in which the Rootes three-cylinder two-stroke diesel is employed. Apart from the power unit the chassis are identical and the Commer Maxiload 16-tonner introduced at the Commercial Show last year comes within the C range. But the shortest wheelbase on this model is 12 ft. 10.6 in. As such it is not really suitable for normal tipper work, although it could be employed as a basis for bulk-tipper bodywork.

The models in the two ranges sold as tippers have nominal capacities of 7 and 8 tons and the standard bodies are 6 cu, yd units. In the VA range the lighter version is the VA7 which is powered by a Rootes six-cylinder +7-litre petrol engine giving 122 b.h.p. or a Perkins 6.354, 120 b.h.p. diesel. The heavier, VA8 chassis is available with the Perkins engine only. Both chassis have a wheelbase of 9 ft. 7 in. and the gross vehicle weight rating of the VA7 is 10-3 tons and of the VA8 12-5 tons.

The Commer C range tippers have the same wheelbase of 9 ft. 7 in., and 6 cu. yd. bodies are also the standard. Gross vehicle weights are 11.2 tons and 12.5 tons ; the 7-tonner is a heavy-duty model. The lighter model has the 117 b.h.p. version of the Rootes engine, whilst the 8-tonner has the 135 b.h.p. unit.

DENNIS

Dennis Bros. Ltd., Guildford, Surrey.

THERE are three ranges of Dennis chassis suitable for use as the basis for tipper bodies. These are the Pax HA four-wheeler, the Pax V fourand six-wheelers and the Maxim' fourand six-wheelers. All except the Maxim use Perkins diesel engines, this model being introduced last year and uses the Cummins V8, 185 b.h.p. diesel.

The lightest tippers are the Fax HA 10-2-ton-gross models which are suitable for body lengths of 13 ft. or 15 ft. The engine used is a Perkins 6.305 89 b.h.p. diesel. The Pax V is a more recent design and the fourwheeler has a gross rating.of 12.9 tons. Body lengths of 14 ft. 6 in. and 17 ft. are provided for and a Perkins 6.354 112 b.h.p. diesel is standard. Singleand double-drive sixwheelers in the Pax V range have gross ratings of 18 tons and 20 tons respectively and these also have the Perkins 6.354 engine as standard. The 6 x 2 can accommodate 16 ft. 6 in.or 17 ft. 6 in-long bodies, but ' the 6 x 4 is suitable for 17 ft-long bodywork only. A Moss two-speed bogie is used for the Pax V 6 x 4.

All the Pax models have a Dennis fivespeed, constant-mesh gearbox and the same unit is used behind the Cummins V8 in the Maxim. Two wheelbases of Maxim fourwheeler are suitable for tipper use-10 ft. 4 in. and 12 ft. 0.5 in.—and these allow bodies up to 15 ft. and 18 ft. 6 in. respectively to be mounted.

Because of the limitations in the C. and U. Regulations, the short-wheelbase model has a gross weight rating of 14 tons whilst the long-wheelbase model can be operated at 16 tons. The rear axle is a Centrax singleor two-speed unit and the braking system incorporates main and secondary systems. The Maxim 6 x 4 is suitable for tipper bodywork, has a wheelbase of 12 ft. and can take an 18 ft. 6 in, body. Gross weight rating is 20 tons and a Moss doubledrive, two-speed rear bogie is used. There are tractive unit versions of both the Maxim chassis and these are designed for operation up to the now permitted maximum of 32 tons g.t.w.

DODGE

Dodge Brothers (Britain) Ltd., Kew Gardens, Surrey.

THE range of tipper chassis sold. Dodge includes five models from the ew 500 Series and also two of the Commerdesign chassis now marketed as Dodge. There are also two-axle tractive units in the 500 Series for 20 and 22/24 tons gross train weight which can be used with tipping semi-trailers.

The two Commer-design chassis are the 1(500 and 1(700 which have nominal capacities of 5 and 7 tons respectively. In bath cases the wheelbase is 9 ft. 7 in. and sixcylinder petrol engines are standard. On the K500 fourand six-cylinder Perkins diesels are optional and on the 7-tonner the Perkins 6.354 is the option.

