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LATEST am EST at EARLS COURT

ALL the latest and best British commercial vehicles will be seen at the Commercial Motor Show at Earls Court, which opens at 10 a.m today and closes on September 29. The Exhibition is truly international, because, apart from Britain, seven nations are represented, Germany by Magirus-Deutz and Volkswagen, Czechoslovakia by Tatra and Skoda, Holland by D.A.F., Sweden by Volvo, France by Chausson, Italy by a luxury coach body on a Leyland Worldrnaster chassis, and America by the Willys J

eep.

The Show is the largest ever held since the series began in 1907 at Olympia. It covers 275,000 sq. ft., the greatest display area of any show ever organized by the Society of Motor Manu facturers and Traders. There are more than 440 stands.

Thirty-nine chassis manufacturers have stands and their exhibits are described and illustrated in the next 15 pages. Chassisless and integral vehicles produced by bodybuilders, including the Chausson, which, for the purposes of the S.M.M.T. are grouped among bodybuilders' exhibits, have been extracted and included among the complete vehicles in this review. Pure bodywork exhibits by makers of chassisless arid integral vehicles are dealt with separately on pages 286-294.

Apart from the Chausson, A.C.V., Beadle, Harrington, Mann Egerton-Albion and M.C.W. Olympic vehicles of integral construction are on view.

74—A.E.C.

A.C.V. Sales, Ltd., A.E.C. Works„Sotithall, Middx.

-THE accent is on passenger vehicles on this stand, as out , of six exhibits only one .s a goods model. This is a Mammoth Major 8 chassis. There are three examples of the Ii..4liance-a chassis and complete 'vehicle designed for the home market and an overseas version in chassis. form.

Notable differences between the home and export chassis are that the latter has more robust wilts, a different type of. frame and the brakes are operated by air pressure. The home chassis has vacuum servo braking.

A safety provision on the export model is the use of a dual brake valve which provides independent air Circuits for the front and rear brakes. Basically, the designs are similar, the specification including the A.E.C. AH470 7.75-litre oil engine giving 112 b.h.p., and a five-speed synchromesh gearbox. An exhaust brake is fitted on the overseas model.

A Roe single-deck bus body, in the livery of Huddersfield Corporation, is shown on the home chassis, which has Monocontrol transmission and air brakes. Monocontrol transmission also figures in the Regal Mark IV, which is exhibited in chassis form, and in the Regent Mark V with a Park Royal double-deck body.

An A.E.C. 11.3-litre underfloor engine is fitted in the Regal chassis, which has a 7-ton front axle, air brakes with separate circuits for the front and rear units, an exhaust brake and power-assisted steer*. The 11.3-litre engine develops 150 b.h.p. at 1.800 r.p.m. and gives a torque of 505 Lb-ft. at 1,100 r.p.m. An A.E.C. 9.6-htre vertically mounted engine is show.n in the complete Regent Mark V. which also has separate circuit air brakes. Power output of the engine is 125 b.h.p. at 1,800 r.p.m.

Monocontrol transmission consists essentially of an epicyclic gearbox operated by a system of electro-pneumatic valves. There, is no clutch or gear-change pedal, so that true two-pedal, semi-automatic control is provided. A roadtest report on the Regent Mark V, but with the AV470 7.68-litre engine, appeared in The Commercial Motor on July 6.

The Mimmoth Major. 8 has a vertical 11.3-litre engine, six-speed gearbox with overdrive, air brakes, exhaust brake and power-assisted steering. The new A.C.V. double-decker bus chassis (The Commercial Motor, August 24) is shown on the Crossley stand.

84—Albion

.Albion Motors, Ltd., Scotstoun, Glasgow, W.4. I NCLUDED in the Albion exhibit is a new bonneted• Clydesdale which has been developed for the export market (The Commercial Motor, August 31). Its specification includes a Leyland 5.76-litre 100 b.h.p. oil engine and an Albion five-speed gearbox. An overhead-worm-drive axle is used. The total friction area of the hydraulically operated two-leading-shoe brakes is 570 sq. in: The Albion all-steel double-skinned-roof cab has balanced drop. windows. Wheelbase is 15 ft. 2 in. and the tyre size, 10.00-20-in. t I 2-ply).

Another exhibit having an overseas appeal is the Reiver six-wheeled tipper. This vehicle, which is powered by an Albion 5.5-litre oil engine, is designed to operate under arduous conditions at a maximum laden weight of 29,680 lb. A constant-mesh five-speed gearbox is used and both bogie axles are driven. The chassis is shown with Edbro-B. and E. end-tipping gear and an all-steel electrically welded body of 6-cu.-yd. capacity.

