1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
36
37
38
39
40
41
42
43
44
45
46
47
48
49
50
51
52
53
54
55
56
57
58
59
60
61
62
63
64
65
66
67
68
69
70
71
72
73
74
75
76
77
78
79
80
81
82
83
84
85
86
87
88
89
90
91
92
93
94
95
96
97
98
99
100
101
102
103
104
105
106
107
108
109
110
111
112
113
114
115
116
117
118
119
120
121
122
123
124
125
126
127
128
129
130
131
132
133
134
135
136 
Dodge Rar 15-tons loes Up To ) Gross
Page 68
Page 69
If you've noticed an error in this article please click here to report it so we can fix it.
THREE new four-wheeled goods chassis are announced today by Dodge Brothers (Britain) Ltd., particularly significant being a 15-ton gross machine with A.E.C. 137-b.h.p. diesel engine and 10-ton rear axle which, although rated at above the British maximum legal figure, is well suited for extra heavy duty operation at 14 tons gross and, of course, has considerable export potential.
The 10-ton chassis is available with wheelbases of 9 ft. 8 in., 13 ft. 7 in., and 17 ft. 9 in., giving body-and-payload allowances of approximately 11 tons, 10-8 tons and 10-6 tons respectively. The other new vehicles are a 9.5-tonner and a redesigned version of the existing 8-tonner: the heavier chassis has a gross rating of 13.7 tons, whilst the 8-ton model is rated for 12 tons gross. Both these types are offered with wheelbase choices of 9 ft. 8 in., 13 ft. 7 in.. and 14 ft. 10 in.
Although the revised 8-ton models have the same prices as the vehicles they supersede, the new 9-5and 10-ton types are particularly attractively priced when compared with the 9-ton model which now goes out of production. The 9-5tonners are over £300 less in basic form than the cheapest version of the original 9-tonner, whilst the 15-ton-gross vehicles are less than £100 more expensive than the old 9-ton , designs. Specification improvements result in the latest 8-tonners being 3 to 4 cwt. heavier unladen than the models they replace, but the basic 9-5-ton chassis are notably lighter than the previous 9-ton models, mainly because of the use of lighter engine, gearbox and driving axle as standard, whilst the 10-tonners are approximately 4 cwt. heavier than the original 9-tonners.
In certain respects the new 10-ton chassis are similar to the 9-ton models which are now displaced, the chassis frames, for instance, being almost identical and having 10 in. by 3 in. by 0-3125 in, side members, which carry inverted-L 11-75-in.-deep flitch plates as standard in the case of the 17-ft. 9-in.-wheelbase version. Whereas the 9-tonner had the A.E.C. AV 410 6-7-litre diesel engine as standard, the 10-tonners have the AV 470 unit, making these the most powerful chassis yet to have been produced by the British Dodge company. Governed to 2,400 r.p.m., this 7-685-litre engine has a net rating of 137 b.h.p. (the S.A.E. rating is 148 b.h.p.) and produces 362 lb. ft, net torque at 1,000 r.p.m.
The recently developed A.E.C. six-speed overdrive-top constant-mesh gearbox is standard with this engine when the basic Moss 10-7-ton single-speed axle is fitted, but when the optional Eaton 18802/Mk. I two-speed axle of the same load capacity is employed, the five-speed direct-top version of this A.E.C. box is fitted. With the standard transmission the 10-tonner has a maximum speed of 55-5 m.p.h. and a bottom gear grade ability of 1 in 4-7.
The front-axle assembly is basically that used in the old n5 9-tonner, whilst the Marles 861 cam and double roll steering (ratio 28-5 to 1) is inherited from the 9-ton ran; also. In respect of suspension the new chassis differ to marked degree from the original 9-tonners, although ti spring sizes are basically the same. Whereas previous 16-leaf dual-rate springs with a total thickness of 5-8125 i were fitted, the 10-tonners have 3-in.-wide single-ra springs, the 17-ft. 9-in.-wheelbase model having 15-k assemblies with a total thickness of 5-8125 in., whilst tl other two versions have 13-leaf springs with a thickness 4-5 in. The 3-5-in.-wide rear springs are of the " combin tion " type in that they incorporate helpers as an integr part of the design, the old 9-tonner having had dual-ra main springs with the option of additional helpers. TI new springs have 13 main leaves and six helper leav( whilst optional are heavy duty springs with 15 main leav and the same helpers.
Clayton Dewandre-Girling air-hydraulic braking standard, although it is understood that at some time the near future these 10-tonners are to be made availab with full air-pressure braking. The two-leading-shoe uni have a diameter of 15-5 in. at both axles, the front brak being 5 in. wide whilst the rears are 7 in. wide, giving total frictional area of 722 sq. in.-42 sq. in. greater tlx that of the 9-tonner. Balance of the braking system such that 45-8 per cent of the braking effort is given by ti front brakes, this being 3-8 per cent greater than in the ca of the 9-ton chassis. Handbrake efficiency should I improved by the replacement of the original single-pt lever by a Sackville multi-pull mechanism.