A wide variation in specification is ,available for the different models in the Dodge 500 Series and this includes transmissions, axles and brakes. But in all cases a Chrysler/Cummins vee engine is the standard; where this is a V6, a Perkins 6.354 is optional but there is no option to the V8 in models having this particular unit.

The 1(800 and K900 have the V6 and as well as the 6.354 the K900 can be supplied with the V8. Both models are made in wheelbases of 8 ft. 6 in, and 10 ft. 2 in. for tipper application and can be supplied with standard 7 cu. yd. bodies. Gross weight rating of the 1(800 is 12-05 tons and of the 1(900 1295 to 15 tons according to the specification of units on the vehicle.

The 1(1100 four-wheeler is designed for a maximum gross rating of 16 tons and bodies of up to 14 ft. long can be accommodated on the 12 ft. 2 in. wheelbase. This chassis has the V8 engine, as have two six-wheelers. These are the KT900 6 x 4 and KR900 6 x 2. Wheelbase versions suitable for tipper use are 10 ft. 8 in. and 14 ft. 1 in. and the gross weight ratings of each is 20 tons; the outer-axle spread is insufficient to permit 22 tons.

Normal-control tipper chassis from Dodge include a 6/7-tonner for 6 cu. yd. bodies and a 7/8-tonner for 7 cu. yd. bodies. Gross ratings are 10.25 and 12-05 tons respectively. The lighter chassis has a Perkins 6.305 as standard and 6.354 optional, whilst the 7/8-tonner has a Perkins 6.354 in standard form and a Leyland 0.370 as optional.

DOUGLAS

F. L. Douglas (Equipment) Ltd., Cheltenham, Glos.

THE only true tipper model made by this company is the DM4/138/NR Prospector. The company makes several heavy-duty dumpers, but these do not come into the scope of this survey.

The Prospector has a 5-6 ton capacity and is a normal-control 4 x 4 chassis with a wheelbase of 11 ft. 6 in. Bodies 9 ft. long can be accommodated with a capacity of about 5 cu. yd. A Perkins 6.354 diesel is the standard engine and this drives through a four-speed, synchromesh main gearbox and a two-speed transfer box mounted separately. Maximum speed on the road is claimed to be 50 m.p.h. and the low ratio in the auxiliary gearbox which is intended for use off-the-road gives a bottom-gear gradient ability-of 1 in 2.5.

ERF

ERF Ltd., Sandbach, Cheshire.

FOUR-, sixand eight-wheel chassis suitable for tipper bodies are produced by ERF. There are two four-wheelers, both of which are suitable for operation at the latest maximum of 16 tons gross, and the one six-wheeler is suitable for the latest 22 tons gross figure. But the eight-wheeler is to the old maximum of 24 tons because it does not meet the outer-axle spread requirements for the higher weights with this class of chassis. ERF also offers 30 tons g.t.w. tractive units and these could be used with tipping semitrailers.

The two four-wheel tipper chassis are the 54G4 and the 64P; the wheelbase of the former is 13 ft. 9 in., 1 in, more than in the 64P. Apart from this and the engine used— the 54G4 has a Gardner 5LW and the 64P a Perkins 6.354—the two models have a similar mechanical specification, including an ENV 542 synchromesh gearbox and Eaton two-speed rear-axle. The air-pressure braking layout incorporates a dual system as required for plated vehicles.

The ERF six-wheel tipper is the 66G. It is available with singleor double-drive and with either a Gardner 6LW or 6LX engine and a five-, sixor 10-speed gearbox can be specified. With the double-drive bogie a third-differential lock is available and the single-drive design can have a single-speed or two-speed driving head. Wheelbase of the 660 is 15 ft. 9 in. and the outer-axle spread of 18 ft. allows the 22 tons gross rating. A Gardner 6LX is the only fitting in the ERF 68GX4 eight-wheeler and the three tipper versions have wheelbases of 14 ft. 7 in., 15 ft. 4 in. and 17 ft., allowing body lengths of 19 ft., 20 ft. or 22 ft. The 6LX engine drives through a six-speed gearbox and the double-drive rear bogie incorporates a lockable third differential. Fourspring suspension with central balance beams is employed.