A home model of particular interest is the Chieftain 7-tonner, the unladen weight of which is under 3 tons. This chassis is powered by the Albion 4.4-litre oil engine. IL is shown with a Hornalloy cab and platform body.

An example of an underfloor-engined goods vehicle can be seen in the Claymore, which has its 60 b.h.p. fourcylindered oil engine. mounted amidships. It has a wheelbase of 10 ft. and is shown with an Abbotts alloy body and cab. Unladen weight is under 3 tons, the gross vehicle weight being 81 tons.

A 1,800-gal. milk tanker, based on a Clydesdale chassis, forms another exhibit. The Albion 5.5-litre engine, developing 93 b.h.p., is used and the gearbox provides five speeds. A Durarnin light-alloy cab is fitted and thh singlecompartment tank is in stainless steel. The Albion passenger range is represented by a lightweight 31-seat bus based on the Nimbus underfloorengined chassis. Engine output is 60 b.h.p. A four-speed synchromesh gearbox is used and the rear axle is of the overhead-worm type. The Nimbus was designed to operate on feeder services and routes of low passenger density. Chassis width is 8 ft. and the overall length 23 ft. 3 in. As the turning circle is only 46 ft. the bus can be manceuvred comfortably in confined spaces. The all-metal body was built by Walter Alexander and Co., Ltd.

96—Atkinson

Atkinson Vehicles, Ltd., Winery Little, Walton-Le-Dale, Preston. THIS maker is showing five examples of goods vehicle' two in chassis form—two passenger vehicles, one as

a chassis and the other with single-deck bodywork. A maximum-capacity four-wheeler is the new Model L.745HL(E). The cab will accommodate three or four men, because the Gardner 5HLW engine is placed under the floor. The choice of either a four-speed or a five-speed overdrive gearbox is given. An Eaton two-speed axle is embodied in the chassis exhibited, but a worm-driven unit can be supplied. A 20-ft.-long body can be accommodated.

The Model TS.965 is a twin-steer, six-wheeler powered by a Gardner 5LW oil engine and capable of carrying a 20-ft.-long body for payloads of 9-10 tons. Although the vehicle is shown in complete form, the body is cut-away to reveal features of the chassis.

A second six-wheeler is Model L.1366, specifically designed for tank bodywork. It is exhibited with power-assisted steering which will shortly be available on all Atkinson multi-wheelers. An overspeed auxiliary gearbox provides for economical running under light load. Twin Hydrovac braking is installed, one unit being coupled to the front axle and leading bogie axle, and the other to the rearmost axle. This chassis is powered by a Gardner 6LW oil engine which develops 112 b.h.p. at 1,700 r.p.m.

A second six-wheeler, Model L.1586TA, is shown complete with tank and a Duramin cab. Both bogie axles are driven and the brakes are air-operated.

A four-wheeled long-wheelbase model—the L.644EXL 6-tonner, powered by a Gardner 4LK oil engine developing 57 b.h.p.—is shown as a 1,500-cu.-ft. pantechnicon.

One of the passenger vehicles is the double-decker, Model P1).746. It is exhibited with a Wilson gearbox and fluid coupling. The engine used is the Gardner 6LW unit developing 112 b.h.p. at 1,700 r.p.m. The gear-change is semi-automatic by combined electro-hydraulic means.

The other passenger vehicle is an Alpha single-decker with a Plaxton coach body. Ii has a Gardner engine under the floor, an overspecd five-speed gearbox and hypoid rear axle.

58—Austin

Austin Motor Co., Ltd., Longbridge Works, Northfield, Birmingham.

THE new short-wheelbase 7-tonner and three examples of the recently introduced 152 range are centres of interest. The 7-tonner has been developed from the 10-ft. wheelbase forward-control chassis and has an overall length of 16 ft. 21 in.

Power is supplied by the B.M.C. 5.1-litre oil engine ratit at 90 b.h.p. at 2,400 r.p.m., the maximum torque being 228 lb.-ft. at 1,500 r.p.m. Included in the specification are powerassisted steering and an Eaton two-speed axle with electric control. Eight forward speeds are thus available as the gearbox provides four speeds. The vehicle is shown as a 6-cu.-yd. tipper with Telehoist gear and body.

