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THE BUSY MAN'S

IDE TO• THE SHOW

Ingenious dirt-excluding devices are provided for the steering joints on the N.5-type COMMER (Stand 14).

Hollow king-pins through which rods operate the brake camshaft levers are a feature of the front-wheel braking on the A.E.C. trolleybus chassis (Stand 78).

• Students of the new forms of transmission should not miss the Freeborn automatic gearbox and flexible converter incorporated in a CROSSLEY double-deck-bus chassis (Stand 76). '• An automatic adjusting mechanism for each brake shoe is incorporated on DAIMLER chassis. A model of the device makes clear the manner in which a constant clearance is automatically maintained between the brake facing and the drum (Stand 82).

An interesting feature of the A.E.C. Regal Mark It oiler is the manner in .which a , butterfly valve is connected to the brake pedal, so that a high vacuum is obtained from the induction pipe whenever the brakes are applied; no rotary exhauster is necessary (Stand 78). The starter for the engine on the DODGE 4-tonner is so arranged that the switch does not operate until the pinion is in mesh with the flywheel gear ring (Stand 85).

Powered by two 130 b.h.p. oil engines and equipped with fluid transmission and five-speed pre-selective gearbox, the HARDY railcar chassis is the largest exhibit in the Show (Stand 171).

The DAIMLER Fluid Flywheel transmission, which has proved so successful on passenger vehicles, is simply explained by the use of an ingenious sectioned model (Stand 82).

The 80 b.h.p. motor of the Guy trolleybus is mounted at the front of the chassis—a method for which important claims are made (Stand 84).

The tendency towards large van-type refuse collectors with adjustable inside-loading barriers is exemplified in the PAGEEIELD Prodigy 15-cubic-yd. vehicle with a sheet-steel body (Stand 32).

The new method of finger-tip control of the Cotal gearbox on the GUY bus for Southampton shouldnot be missed. It is pmselective and works in conjunction with a multi-plate clutch and the electro-magnetic clutches of the gearbox. At night, the gear engaged is. shown by an illuminated number (Stand 84). Attractive and modern lines for goods vehicles are well exemplified in the new range of Commiar models (Stand 14).

The popularity of oil engines on passenger vehicles cannot Letter be illustrated than on the DAIMLER stand, where four vehicles out of the five exhibited are powered by compression-ignition units (Stand 82).

Multi-ratio gearboxes are gaining favour on large-capacity goods vehicles, and on the CROSSLEY Beta 7-ton model an auxiliary gearbox is provided, giving an extra gear range of four . speeds, making a total of eight ratios in all (Stand 78)

To ensure quiet running of the compressor unit on the A.E.C. trolleybus it is rubber mounted. Further aids •to silence are that one of the frame cross-tubes is used as an expansion chamber, and a check valve and silencing chanther are contained within the air reservoir (Stand 78). An interesting special-purpose vehicle is the DIAMOND-T • 3-ton horsebox. It has a Perfecta body with accommoda

tion for three, animals (Stand 35). . .

The outstanding G.E.C. exhibit is the Leyland Low-Floor trblleybus. The lower saloon gangway i3 only 11 ins, above.

ground level (Stand 118). • Although driving through both rear axles, the FobEN eight-wheeled 15-former 'weighs only just over 5 tons (Stand 75).

Of extremely modernistic appearance, the DENNIS 4tonner in the 2i-ton class is a last-minute addition to the range (Stand 7J). .

In the BRocktiousE 3.1-ton trailer, the orthodox method of suspension is replaced by an ingeniOus system of torsionbar springing for each ftheel (Stand 55). • .

The maker's patent automatic retractor gear, by. means of which it is possible materially to inoreaSe..body length.

is now included in all CARRIMORE semi-trailers (Stand 89).

• . •• . •

Close study reveals several methods by which weight reduction has been 'accomplished without loss of strength in the COMMER 4-5-former, which weighs under. n tons

unladen (Stand 14). . • Excessive weight transference from the trailing to the driving axles of AinusTaoNG-Sanamt Samson eight-wheelers is prevented by the use of rebound plates on the rearmost springs (Stand 81),

The elimination of variations in angular ve3e0ity of the timing and distribution gearing is accomplished in'IDENNI power units by placing this gearing at the flywheel end, namely; the -rear. This .arrangement enables the space occupied by the engine to be Minimized (Stand 71): ' •

An ingenious EAGLE patent toggle-brake lever for trailers increases the leverage as it is applied (Stand 66).