FODEN

Fodens Ltd., Sandbach, Cheshire.

A FULL range of tipper chassis in four-, sixand eight-wheel rigid form is available from Fodens and there are also fourand six-wheel tractive units, the latter including a twin-steer model. Four-wheelers in the rigid category have gross rating of 14, 15 or 16 tons, the six-wheelers can be 20 or 22 tons and the eight-wheelers 24, 26 or 28 tons. Four-wheel tractive units for up to 30 tons g.t.w. are offered and six-wheelers are for up to 32 tons gross operation.

Taking first the four-wheel rigids, the wheelbase of the 14-ton is 13 ft. 3 in.' and of the 15and 16-ton-gross models, 15 ft. 3 in. Engines available are the Foden fourand six-cylinder two-stroke diesels producing 117 and 175 b.h.p, respectively and the Gardner 112 b.h.p. 5LW and 150 b.h.p. 6LX. The six-cylinder Foden and the two Gardner

engines are the options in the six-wheelers ; in common with the four-wheelers these chassis have a five-speed, constant-mesh gearbox. The outer-axle dimensions of the six-wheelers are 15 ft. 8 in. for 20 tons and 18 ft. for 22 tons.

The same engines and gearboxes as used in the six-wheelers are available in the shortest-wheelbase eight-wheeler tipper ; this is rated for 24 tons gross as the outer-axle spread is 17 ft 7-25 in. The two higher capacity eight-wheelers-26 and 28 tons gross —have outer-axle dimensions of 23 ft. and 26 ft. respectively. The engine options on these are the Foden six-cylinder two-stroke. the Gardner 6LX and the turbocharged version of the Foden unit which produces 225 b.h.p. In these models the Foden 12-speed overdrive or underdrive gearbox is also available.

A similar choice of engines and transmissions is available on Foden tractive units and a common feature of all the chassis is that the Foden plastics cab in tilt or nontilt form is available, Power steering can be specified on all models and so can powerassisted handbrakes.

In addition to its ranges of tipper chassis Fodens also manufacture fourand six-wheel dump trucks. The four-wheeler is rated for 23 tons gross and the six-wheeler for 35 tons gross.

FORD

Ford Motor Co. Ltd., Dagenham, Essex.

THREE four-wheelers and one six-wheeler from the Ford D Series introduced earlier this year are designed for use as tippers and in addition there is one tipper chassis in the normal-control K Series. This last model, one of the D Series four-wheelers, and the six-wheeler are available in normalduty and heavy-duty versions. Starting with the 0 Series, the 0700 tipper has a gross weight rating of 10-3 tons, giving an approximate payload of 7 tons. Two wheelbases are made, 10 ft. and 11 ft. 2 in., and this chassis is available for normal-type duties only. Next up the scale is the D750, with a gross rating of 11.4 tons for an approximate payload of 7-3 tons ; there are three wheelbases-9 ft., 10 ft. and II ft. 2 in. A heavy-duty version of the 0750 is available with a 9 ft. wheelbase only but the D800, which has a gross rating of 12.3 tons for a payload of 7.9 tons, is produced in the same wheelbases as the standard D750 and is classed as a heavy-duty model.

Both versions of the DT 800 six-wheeler have double-drive rear bogies incorporating a lockable third differential and are rated for a gross vehicle weight of 17 tons. The difference between the two versions is that the heavy-duty chassis has a two-spring suspension layout at the rear, whilst the normal

duty has four-spring suspension. The heavyduty DT 800 has a wheelbase of 12 ft. 2 in. and the normal-duty model is obtainable with alternative wheelbases of 11 ft. 6 in. and 12 ft. 10 in.

The normal-control tipper chassis from Ford is the K700, which has a gross rating of 10.3 tons for normal work and 11-4 tons as a heavy-duty model. Wheelbase is the same for both at 12 ft. 7 in.

Standard bodies are offered for the 0750 and 0800 9 ft. wheelbase chassis and the K700, Capacity is 6 cu. yd. for the 0750 and K700 and 7 cu. yd. for the 0800.