An Omnivan, Omnitruck and an Ornnicoach are the three examples in the 152 range. Apart from their different functions, the chassis specifications are identical. They have a maximum gross laden weight of 40+ cwt. and their design is the British answer to successful Continental light 616 goods and passenger models. A 42 b.h.p. petrol engine is used and this, together with a four-speed gearbox and radiator, is treated as a sub-assembly and is mounted as such well back in the frame, The passenger version shown is a 10sealer, with seats arranged transversely.

In all, there are 10 vehicles on the stand, ranging from a 5-cwt. van based on an A30 chassis to the new 7-tonner. The 10-cwt. van exhibited is based on the A40 private car chassis.

The smallest oil-engined model is a 1+-tonner, which is exhibited with a van body. A special van with a light-alloy body to the order of British Road Services is shown on a 5-ton normal-control chassis. A second 5-tonner, with forward-control, has Scammell coupling gear. This exhibit is completed by a petrol-engined 3-ton drop-sided lorry.

41—Beadle

J. C. Beadle C'oaclebuilciers), Ltd.,

Lolvfield.Street, Dartford, Kent.

TWO examples of the Beadle passenger vehicle are shown in the Rochester, a 41-seat front-entrance coach, and the Chatham, which is a 45-seat front-entrance bus. The outstanding feature of the Beadle is its so-termed chassisless construction, in which the main underframe and body structure are built up from light-alloy sections.

An exhibit of this type needs seeing in its .intermediate.

stages of construction if its most interesting features are to be fully appreciated. It is powered by the Rootcs threecylindered two-stroke oil engine, which has a power output of 105 b.h.p. at 2,400 r.p.m. This unit and other mechanical components are mounted under the floor on a sub-frame, the engine being amidships.

The gearbox provides five speeds, the drive to the singlespeed rear axle being by a short open propeller shaft. The form of mounting adopted for the mechanical components offers the advantage that the assembly is readily removable from below.

The unladen weight of the coach is 5 tons 18 cwt. In a road test of a Beadle coach (The Commercial Motor, • June 24, 1955), a fuel-consumption return of 23.55 m.p.g. was obtained.

IVIecharical details of the two vehicles exhibited are similar, hut the unladen weight of the bus is lighter at 54 tons. Both are 30 ft. long and 8 ft. wide, and have wheelbases of 16 ft. 6 in.

Beadle are also producing lighter coaches and buses, the former being the Thanet 32-seater and the latter the Canterbury 29,seater. Both these models have Rootes six-cylindered overhead-valve petrol engines. During the Show, an example of the Canterbury is on view in the demonstration park. Both these vehicles are based on a modified version of the Gamecock chassis.

68—Beardmore

' Beardmore Motors, Ltd., 167-9 Great Portland Street, London, W.1..

TAXICAB design doe!, not change radically from year to year, possibly because more than usual thought is given to the prototype. Hence it will be found that the Beardmore chassis which is shown differs but little from that which was introduced two years ago. This does not mean that it lacks any of the essentials which characterize a specialized product. Its specification includes the Ford Consul petrol engine, steering-column gear change and hypoid rear axle. The brakes and clutch arc hydraulically controlled.

As the pedals are of the pendant type. floorboard slots, which tend to produce draughts and pass engine fumes into the cab, are avoided. A maintenance point is that the front and rear cross-members of the frame are readily detachable.

Suction-operated windscreen wipers are used, but as they derive their power from a vacuum pump, their action is not adversely affected at wide throttle openings. As the present trend is towards the use of oil engines in taxicabs, the Beardmore chassis has been designed so that conversion can be carried out with a minimum of difficulty.

Riding comfort has been carefully studied, as is exemplified by the long semi-elliptic springs, which are controlled by vertically mounted telescopic hydraulic shock absorbers. Two complete vehicles are shown with Windover bodies. Details of the frame, which is built on the V-bracing principle, can be examined in the bare chassis exhibited.

100—Bedford

Vauxhall Motors Ltd., Lawn, Beds.

OF the six models shown by Vauxhall Motors, Ltd., one, a Bedford 7-ton chassis, is fitted with power-assisted steering. This is an optional extra and costs £47 10s,

All models shown incorporate detail improvements and modifications which have been introduced progressively in accordance with Bedford policy. For instance, the 10-12-cwt.. van now has a Zenith 34 VN carburetter, which gives improved fuel economy and a better performance with the engine running on a compression ratio of 7.7 to 1.

Two-speed twin windscreen wipers provide for an ordinary downpour or torrential rain, the stroke being variable between 50-55 per minute and 90-95 per minute.

