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THE DODGE GOES OR WARD

7th March 1958, Page 60
7th March 1958
Page 60
Page 61
Page 62
Page 60, 7th March 1958 — THE DODGE GOES OR WARD
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ARANGE of full-forward-control 5-ton, 6-ton and 7-ton chassis is announced by Dodge Bros. (Britain), Ltd., Kew, Surrey. These are the first of this type to be produced by Dodge in this country and are generally similar in mechanical specification to the normal-control model introduced about 18 months ago, but offer better driving visibility and manceuvrability, and a greater payload space for the same overall length. The semi-forward

control chassis of all payload capacities are to be discontinued.

Dodge petrol engines are offered in the 5-ton and 6-ton chassis, with the alternative of a Perkins P.6 unit for the 5-tonner and Perkins P.6 or R.6 (Series 2) engines in the 6-tonner. The 7-ton models are not to be produced with a petrol engine, but there is a choice of either the Perkins R.6 (Series 2) or the Leyland 0.350 engine.

Hydrosteer hydraulic power assistance for the steering is standard on the 7-tonners and is offered as optional equipment on certain 5-ton and 6-ton chassis.

The new cab is being produced by Motor, Panels, Ltd., Coventry. It is an all-steel welded assembly with a distinctive modern appearance derived partly from the large one-piece curved windscreen. This has a rake of 18° and its area is 1,512 sq. in., making it the largest one-piece windscreen in use on a British vehicle. The rest of the cab glazing is also extensive, totalling 1,412 sq. in. Forward of the wind-up door windows are swivelling quarter lights.

A wide, central, rear window is supplemented by quarter lights.

Based on a rigid sub-frame, which is fabricated from box-section pressings, the cab is flexibly mounted at four points. The floor assembly includes the engine cowl, which has a completely detachable centre section and bolted side panels. The driving seat is adjustable vertically and longitudinally and, like the passenger seat, is 18 in. wide.

The instruments, switches and control knobs are mounted centrally in the facia panel, with pockets on each side.

Standard cab fittings include an interior light carried centrally above the windscreen, twin electric windscreen wipers and rubber floor mats. The cab floor line is fairly n16

high by current standards, but the chassis have not been designed for use on multi-stop delivery work, and quick and easy access is not essential. For access to the cab there is a step ring, a step bracket in the rear corner of each front wing and a step plate on the door sill.

Because of the rather large engine cowl, there is not an overabundance of foot space on the left of the driver and the gear lever is not mounted beside the engine, but has a short extension from the gearbox turret to bring it immediately behind the cowl. The pull-up hand-brake lever is between the cowl and the seat, and is of the single-pull-on type.

Double-skin insulation is provided in the rear panel above the waist rail. Ventilation can be obtained through two flap vents in the front panel, in addition to that provided by the door quarter lights, which can be turned to act as air scoops. A system of fresh-air heating and demisting is offered as extra equiprhent.

The radiator grille panel is secured by two budget locks and is easily removable. The radiator is mounted directly on the cab frame by eight bolts and is also reasonably easy to detach. It is possible to remove the engine unit from the frame, without having to lift the cab, by withdrawing it through the front.

THREE wheelbases are offered for the 5-ton models.

The shortest-9 ft. 5+ in.—is suitable for tipping work. The medium-length chassis has a wheelbase of 11 ft, 8+ in. and there is a 13-ft. 9-in.-wheelbase model. These have cab-to-end-of-frame dimensions of 10 ft. 3* in., 15 ft. 5* in. and 17 ft. 9* in. respectively.

With a cubic capacity of 4.11 litres, the Dodge sixcylindered side-valve petrol engine offered has gross and net ratings of 116 b.h.p. and 100 b.h.p. respectively at 3,200 r.p.m. The torque output is 204 lb.-ft. at 1,300 r.p.m. This unit has low-speed torque properties akin to those of an oil engine. The alternative Perkins engine develops 83 b.h.p. at 4,800 r.p.m. and 204 lb.-ft. torque at 1,500 r.p.m.

Four-speed Gearbox

Either engine is unit-mounted with a four-speed constantmesh gearbox, which has forward ratios of 6.061, 3.473, 1.746 and 1 to 1, and a reverse of 6.061 to 1. Three-point mounting is employed for the engine-gearbox assembly, there being a single sandwich unit at the front of the crankcase.

An 11-in.-diameter single-dry-plate clutch is used with the petrol engine and a 12-in, unit with the. oil engine, the clutch actuation in both cases being hydraulic. A two-piece propeller shaft with rubber-mounted centre bearing takes the drive to the spiral-bevel rear axle, except in the case of the short-wheelbase model, which has a one-piece shaft. The standard axle in the petrol-engined chassis has a reduction ratio of 7.2 to 1, whilst a 5.86-to-1 axle is fitted to the oil-engined chassis.

Other axle options include an Eaton 1350-series vacuumoperated two-speed axle, giving ratios of 5.83 and 8.11 to.1 in the case of the petrol models, and 5.14 and 7.15 to 1 for the oil-engined vehicles. The heavier Eaton Mark TIC tA7o-speed unit, giving ratios of 6.14 and 8.52 to 1 for both chassis, can also be supplied,

Lockheed, two-leading shoe, hydraulic brakes are fitted, these having a total frictional area of 368 sq. in. Braking assistance is provided by a Lockheed tandem Hydrovac servo. (Moulded facings are fitted as standard to all chassis.) Dual-rate, semi-elliptic springs are employed at both axles. Telescopic dampers are offered as optional equipment at both axles, and helper springs are available at the rear.