Mechanical 'components used in the D Series are employed also for the K Series and a feature of the models is that a wide variety of optional equipment is available. All the four-wheelers are available with a Ford 300 cu. in., six-cylinder petrol engine producing 130 b.h.p.; the alternative in the D700, 0750 and K700 is the Ford 330 Cu. in., 102.5 b.h.p. diesel. On the D800 the diesel engine available is the Ford 360 Cu. 113.5 b.h.p, unit and this is the only one available in the DT 800 six-wheeler. It is also available as an option on the heavyduty version of the K700.

There are three tractive unit models in the Ford D Series which presumably can be used with tipping semi-trailers. These are the D600, 0700 and D800 and are suitable for gross train weights of 15.2, 17-2 and up to 18.8 tons respectively.

GUY

Guy Motors Ltd., Wolverhampton, Staffs.

THE GUY range of tipper chassis includes four-, sixand eight-wheelers ; in the first two cases there are models to the new maximum legal weights, whilst maximum capacity of the eight-wheelers is 24 tons. In all cases diesel engines and forward-control are employed. The Guy Warrior Mk. III and Invincible Mk. III have plasticspanelled cabs, but the Guy Big J introduced last year has an all-steel cab which can be tilted when the Cummins V6 engine available in the model is specified_ Starting with the lightest-weight model suitable for tipper use there is the Big J 12 ft. 1 in.-wheelbase four-wheeler for 16 tons gross ; this is followed by the Warrior Mk. III and Big J six-wheelers with 11 ft. wheelbase for 20 tons gross and 15 ft. 9.5 in. for 22 tons gross. There is also a 14 ft. 9 in. Big J six-wheeler suitable for 20 tons gross.

The Big J eight-wheeler is suitable for tipper use when the wheelbase is 14 ft. 9 in. or 15 ft. 9-5 in. and these two chassis can take bodies of 20 ft. and 21 ft. long respectively. A body length of 13 ft 6 in. can be accommodated on the 12 ft. 1 in. wheelbase four-wheeler and the 11 ft.and

15 ft. 9.5 in.-wheelbase six-wheelers can take bodies of 16 ft. and 21 ft. length respectively. A 20 ft-long body can be mounted on the Big J 14 ft. 9 in.-wheelbase sixwheeler.

The power unit used in the Warrior Mk. III is an AEC AV470 engine and the standard engine in the Big J models is a Cummins V6 diesel—either the 170 or 200 b.h.p. versions. Alternatives in the Big J are the AEC AV470, AV471, AV505 and the Gardner 6LX.

Tractive units made by Guy suitable for use with tipping semi-trailers are the Invincible Mk, III 8 ft. 6 in. wheelbase with Cummins NHE 180 or Gardner 6LX engines, and the Big J 7 ft. 9 in.and 9 ft.-wheelbase four-wheelers with Cummins vee engines or alternative in-line diesels. The two ranges of tractive unit are suitable for operation at 30 tons g.t.w.

KARRIER

Karrier Motors Ltd., Luton, Beds.

THE lightest tipper offered by this company is the Bantam 5 ton-gross model which has 16 in. wheels and is available with a standard timber-and-steel 9 ft. 8 in.-long body. The wheelbase is 8 ft. 2 in. and optional engines are a Rootes 2.26-litre, 53 b.h.p. petrol ; a Perkins 4.203, 63 b.h.p. diesel and a 56 b.h.p. diesel.

The Bantam is made in a long-wheelbase version and can be used as a basis for refuse-collector bodywork of up to 10 cu. yd. capacity. More than 1,000 municipal authorities are currently using Kamer chassis and as well as the Bantam the Karrier Gamecock is popular. It is also suitable for use as a tipper and there are three models with nominal capacities of 4, 5 and 6 tons. The two wheelbases made are 9 ft. 7 in. and 11 ft. 9 in., both of which are suitable for tipper bodywork. Engines available throughout the range are the Perkins 4.236, 80 b.h.p. and the 6.354, 120 b.h.p. diesels as well as a Rootes petrol with an output of 107 b.h.p.

LAND-ROVER

The Rover Co. Ltd., Solihull, Warwicks.