The 10-12-ewt. van is the only vehicle on which tubeless tyres form standard equipment. Among other new features of the light van may be mentioned the use of tougher axle. shafts, a new type of foot dipper switch, pedal-pad covers as standard and an improved draught seal on the ventilation -flaps.

A Perkins P4 oil engine is now available in the 25-30-cwt. Spurling-bodied van and in the 3-ton chassis as an alternative to the petrol engine. • The Spurling body is a three-way loader of all-metal construction. It is of 300-cu.-ft. capacity and has a wraparound two-piece windscreen and large sliding doors, A choice of axle ratios is given on the 3-ton chassis—either 5.31 to 1 or 7.37 to 1. The seating in the cab and the tailboard hinges have been improved within recent months.

The Bedford 5-tonner, which is shown with a platform body, also has improved seating. Three-piece wheels are optional and a wider range of axle ratios is now offered.

In the case of the Big Bedford models, two of which are cithibited, an important improvement lies in the use of deeper side members to the frame, with provision for flitch plates. The compression ratio of the engine has been increased from 6.3 to 1 to 6.5 to I.

67—B.U.T.

British United Traction, Ltd., 14, Hanover Square, London, W.1.

QNE of Britiin's two trolleybus makers, B.U.T. show a Model 9613T two-axled chassis for double-deck bodywork. The G.E.C. traction equipment includes a I25-h.p. motor resiliently mounted ahead of the rear axle. A cabmounted master-controller and contactor cabinet houses battery manceuvring and automatic accelerating facilities.

A shunt field resistance is mounted beneath the cab floor, the main resistance being installed between the side members ahead of the traction motor. The batteries, which provide 30v. lighting and 60v. battery manceuvring supplies, are charged from a C.A.V, generator, overhung from the main motor.

Glasgow Corporation has on order 80 of these chassis and that shown is one of 30 which will be fitted with G.E.C. traction equipment. The remaining 50 will have Metro-Vick equipment.

A Park Royal 38-seat all-metal body is shown on the ETB.1 two-axled chassis. B.T.H. traction equipment is fitted, the motor being rated at 125 h.p. The mastercontroller is mounted under the driver's seat, with the contactor gear in an enclosed compartment at the rear of the body. The main resistance is suspended at the rear of the chassis.

Front entrance and centre exit are provided, the doors being electro-pneumatically operated. Passenger safety has received special consideration. The tubular-frame lightweight seats are trimmed in Vynide and all the stanchions and rails are in stainless steel.

Facilities for the carriage orprams are provided in the form of a locker in the body side below floor-level. Trolleyboom retrievers are mounted at the rear, and flush folding Steps in the body provide facilities for reaching the trolley bases.

This vehicle is one of 34 being supplied to the Auckland Transport Board.

79—Chausson

Societe Des Usines Chausson, 35 Rue Malakoff, Asnieres, (Seine) France.

THIS is the first time that these well-known French manufacturers have exhibited in this country. Chausson vehicles are of integral construction and as such can readily be modified to take a variety of running components. In the model shown, which is a 44-seater, the power unit is an Hispano-Suiza six-cylindered 6-litre 135 b.h.p. oil engine mounted under the floor. The gearbox is a five-speed overdrive unit, but an alternative is offered in a Wilson epicyclie gearbox and fluid coupling. The final drive in the back axle is through double-reduction gearing.

Incorporated in the braking system is a Chausson patented system of automatic adjustment of brake-shoe clearance. Power assistance is provided for the Gemmer-type steering. The wheelbase is 16 ft. 10 in. and the overall length 33 ft. Although the body has normal seating for 44 passengers, there is sufficient area in the body to accommodate 10 extra passengers on folding seats. The luggage compartments are large and there is storage space beneath the seats.

To reduce freight charges on exports, these unit-built vehicles can be supplied in sub-assembly form and the purchaser has the option of incorporating his own trim and equipinent.

86—Commer

Cornmer Cars Ltd., Luton, Beds.

CENTRE of attraction on the Comrner stand at the 1954 Show was the Rootes two-stroke oil engine. This year marks the introduction of a second unit, a four-cylindered engine of conventional design (The Commercial Motor last week), which is being fitted to Commer and Karrier chassis from 15 cwt. to 2 tons, but the maker's petrol engines are still available.