The Ransomes-Garrett patent floating propeller shaft is a feature of RANSOMES trolleybuses (Stand 94).

The rear bogie of the GUY Fox 5-ton trailing-axle sixwheeler (which costs only £398) merits inspection (Stand 84) Steps to prevent rattle have been taken in the design of the drawbar of the new CARRIMORE 6-ton trailer (Stand 89).

Note should be taken of the ingenious method of fitting the oscillating springs of the DYSON 15-ton eight-wheeled trailer (Stand 90).

A special spring anchorage, eliminating the need for shackles, pins and eyes on springs, is used in CRANE trailers (Stand 28).

The TRANSPORT moving floor is now available in lightweight box form ready to be fitted direct to any body (Stand 155) Independent wheel suspension is provided on an EAGLE two-wheeled trailer, the axle unit of which is suitable for a two, four or multi-wheeled trailer (Stand 66).

The Sunbeam-Lockheed hydraulic brakes employed on SUNBEAM-B,T.H. trolleybuses embody a Sunbeam patented compensating and sealing device (Stand 121).

The " hush-hush " BEnron axial nine-cylindered petrol engine is at last divested of its mystery. Another new Bristol petrol engine has also been introduced (Stand 13).

The LAYRUB patented propeller shaft is a standard feature of A.E.C., Dennis, Gifford, Guy, Jowett, Leyland and Maudslay machines (Stands 78, 71, 33, 84, 60, 73 and 83 respectively).

On the ALBION rigid six-wheeled goods vehicle there are five Dewandre vacuum-servo cylinders. One of these is incorporated in the hand-brake system (Stand 70).

There is a new style of Still-tube radiator on FODEN exhibits (Stand 75).

Neatness of the electrical wiring is a feature of the DengiLEE chassis. The wires are carried in square conduits and accessibility is ensured by means of detachable covers on the conduits (Stand 82).

Progressive action and in curately proportioned pedal reaction are afforded by the new Dewandre vacuum-servo braking system on certain BEDFORD chassis (Stand 30).

Silumin=a low-expansion light alloy-is used for the cylinder block of the new ARMSTRONG-SAURER small sixcylindered engine (Stand 81).

The FODEN 4-tanner and 5-6-tanner are powered by the new Gardner 4 LK oil engine, which has an aluminium cylinder block (Stand 75).

A special wheel-plate separating device facilitates manhandling of the 13EocEnonsE 5-ton four-wheeled trailer (Stand 55).

Separate side-mounted motors are use to drive independently the off-side and near-side pairs of bogie wheels on the new LEYLAND G.E.C. three-axle trolleybus (Stand 118).

Having a bore and stroke of 80 mm. and 120 mm., the new ARMSTRONG-SALTRER small six-cylinclered oil engine is among the smallest on the market, in reSpeet of cylinder capacity (Stand 81).

E34 Two front steering wheels, spaced wide apart, are used on the STRAUSSLER mechanical horse (Stand 19).

Weight distribution on the new BEDFORD 2-tonner has been much improved by the repositioning of the axles (Stand 30).

The DENNIS and HENSCHEL LANOVA units are notable for having the lowest compression ratios of the oil engines at the Show (Stands 71, 134).

SCAMMELL Lorries, Ltd., is showing vehicles with the now well-known rubber suspension system (Stand 29).

A six-cylindered two-stroke engine forms the power unit of the latest TROJAN (Stand 64).

Light alloys are extensively used in the make-up of the THORNYCROFT Oil engine (Stand 69).

Elektron is the material of which the crankcase and sump of the SCAMMELL big petrol engine are now composed (Stand 29).

' Ease of maintenance is a feature of T.S.M. chassis; with this object in view a separate gearbox is used on most models (Stand 721.

The T.T.A. arrangement of short rocking axles on the Four-in-Line semitrailer should be investigated (Stand 62).

A moving floor of DENNIS make is on view in the Municipal Section (Stand 157).

The TASKER timber trailer has a tubular steel pole (Stand 23).

Equipped with pneumatic tyres and flanger.! steel wheels, the KARRIER tower wagon can be used for overhead wire maintenance on roads or rails (Stand 172).