THE only tipper application of the LandRover actually approved by the Rover Co. is an Eagle 3 cu. yd. refuse collector with side-loading body. This is available with either manual or hydraulic tipping gear and is mounted on the 9 ft. 1 in.-wheelbase chassis with normal-control layout. Both normal and forward control have been used to form the basis of four-wheel-drive tipping vehicles and there has been at least one case

of a dumper body being fitted to the normalcontrol chassis. At present the forwardcontrol version, which was introduced a couple of years ago, is restricted to the export market.

Gross weight rating for normal road use for the long-wheelbase normal-control Land-Rover is 2-75 tons and for the forwardcontrol model, 3-5 tons.

LEYLAND

Leyland Motors Ltd., Leyland, Lancs.

GROSS vehicle weight ratings from 4.5 to 30 tons are covered by Leyland rigid tipper chassis for home and export markets, and tractive units for operation at up to 48 tons gross train weight are produced. All models are forward-coritrol diesel-engined chassis except the Super Beaver and Super Hippo export designs which are normal control.

Lightest tipper in the Leyland range is the 4.5-ton-gross Leyland 90 which is marketed overseas as the Leyland 2-tonner. This model is available as a chassis, chassis and cab, or as a complete unit with tipping gear and bodywork up to 10 ft. long. Next iti the range is the Comet 13-ton-gross fourwheeler which is suitable for bodies up to 11 ft. 6 in. and has the Leyland 0.370, 110 b.h.p. engine as standard and the 0.400 125 b.h.p. diesel as an option. The latter engine is standard in the Super Comet Dump Truck which is for 14 tons gross weight and 5-5 cu. yd. bodies and in the 16-ton-gross Super Comet which can take a 7-5 Cuyd. body. The Super Comet " 20 " tipper is rated for 20 tons gross and can accommodate bodies up to 14 ft. 9 in. long ; this same body length is recommended for the low-weight Badger 16-ton-gross fourwheel tipper which has an 0.600 140 b.h.p. engine.

The heavy-duty Beaver also has a gross solo rating of 16 tons and can take bodywork up to 14 ft. 6 in. long. The 0.600 is the standard power unit and there is the option of a Leyland 0.680, 200 h.h.p. engine. Six-wheeled Leyland tippers include the low-weight Retriever 20-ton-gross machine for 15 ft. 9 in. bodies, and in the heavy-duty Hippo design the body length can be 16 ft. 4 in. A short-wheelbase Hippo chassis is made for dumper applications and there is a normal-control Super Hippo six-wheeler which can operate at 30 tons gross solo. Two Octopus eight-wheeled tippers are fisted by Leyland, a standard version which can take 20 ft. 9 in. bodies and a lightweight model which is 18 cwt. lighter unladen and is suitable for 20 ft. bodies.

Tractive units include the Comet and Super Comet 20-ton-g.t.w. chassis and the lightweight Badger and the Beaver 24-ton g.t.w. models. In addition there is a tractive unit version of the Super Hippo si-wheeler which can operate at a gross tram weight of 48 tons.

MORRIS

Morris Commercial Cars Ltd.. Adderley Park, Birmingham 8.

MORRIS tipper chassis have the same specifications as Austin models, and details of Morris products applicable to this survey can therefore be obtained by reference to the Austin section on page 88. The tipper version of the Seddon 13 : four four-wheeler has a wheelbase of 9 ft. 3 in. This example is operated by H. Warburton of Fenton, Stoke-upon Trent.

SCAM MELL

Scammell Lorries Ltd., Watford, Herts.

THE only rigid chassis designed specifically as a normal-type tipper by Scammell is the 14 ft. 9 in. version of the Routeman eight-wheeler which is suitable for operation at 24 tons gross. There are two other wheel base versions of the Routeman which could —and sometimes do—carry tipper bodies, the dimension on these being 16 ft. and 17 ft. The Routeman has an all-plastics cab and is available with a Leyland 0.600 or 0.680 engine or a Gardner 6LX. A Scammell model which is available for rigid or artic application is the Contractor 6x 4. This model name is used to cover a wide range of vehicles which can operate at up to 75 tons gross at speeds up to 50/60 m.p.h. Engines from 210 to 400 b.h.p. and 6to 15-speed gearboxes, including an eightspeed semi-automatic, are available ; rear, bogie capacities can be from 18 to 40 tons. The Scammell range also includes a number of specialized dumpers with gross ratings from 18-5 to 30-5 tons.