Of 2.26-litre capacity, the new engine develops 54 b.h.p. at 3,000 r.p.m. and has a net torque of 97.5 lb.-ft. at 2,100 r.p.m. Tested in a Commer 11-ton forward-control van, an example of which appears on the stand, a figure of 38.7 m.p.g. was returned, the vehicle running at an average speed of 27.8 m.p.h. Acceleration, too, is good, the figure being 14 sec. from 0-30 m.p.h. passing through the gears, and from 10-40 m.p.h., 40 sec. The C.A.V. injection pump is of the distributor type, the combustion chambers conforming to the Ricardo Comet Mark HI design.

Other oil-engined vehicles are a Superpoise 5-ton van with a Perkins P.6 unit which develops 83 b.h.p., a forwardcontrol 7-tonner with drop-sided body and a 10-ton tractor, both of which are powered by the Rootes three-cylindered two-stroke oil engine.

The tractor, which is new to the Commer range, incorporates the Scarnmell automatic coupling gear. To meet Home Office requirements governing petrol tankers, the specification allows the exhaust system to be carried forward of the front axle. The exhaust gases are carried through two transversely mounted Burgess silencers. Optional extras on the tractor and on other models in the Commer heavy range are air-pressure hydraulic brakes, and on 5-ton and 7-ton forward-control lorries and 12-ton tractors,Rowerassisted steering is offered.

On the It-ton van and 7-tonner, both with forward-control cabs, it will be seen that the front end has been restyled to include a more attractive grille.

The petrol-engined vehicles shown include a Commer Cob 7-cwt. van, with a four-cylindered side-valve unit developing 37,5 b.h.p., an Express van with a 47 b.h.p. overhead-valve engine and a *-ton pick-up with a 2,26-litre overheadvalve engine developing 56 b.h.p.

An example of the Commer Avenger passenger vehicle is shown on the Duple stand (No. 32). Notable improvements in this chassis include a more robust front axle, a greater number of leaves in the front springs, and an increase from 544 sq. in. to 614 sq. in. in the area Of the brakes. The size of the vacuum-servo unit has also been increased.

K2

57—Crossley

A.C.V. Sales, Ltd., A .E.C. Works, Southall, Middx.

eiNE of the outstanding exhibits in the Show is the Bridgemaster I—, low-height double-deck bus (The Commercial Motor, August 24). It is a 72-seater and embodies independent front-wheel suspension, with coil springs at the rear, and an off-set transmission system in conjunction with a double-reduction spiral-bevel and spur-gear rear axle assembly.

It is of integral construction in that the body forms part of the chassis structure. Light alloys are extensively . employed and the unladen. weight is 7 tons 17 cwt 2 qt. The body, as on all the complete vehicles shown, is by Crossley Motors, Ltd.

There are two other passenger vehicles, one a Regent Mark V double-decker and the other a Regal MarkIV single-deck bus. The former has an A.E.C. 9.6-litre vertical engine and the latter an 11.3-litre horizontal unit. Of the two goods vehicles, there is' an example of the Militant 6 x 4 chassis built for the Ministry of Supply. It embodies the A.E.C. 11.3-litre oil engine and has a fivespeed • gearbox and two-speed auxiliary box, and off-set spiral-bevel and double-helical double-reduction-drive axles.

A Mercury Mark H is exhibited with platform body. This is a 14-ton-gross machine, being a more robust version of the Mercury 12-tonner. A heavier frame, stronger front and rear axles and larger brakes and tyres are employed.

95—D.A.F.

Van Doorne's Automobielfabriek, N.V., Eindhoven, Holland.

TTHESE three Dutch exhibits provide an interesting comparison parison with equivalent British vehicles, particularly in respect of general cab comfort, and chassis layout. All are powered by British engines, two chassis having Leyland Comet engines built by D.A.F. under licence. A standard forward-control cab,, with fully adjustable hydraulically damped seats, heating and ventilation equipment, and racks for clothing and personal items, is employed in all models.

Of the three chassis displayed, the heaviest is the T1500DL265 prime mover, rated for 161 tons with a singlespeed axle or. 2q tons with a two-speed axle. This vehicle is equipped with a fully automatic coupling gear, the operation of which is demonstrated on the stand.

The second Leyland-engined exhibit is a 7-ton-payload four-wheeler with a wheelbase of 15 ft. 4 in. It has a five-speed constant-mesh gearbox, which is offered with either director overdrive-top gears. Both these vehicles are representative of the 1500 series, which is the heaviest of the three series made.

The lightweight 1100 series is represented by a 5-tonner model A1100P406. This is powered by a Perkins P6 83 b.h.p. oil engine, used with a four-speed synchromesh gearbox. The braking system used on this and other D.A.F. vehicles is interesting: it consists of hydraulic twoleading-shoe units with floating shoes. The hand-brake linkage acts through a ring embracing the rear-axle .shaft. and operating toggle levers. This gives parking safety on steep gradients.