An easy way of distinguishing between the BEDFORD 340/111CI and the 2-tonner, which now closely resembles it, is •by the scuttles. That on the larger model is shorter (Stand 30).

The COMMER-SOUBAR lorry and semi-trailer marks a step forward in articulated outfits (Stand 140).

The I-CARRIER Cob Junior is the latest development of the original mechanical-horse design (Stand 77) . 6

Driven by two overhead worm axles, a rear bogie unit of the trosS-country type is exhibited by the HENSCHEL concern (Stand 134).

Several new forms of transmission are to be seen in the Show, and a working model, dernonstrating the principles of the Hobbs transmission, which has been developed by the MAI:DSLAY concern, is to be seen (Stand 83).

The backbone Of STRAUSSLER lorries afid tractors 15 a single tube containing, the propeller shaft. The axles can rock about its Axis relatively to each other (Stand IS).

Overrunning trailer brakes have many desirable points. That on the P.E.C. • is equipped with ingenious mechanism for reversing and braking, and to apply the brake in case of a breakaway (Stand 135) .

The importance of an adequate hand brake has been realized by the DODGE designers, and on the 4-tonner the hand lever operates brakes on all four wheels through the medium of cables (Stand' 85).

A two-piece propeller shaft enclosed in a telescopic torque-tube assembly, which is spherically mounted at the front, is a feature .of ,,the transmission system on the new MORRIS-COMMERCIAL 4-tonner (Stand 15).

Of advanced design, the MORRIS 8-10-cwt. van has .a body space of no less than .111) cubic ft. ; this is obtained by offsetting the flower unit to give forward control ,(Stand 25).

Having a body length of no less than 14 ft. 6 ins., the OPEL 2-1-ton long-wheelbase model merits -attention (Stand 123), Composite centrifuse brake drums, giving long life and smooth deceleration, are a feature of the new Ran 2-tonner (Stand 11).

A six-wheeler conversion set, in which a balancer is provided to increase road adhesion on the driving wheels, is the ScimmELL, a product of Scammell and Nephew, Ltd. (Stand 88).

A four-speed preselective gearbox, shock absorbers. controlled from the steering column and double-helical gear reduction for each driving wheel are features of the latest TALBOT ambulance chassis (Stand 164). A built-in jacking system is a feature of the AUSTIN 20 h.p. ambulance (Stand 74).

A simple adjustment is provided for the water-pump gland on the engine of the new MORRIS-COMMERCIAL 3-tormer (Stand 15).

Attractive appearance is a notable feature of the new 7i-tonner; for this the new design of radiator is largely responsible (Stand 34).

A useful outfit for 15-ton loads is the MERCEDES-BENZ oil-engined tractor which is to be seen with a Carrimore articulated twin-axle attachment (Stand 67), Mounted in an accessible position in the driver's compartment of the A.E.C. Regal Mark II single-decker is a neat electrical control unit in which all the necessary controls are concentrated (Stand 78).

An eight-cylindered oil engine developing 175 b.h.p. is a notable exhibit of the Henschel concern. The main features of the HENSCHEL-LANOVA compression-ignition unit may be seen from a sectioned six-cylindered engine (Stand 184).

Metallic oil seals and a radiator, for cooling the fluid are features of the LEYLAND hydraulic transmission system in its latest form. (Stand 73).

Scientific weight reduction is well exemplified in THORNYCROFT products, notably in the new Sturdy and maximum-load four-wheelers (Stand 69).

Ground clearance is increased and tooth-length less restricted by the DENNIS practice of mounting the differential on the back of the crown wheel (Stand 71).

The use of cylinder liners and valve seat inserts is gaining ground, and both of these features are to be found:in the six-cylindered engine On the INTERNATIONAL 5-tonner (Stand 54).

Universal joints, giving constant velocity through a wide angle, are necessary when front-wheel drive is used. Those on the STRAUSSLER. lorries and tractors are worthy of examination (Stand 19).

Only one twin-cylindered power unit of the horizontal type is to be seen ; this is the popular jOWETT which has given such successful results in the concern's range of light goods vehicles (Stand 60).

The problem of obtaining maximum seating capacity on single-deck vehicles has been well tackled on the MAUDSLAY S.F.40 model. The front axle is so 'positioned that the area in front of the axle is included in the body space (Stand 83).

All four wheels are driven on the STRAI7SSLER 7-ton chassis, which has a V-type eight-cylindered engine (Stand 19).