High-efficiency Cam-and-lever steering with a ratio of 20 to 1 is employed. A 20-in.-diameter spring-spoke steering wheel is used and Hydrosteer power assistance is offered on the oil-engined models.

The frame is fabricated from i-iii-thick steel pressings, and the side members have 3-in.-wide flanges and a maximum depth of 81t. in. A 17-gal, fuel tank is mounted on the left frame member.

Standard tyres for the 5-ton chassis are 7.50-20 in. (10-ply), but 7.50-20-in. (12-ply) tyres are included among the optional equipment available. The respective gross vehicle weights permitted with these tyres are 8 tons 54 cwt. (18,500 lb.) and 8 tons 12 cwt. (19,250 lb.), * THE three versions of the 6-ton chassis have the same wheel.' bases as the 5-tonners. The Dodge 116-b.h.p. petrol engine is offered, also the Perkins P.6 83-b.h.p. and R.6 104-b.h.p. oil engines. Five-speed, constant-mesh gearboxes, unit-mounted with the engine, are standard in these chassis. The gearbox ratios are 7.58, 4.38, 2.395, 1.478 and 1 to 1, reverse ratio being 7.51 to 1. A single-speed, spiral-bevel, rear axle is standard. It has a reduction ratio of 6.66 to 1 when fitted to the petrolengine chassis, 6.14 to 1 when used with the P.6 engine and 5.57 to 1 with the R.6.

There are several two-speed-axle arrangements. Chassis with P.6 and petrol engines can be obtained with an Eaton 1350 unit giving ratios of 5.14 and 7.15 to 1, with the further option of an Eaton Mk. TIC unit, which has ratios of 6.14 and 8.52 to 1. The two-speed-axle option for the R.6-engined chassis is a Mk. HC unit with ratios of 5.62 and 7.81 to 1. All these axles have vacuum-operated gear-change mechanisms.

Lockheed, two-leading-shoe, hydraulic brakes are used in conjunction with a tandem Hydrovac servo and the total braking area on all the chassis is 368 sq. in.

Frames are of I-in.-thick pressed steel and the side members have 3-in, flanges and a maximum depth of 8* in., as on the 5-tonner. Dual-rate, semi-elliptic springs are used on both axles, and dampers and helper springs are available as optional equipment. The standard tyre size for all 6-ton chassis is 7.50-20 in. (12-ply), but 8.25-20-in. (12-ply) equipment is available at extra cost. With the optional tyres a gross weight of 9 tons 161 Cwt. (22,000 lb.) is allowed, whilst with the standard tyres the rating is lower at 9 tons 12 cwt. (21,500 lb.). The short-wheelbase 6-ton chassis can be used as a prime mover for use with semi-trailers, in which case the gross train rating is 12 tons 19 cwt. (29,000 lb.).

There are three basic 7-ton chassis in the new range, any of which is available with either the Perkins R.6 engine or the Leyland 0.350 105-b.h.p. oil engine. The three wheelbases offered are 9 ft. 81 in., 13 ft. 711 in. and 14 ft. 10iin., giving cab-to-rear-of-frame lengths of 10 ft. 63.in., 17 ft. 94 in., and 19 ft. 9f in. respectively.

The same basic five-speed gearbox, as installed in the 6-tonners. is employed. The ratios are similar when used with the R.6 engine, but are altered slightly for the Leyland-engined application, because of the higher torque output. With the Leyland engine the gearbox ratios are 7.08, 3.78, 2.24, 1.47 and 1 to 1, reverse being 7.01 to I.

ALL the 7-tonners have a standard, single-speed, spiral-bevel axle with a ratio of 6.16 to L Eaton 16500 and 18500 twospeed axles are available. The 16500 unit has ratios of 5.62 and 7.8 to 1. Two 18500 axles are offered, one having ratios of 5.571 and 7.599 to 1 and the other ratios of 6.5 and 8.866 to 1. These axles have vacuum operation, except when the optional air-hydraulic brakes are fitted, in which case an electrical shift mechanism is employed.

The standard braking system is a Girling two-leading-shoe hydraulic layout with a Clayton Dewandre 81-in.-diameter vacuum servo. The frictional area is 480 sq. in. An air pressure servo is available as alternative equipment.

Frame mernbers are of Tig-in. pressed steel and the side members have 3-in, flanges and a maximum depth of 10 in. The short-wheelbase 7-tonner has five cross-members and the mediumand long-wheelbase models have seven.

Suspension of the 7-tonners consists of dual-rate, semi-elliptic springs at both axles and helper springs are available as extra equipment for the rear axle. Dampers are also optional extras, but rear dampers cannot be fitted when the rear axle is an Eaton 18500 unit with electrical change-speed mechanism.

Standard tyrcs offered on all 7-tanners are 9.00-20 in. (12-ply), permitting a gross weight of 11 tons 12 cwt. (26,000 lb.).

Two versions of the short-wheelbase 7-tanner are available for tractor use. When fitted with the single-speed or Eaton 16500 axles the gross train weight permitted is 15 tons 12i cwt. (35,000 lb.), but if an Eaton 18500 two-speed unit is fitted the rating may be increased to 17 tons 17 cwt. (40,000 lb.).

Factory-built double-drop-sided bodies with interior lengths of 19 ft. 6 in., 17 ft. 6 in. or 15 ft. are available on chassis according to wheelbases. Timber 5-cu.-yd. tipping bodies can be supplied with the 5-ton and 6-ton short-wheelbase models, whilst a 6-cu.-yd. body is offered for the 7-tonner.

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Locations: Coventry, Surrey

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