73—Daimler

The Daimler Co., Ltd„ Coventry. THE new 30-ft. double-decker chassis is the highlight of / the exhibits on this stand. There are two versions. One is•seen in chassis form with the Daimler 10.6-litre oil engine. The other, with a Willowbrook 75-seat body, has a Gardner 6LW engine. Apart from the power units, the chassis have similar specifications, in which are included a Daimler fluid coupling, air-operated pre-selective four-speed gearbox and worm-gear rear axle.

Bendix-Westinghouse diaphragm-type air-pressure brakes, made by Clayton Dewandre, are employed. Clayton Dewandre are also responsible for the RP strut-type automatic brake adjuster, which is being made by the Daimler concern under licence.

The chassis weighs under 5 tons, whilst the 75-seat body is under 3 tons. A power output of 150 b.h.p. at 2,000 r.p.m. With a maximum torque of 460 lb.-ft. is provided by the Daimler 10.6 -litre engine, whilst the Gardner 6LW gives 112 b.h.p. at 1,700 r.p.m. and a torque of 358 lb.-ft. at 1,300 r.p.m. .•

• A Gardner 5LW oil engine is used in the CVG5 27-ft. lightweight chassis, which has a wheelbase of 16 -ft. 4 in. lt has a four-speed pre-selective gearbox.

Much success has attended the Ereelinelintlerfloor-engined export model, a chassis of which is displayed. Optional steering gear offered on this model is the Clayton Dewandre air-assisted unit. The engine in the Freeline is the Daimler 10.6-litre unit, as used in the new double-decker.

75—Dennis

Dennis Bros., Ltd., ,Guildford, Surrey. N addition to a Loline low-bridge double-decker bus chassis I based on the Bristol Lodekka design, there are three new goods chassis exhibited. The largest of these is the Hefty, a 14-ton-gross machine powered by the Dennis 8,03-litre oil engine, which develops 120 b.h.p. at 1,800 r.p.m. The specification includes a• six-soeed constant-mesh gearbox with overdrive ,fifth and sixth speeds and a Dennis doublereduction spiral-bevel rear axle.

A Dennis 5.5-litre engine is used in the second vehicle, Which is known as the Condor and designed for a gross vehicle weight of 12 tons. The output of the engine is 87 13,11.p. at 2,000 r.p.m. The gearbox-provides five speeds and an Eaton two-speed axle is fitted.

The third goods model is the Pax TR which has a gross running -weight of 10 tons 4 cwt. This new Fax is powered by a six-cylindered'oil engine developing 83 b.h.p. at 2,400 . . r.p.m. • It has a pve-speed overdrive gearbox.

A feature common to these chassis is the resiliently mounted foundation for the,cab. This incorporates a front dash which is removable complete with the radiator.

An example of the Heron 3-4-tonner is also shown. This -model is notable for its full-forward-control cab, in which the driver sits unusually high. It has a Perkins P4 oil engine giving 55 b.h.p., and a four-speed gearbox.

The Dennis fire-engine exhibited has a fully automatic gearbox. This unit and the eight-cylindered 160 b.h.p. petrol engine are of Rolls-Royce make.

In the Dennis version of the Bristol Lodekka a Gardner 112 b.h.p. oil engine is used. A feature of the Dennis fivespeed constant-mesh gearbox on this chassis is that it is of the inverse type, in which the output shaft runs in the opposite direction to the input 'shaft. Cam-operated air-pressure brakes are employed.

An example of the Dennis A.V.1 ambulance is shown with a body in the livery of the Middlesex County Council. Specially designed for ambulance service, the chassis incorporates a De Dion-type rear axle mounted on a CaryGregoire suspension system. The independent axle shafts of the De Dion unit permit the differential housing to be anchored to the chassis so that it is possible to provide a floor height of 1 ft. 10 in.

The ambulance is powered by a Perkins four-cylindered oil engine so mounted as to prevent any vibration being transmitted to the body. There is a degree of overhang at the forward end which permits the use of a maximumlength body within a minimum overall length. The wheelbase is only 8 ft. 9 in. and the turning circle 35 ft.

102—Dodge

Dodge Bros. (Britain), Ltd., Chrysler WOrks, Mortlake Road, Kew Gardens, Surrey.