On the standard 10-00-20 (14-ply) tyres the 9-ft. 8-ir wheelbase 10-tonner has a chassis-cab price of £2,288, tl two longer wheelbase versions having equivalent prices £2,300 and £2,330 respectively. The Eaton axle adds E to this basic price, whilst power steering costs £55.
The • 9-5-ton models have unladen chassis-cab weigh averaging 3 ton 13 cwt.. therefore will just top 4 tons ti weight when equipped with average platform bodywor which will still give a payload allowance of 9.5 tons. 11
; more than could be carried by the 9-ton models, which Fere rated for 14 tons gross.
The high-rated version of the Perkins 6.354 diesel is tandard in the 9.5-tonner, the net rating of this unit being 13 b.h.p., compared with the standard rating of 105 b.h.p., ihilst the S.A.E. rating is 130 b.h.p. The torque output t 1,750 r.p.m. is 260 lb. ft., and the engine carries a 13-in. lutch and drives through an E.N.V. five-speed direct-top onstant-mesh gearbox. Alternatively a I4-in. clutch and )avid Brown direct-top box can be fitted. A single-speed xle with a load rating of 9.6 tons and a ratio of 616 to 1 ; standard, the optional ratio being 6.66 to 1.
Alternative to the Perkins engine is the A.E.C. AV 410 .7-litre diesel, with a net rating of 118 b.h.p. at 2,200 r.p.m.. laximum torque of 312 lb. ft. being produced at 1,100 .p.m. The standard gearbox with this engine is the David trown 552, and this combination was available in the old -tonner, the only specification change being that the box an now be specified with overdrive top gear except when two-speed axle is fitted. There is a choice of two Eaton Aro-speed axles: the 16802/Mk. V. which is rated for a )ading of 9.4 tons, or the 18802/Mk. I, the rating of which ; 9-8 tons (lower than the rating of the same axle when sed in the 10-ton chassis). The 18802 axle must be fitted the 9-ft. 8-in.-wheelbase chassis is to be operated at the all gross weight of 13.7 tons, otherwise the gross limit is educed to 12.9 tons.
Girlint two-leading-shoe hydraulic brakes of 15-5-in. iameter are employed on these new models, the front and ear lining widths being 4.25 and 6.0 in. respectively, giving total lining area of 618 sq. in. This is 62 sq. in. less than le lining area of the old 9-ton chassis, the difference being at the rear brakes are 1 in. narrower. Hydrovac assistnee is standard, with the option of air-pressure actuation f the hydraulic master cylinder, whilst a Sackville multiull handbrake is incorporated. Air-hydraulic braking is tandard when the A.E.C. engine is fitted.
As with the 10-ton chassis, 50-in.-long front springs and 4-in, rear springs are fitted, these being 3 in. wide in each case. The front springs are single-rate assemblies with a total of 13 leaves, whilst the rear springs incorporate helpers to give a dual-rate effect and contain a total of 20 leaves. Heavy-duty rear springs with 22 leaves are available as optional equipment The chassis frames of these 9-5-ton models are similar in basic design to those of the 10-tonners, and have the same side-member section. The steering gear differs, however, In that Bishop EQ high-efficiency cam and lever equipment is employed, this having a ratio of 25-5 to 1, giving just over five turns from lock to lock.
List prices for basic 9.5-ton chassis, with cabs, are £1,863 for the 9-ft. 8-in.-wheelbase model, £1,875 for the 13-ft. 7-in.-wheelbase model and £1,881 for the 14-ft. 10-in.wheelbase version. The A.E.C. engine and David Brown gearbox add £232 to these prices, whilst the David Brown box and 14-in, clutch with the Perkins engine cost £4:. Air-hydraulic brakes with the Perkins engine cost £34. The Eaton 16802 axle is priced at £105 extra, with the 18802 £50 more than this, whilst heavy-duty rear springs are priced at £4 10s. Power steering is available for £40 extra.
The main changes to the 8-ton chassis concern the brakes and suspension, although the locations of one or two chassis components have been changed so that the frames of the new and old versi.ons are not interchangeable. A further slight change concerns the steering gear, the ratio of which has been altered from 23.5 to 25.5 to reduce steering effort.
Whereas the original 8-ton models had 6-in. by 3-in, front brakes and 15.25-in. by 5-in. rear brakes, the latest versions have 15.25-in. by 4-25-in, front brakes and 15.5-in. by 6-in. rear brakes, giving a total lining area of 614 sq. in., which is 134 sq. in. greater than on the earlier models. The Girling two-leading-shoe sysiem is boosted by a Clayton Dewandre HSR5/950 Hydrovac servo.
Spring changes bring the suspension into line with those of the 9-5and 10-ton chassis in that single-rate front springs and "combination --type rear springs are employed, the front springs having 12 leaves and the rears a total of 18. It is significant that the short-wheelbase versions of both the 8and 9-5-ton ranges have 54-in.-long rear springs, 48-in.-long springs previously having been used by Dodge on each heavier chassis: the greater spring length has been adopted with the object of giving increased life under arduous conditions, whilst the object of all the new suspensions has been to give greatly improved riding.
As before, the high-rated Perkins 6.354 diesel is standard in the 8-tonner, with the option of the Leyland 0.370, and prices are unchanged, basic chassis-cab prices ranging from £1,567 to £L585.