LET'S ALL Go R( [ND THE STANDS 0 N this
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and following pages we take our readers on a stand-to-stand tour of the most remarkable exhibition of commercial vehicles, tractors and appliances ever held. Detailed line drawings showing outstanding features, specially prepared by The Commercial Motor staff artists from actual exhibits, a succinct description of the models staged, in conjunction with "The Busy Man's Guide," combine to provide a survey unique both in character and presentation.
Forward the industry t SITUATED almost in the centre of the huge new Earls Court building, the big exhibit of London's largest commercial-vehicle maker comprises a trolleybus, two oil-engined buses, a passenger chassis, three goods machines and a sectioned example of the wellknown A.E.C. 115 b.h.p. oil engi e, which can be examined in motion.
In this range, the Mammoth Minor 10-former is the only new model. The feature which first strikes the eye is that the driving wheels have twin tyres; whilst the trailing wheels are equipped with singles. It is powered by a 7.7litre six-cylindered oil engine, with Ricardo Comet combustion chamber. The outstanding constructional points of this unit include overhead valves, operated by short push rods, and renewable liners, whilst a detail of the water-pump is the use of a special graphite gland.
Good features, which cannot exactly be observed, but which play an important part in the efficient running and long life of the machine, are that the clutch has a frictional area of 360 sq. ins., whilst the corresponding figure for the brakes is 670 sq. ins.
The machine on view has a fourspeed gearbox with constant-mesh third gear, and the final drive incorporates a double-reduction gear. With a wheelbase of 15 ft. 6-1 ins., the licensing weight of the Mammoth Minor is only 4 tons 4i cwt.
Passing on to the trolleybus, we find it equipped with a 39-seater central= entrance single-deck body, and a point which should not be missed is that the electric control equipment is housed in
a compartment at the rear. Thi is a patented A_E.C. feature and, if re quired. the mechanism can be remov as a unit.
Power on this bus is provided by a English-Electric 100 h.p. tractio motor, which affords road speeds up to E2.8 40 m.p.h. Visitors should note that the low-voltage dynamo is driven directly from this motor. Built by Cravens Railway Carriage and Wagon Co., Ltd., the body is of composite construction, the framework being of teak reinforced with nickel-steel flitches.
Carrying a 56-seater body, for the design of which Mr. Vane Morlandchief engineer of the Leeds Corporation Transport Department—is responsible, the next exhibit we come to is a Regent. In the transmission is a Fluid Flywheel, four-speed pre-selective epicyclic gearbox and unelerslung worm.
Described as the "Leeds City Pullman." the body constitutes a marked departure from orthodox double-deck layout. An emergency brake is provided, which can be operated by driver, conductor or passengers. Already this machine has attracted much attention.
The third complete passenger vehicle shown is a Regal 94-seater with similar power unit, hut a plate clutch and fourspeed gearbox, with constant-mesh third gear. The body is a MetropolitanCammell-Weymann product.
From the Regal Mark II oil-engined chassis displayed, which is suitable for either single or double-decker, the features of the mechanism can be inspected. The unit used in this case, however, is of 6.6 litres.
There remain a Matador maximumload four-wheeled van, and a Monarch chassis of the same carrying capacity. The former has a six-cylindered engine of 7.4 litres, whilst, in the latter, is installed a 6.6-litre four-cylindered unit. Transmission on the Matador is by double-reduction-bevel final drive, whilst on the Monarch an overhead worm is employed.—The Associated Equipment Co., Ltd., Southall, Middx
DESIGNATED CX, a new range of L./Valkyrie passenger vehicles and heavy goods models is introduced at the Show by Albion Motors, Ltd. It comprises three passenger and three goods vehicles, for which there have been designed two new petrol and two new oil engines, both types being available with four or six cylinders. The petrol and oil engines are interchangeable; unit gearbox construction is adopted throughout the CX range.
The stand accommodates five goods models and a couple of coaches. The 30-40-cwt. forward-control chassis serves as the basis of a neat 50-cubic-ft. Luton van, with a body by Glover, Webb and Liyersidge, Ltd. It is equipped with a 23-65 h.p. four-cylindered petrol engine, instead of the standard 20-45 h.p. unit, in order to give a particularly high road performance.
The popular 30 m.p.h. 51-tonner, which weighs under 21 tons unladen, appears as a platform lorry with a body, 15 ft. 6 ins, long, by the London Motor Construction Co.
A demountable platform is a feature of the 6-71-tormer for the L.M.S. Railway Co.—one of a number of similar machines on order. A Gardner 4LW oil engine is employed and four-wheel triple-servo-type brakes are fitted.
SPECIALIST in the construction of
S vehicles, Atkinson Lorries (1933), Ltd., shows two examples of this type. One is an L744 model 71-ton four-wheeler, complete with cab and platform body. The wheelbase of 13 ft. 2 ins, affords a body length of 17 ft. 6 ins. Power is provided by a Gardner 4LW oil engine.
A feature of the design is the clean layout of the chassis and its robust construction, although a watchful eye is kept upon the question of unladen weight, which, in this case, is under 4 ton. Twin tyres are fitted at the rear, 36 by 8 equipment being mounted all round.
The other exhibit is an L1586 15-ton eight-wheeler, which is to be seen in The fourth goods model is an example of the new 6-71-tormer, The engine of which is a particularly robust four-cylindered overhead-valve petrol unit. The valves are operated by push rods and rockers from a camshaft carried high on the off side of the cylinder block.
In view of the unit mounting of the gearbox, special attention has been paid to clutch ventilation, which is effected by positively induced air circulation.
The remaining goods model is a new 12-I3-ton six-wheeler in chassis fbrm. This machine has undergone considerable modification and, in common with the new model referred to above, has a unit-constructed engine and gearbox. Each rear axle is now mounted on a pair of semi-elliptic springs, anchored at one end to the frame and coupled at the adjacent end to a rocking beam on a large-diameter trunnion bearing.
Of the two passenger vehicles, one is a Duple-bodied Valkyrie 32-seater coach, with a Gardner 6LW oil engine operating in conjunction with a five-speed over-top gearbox. The other is a Victor 26-seater, also with a Duple body, having a sliding-panel roof. The seats are mounted on a ramped floor.— Albion Motors, Ltd., Scotstoun, chassis form. In this case, a Gardner 6LW oil engine is fitted in the I8-ft. wheelbase chassis, which is able to carry •a body 24 ft. long.
The Kirkstall double-drive bogie has a third differential. The tyre equipment is of 36 by 8 section, singles. being fitted on both sets of steered wheels and twins on the four driving wheels. The complete vehicle weighs 61 tons unladen.
In each of these models, a sturdy, straight frame is employed, with deep main channels and rigid cross-bracing. The powerful braking system takes effect in drums of large diameter and width.—Atkinson Lorries (1933), Ltd., Marsh Lane, Preston.