ARACTER1STICS of the new range of normal-control 1.--• vehicles include a three-seat cab with controlled ventilation, hydraulically operated clutch, a heavy-duty frame and rubber-cushioned transmission line (The Commercial Motor, September 7). The new mechanical features can be seen in the 74on oil-engined chassis exhibited.

Two examples of the new range are shown as complete vehicles, one being a 5-ton tipper powered by a Perkins P6 oil engine, and the other a 6-ton platform lorry with a 116 b.h.p. petrol engine. The tipper chassis is exhibited with an Eaton two-speed rear axle which forms an optional extra. The clutch is 12 in. in diameter and takes the drive to a five-speed gearbox. The wooden 5-cu.-yd. body has a steel-lined floor.

The 6-tonner has a wheelbase of 14 ft. 6ft in. and it has a lightalloy body. Both the tipper and the 6-tonner have hydraulically operated two-leading-shoe brakes with vacuum asSistance provided by a tandem Hydrovae.

The other complete vehicles are of the semi-forward-control type and have been supplemented by the new range. A Perkins 83 b.h.p. oil engine is used in the 5-tonner, which is exhibited with a 700-cu.-ft, body constructed of Plymax panels resin-bonded to a hardwood frame. A 12-in, single-plate clutch, five-speed gearbox and a spiral-bevel rear axle figure in the specification.

Both the remaining exhibits are 7-tonners, one being shown as a tipper and the other with a drop-sided lightalloy body. In the tipper which has a wheelbase of 11 ft, 9 in., the power unit is the Perkins R6, rated at 104 b.h.p. The clutch is 13 in. in diameter and the gearbox provides five speeds, bottom gear having an extra-low ratio.

The all-steel cab, together with the bonnet, wings and so on, is carried on a sub-frame mounted on rubber at six points on the chassis frame. A standard 6-cu.-yd. body is fitted. Whereas the tipper has a single-speed rear axle. that on the drop-sided lorry is a two-speed unit.

97—E.R.F.

E.R.F. Ltd., Sun Works, Sandbach, Cheshire. TWO of the models on this stand have Rolls-Royce oil engines. One of them is a six-wheeled tractor with a 200 b.h.p. engine and a Road-Ranger 10-speed gearbox and exhaust braking. A Rolls-Royce four-cylindered unit having an output of 133 b.h.p. at 2,100 r.p.m. is installed in the K4 other—an E.R.F. twin-steer rigid six-wheeler. This chassis conforms to the normal E.R.F. specification, but, being an export version, has air-operated cam brakes. Power-assisted steering appears for the first time on the standard eight-wheeler. It is hydraulically operated,, with

the pump ih :the dynamo drive, the valves in the steering unit and the power cylinder connected to the auxiliary drop affri.

The power unit is a Gardner six-cylindered oil engine. .

Model 44G, a four-wheeler with Gardner four-cylindered engine, has been uprated in gross weight from 12 tons to 13 tons. Among its new features are an Eaton 18,500 twospeed axle, 151-in by 6-in. real brakes, a VH3/812 vacuum servo and a direct-drive-top gearbox. The approximate payload is 81 tons The smallest vehicle exhibited is the LKGL4 four-wheeler • with Gardner four-cylindered engine. It has a wheelbase of 12 ft. 10 in., the payload being 6 tons. This model has the new full-view cab which conforms in styling to that on other E.R.F. models.

• A front axle of wider track, internal brake cylinders and wider brake shoes at the rear are among the improvements in this chassis, which has a two-speed rear axle. The remaining two Models, both for gross weights of 14 tons, are the 54GET four-wheeled end-tipper and 540, ,• also a four-wheeler. Both have Gardner five-cylindered oil engines. The end-tipper has a 7f-cu.-yd. body.

All E.R.F. vehicles, with the exception of the LKG44, now have tapered-steering columns, which are more stable. Oil-bath air cleaners are a standard feature of all models. An improved form of multipull ratchet hand brake is now used on multi-wheelers.

59—Foden

• Fodens, Ltd., Elworth Works, Sand bach, Cheshire. TWO of the models shown here are fitted with power'. assisted steering. These are the FED/6 dumper and the maximum-load FG8/24 eight-wheeler exhibited in chassis form. The new cab (The Commercial Motor, August 17) is another point of interest. Apart from the improved appearance which the curved frontal styling imparts, visibility for the driver is probably as good as it is possible to achieve. As from November. .1, all home models will be fitted with this cab and a heater will form standard equipment.