Scammell Scarab and Townsman threewheeled tractive units and Scarab fourwheeled tractive units can be used with tipping semi-trailers and other Scammell tractive units provide for gross train weights up to 32 tons. These are the Handyman III and Trunker 11 with forward-control, the latter being a six-wheeled twin-steer model with a second steering axle close to the driving axle. A normal-control model is the Highwayman. These three models are offered with the same choice of engines as the Routeman.

SEDDON

Seddon Diesel Vehicles Ltd., Oldham, Lancs.

TIPPER versions of the Seddon 13 :four and the latest 16 :four are available and there is also a Primrose third-axle conversion of the 13 :four. There are tractive unit versions of the 13:four and 16:four for gross train weights of 18 tons and 28 tons respectively and other Seddon tractive units with gross ratings up to 30 tons can obviously be used with tipping semi-trailers. The 13 :four and 16 :four have a similar appearance, as the same basic cab is used— although on the latter chassis it is a little wider. Both use Perkins diesel engines but whilst the 13 :four has a 6.354 120 b.h.p. unit, the 16 :four has the new Perkins V8 with a gross rating of 170 b.h.p. Wheelbases of the tipper chassis versions are 9 ft. 3 in. for the 13:four and 12 ft. 6 in. for the 16 :four. Whilst the gross rating of the 13 four, at 13 tons, gives a body and payload allowance of about 9 tons 15 cwt., the 16 :four is for 16 tons gross and the body and payload can weigh about 11 tons 17 cwt. The 13 :four has a David Brown five-speed, constant-mesh gearbox and Girling twoleading-shoe brakes all round, but on the 16 :four there is an ENV five-speed, synchromesh gearbox—although Girling two-leadingshoe brakes are retained. The new Clayton Dewandre diaphragm/piston dual actuators are fitted at each wheel of the 16 :four and these provide that the required secondary system on this model is a duplication of the main system. The piston sides of the actuators are used for service braking.

The Primrose conversion of the 13 :four is a 6 x 2 chassis with a four-spring and balance-beam rear suspension. Wheelbases stiitable for tipper use are 11 ft. 4-5 in. and 14 ft. 7.5 in. and the gross weight rating is 17 tons. Apart from the rear bogie and the fitting of an air-assisted handbrake the sixwheel is identical to the standard Seddon 13 :four.

SD

Shelvoke and Drewry Ltd., Letchworth, Herts.

WHILST designated tipper chassis, models produced by Shelvoke and Drewry Ltd. are designed solely for use with refuse collection bodywork.

The smallest SD model is the TN Pakamatic with a wheelbase of 8 ft. and a gross rating of 8-5 tons. The rated body size is 20 cu. ft. and a feature of the TN is that it is extremely marxeuvrable. The TZ is the next largest Pakamatic chassis and can gross 12 tons. The capacity rating of the body—the volume of uncompressed refuse which can be compacted into the available 14 cu. yd. space—is 35 Cuyd. The largest model is the TY Pakamatic I4-tonner which has a 40 Cu. yd, body on the 11 ft. 6 in.wheelbase version and one of 50 Cu. yd. on the 13 ft.-wheelbase model.

Engines used in these SD chassis are the Perkins 4.236 in the TN, the Perkins 6.354 in the TZ and the Leyland 0.370 in the TY.

THORNYCROFT

Transport Equipment (Thornycroft) Ltd., Basingstoke, Hants.

THERE is one Thornycroft chassis recommended for use as a rigid tipper and this is the 6 ft. 2 in.-wheelbase Big Ben SLCN which is a 6 x 4 type suitable for operation at up to 31-3 tons gross solo. Because it is over the legal width, the Big Ben, which is a normal-control vehicle, cannot be used in the UK for normal haulage work but where its use is legal a 15 cu. yd. body can be accommodated.

A tractive unit version of the Big Ben is made, this having a wheelbase of 16 ft. 9 in. and being designated SLEN. This chassis is also a double-drive model and it can be operated with semi-trailer tippers with bodies up to 28 cu yd. capacity and at up to 60 tons g.t.w.