The FED/6 dumper has the Foden six-cylindered twostroke engine which gives a maximum of 126 b.b.p.; an eight-speed gearbox and double-reduction rear hubs figure in the specification. This vehicle has an all-metal half cab, above which is a protective canopy. A second dumper, the FED/4 four-wheeler, is powered by the Foden four-cylindered two-stroke oil engine. Power output of this unit is 84 b.h.p. at 2,000 r.p.m, An eightspeed epicyclic gearbox is fitted. The FG6/24, another exhibit, is the standard eight-wheeler and has a Gardner six-cylindered oil engine giving 112 b.h.p. This chassis, which is suitable for a 24-ft. 6-in, platform body, has a fivespeed super-low gearbox and double-drive bogic axles.

An example of the FE6/24 standard vehicle is also shown. This is powered by the Foden 126 b.h.p. two-stroke engine, but is otherwise similar in its 'general specification to the FG6/24. A Gardner five-cylindered 75 b.h.p, oil engine is inStalled in the FG5/20 van. This model has a four-speed gearbox and a single-drive bogie axle.

The only chassis shown is an FG8/24 eight-wheeler. This s the most powerful of the Foden models exhibited, having a Gardner 150 b.h.p. unit_ It has a 12-speed epicyclic gearbox and double-drive, wormdriven bogie axles. Michelin Metallic E.20 ZZ tyres are fitted and provision for tyre inflation is made in the air-pressure line. This is one of the models with power-assisted steering as an optional extra.

•

76 Ford (Thames)

Ford Motor Co., Ltd., Dagenham.

SEVEN Thames models on view range from a 5-cwt. van to a 5-tonner and all are shown as complete vehicles. The 5-cwt. and 7-cwt, vans are based on similar chassis, in which the side-valve petrol engine develops . 36 b.h.p. at 4,500 r.p.m. A three-speed synchromesh gearbox provides overall ratios of 17.246, 8.889. and 4.42q to 1 forward and a 21.228 to 1 reverse.

Three-quarter-floating shafts are used in the spiral-bevel rear axle, which is supported on semi-elliptic springs. At the front the wheels are independently sprung by coil springs.

Body capacity in both cases is 66.5 cu. ft.

A four-cylindered side-valve engine is used in the 10-cwt. van chassis, its power rating being 30.1 b.h.p. at 4,000 r.p.m. Body capacity is 120 cu. ft.

The fourth van exhibited is in the 2-ton 'class, having a 70 b.h.p. overhead-valve engine, four-speed gearbox and spiral-bevel rear axle. The unladen weight is approximately 2 tons 8 cwt., and the capacity of the body is 450 cu.. ft.

A 3-toriner is shown with drop-sided lorry body having a load space of 11 ft. by 6 ft. 7 in., with 1-ft. 6-in.-high sides. This is one of two models in which the Ford oil engine is used. This unit, which is of 3.61-litre capacity, has an output of 60 b.h.p. at 2,400 r.p.m., with a maximum torque of 150 lb.-ft. at 1,600 r.p.m. • The second model with this engine is a 44onner, also with a drop-sided lorry body, the load space in which measures 14 ft. 6 in. by 6 ft. 7 in., with 1-ft. 6-in.-high sides. Unladen weight is approximately 2 tons 14 cwt. and the maximum gross laden weight 6:4 tons.

The Thames 5-tonner exhibited has a 4-cu.-yd. tipping body of all-steel construction. Power is supplied by a Perkins P.6 oil engine, and the gearbox provides four speeds with overall ratios of 42.65, 20.61, 11.24 and 6.67 to I. with a 52.13 to 1 reverse. The hydraulic brakes incorporate servo gear.

63—Guy

Guy Motors, Ltd., Fallings Park, Wolverhampton.

T" greatest attraction is the new Warrior coach chassis with Meadows underfloor oil engine, illustrated on page 280. Conventional underfloor-engine practice is followed, but the satisfactory low weight of 3 tons 13 cwt. is important in promoting economy.

The Meadows 4HDC 330, four-cylindered, horizontal oil K.5

engine has a bore and stroke of 120 mm., with a piston-swept volume of 5.43 litres. It develops 90 b.h.p. at 2,400 r.p.m. and gives a torque of 230 lb.-ft. at 1,350 r.p.m. Meadows engines are normally noted for their smooth running, but this is further enhanced in this engine by the introduction of a harmonic balancer.

A hydraulically operated clutch, five-speed overdrive gearbox, hypoid rear axle and air-pressure braking are other features of the new chassis.

In the Arab 61-seat double-decker, a Gardner 6LW oil engine is used. This unit is of 112 b.h.p., which it develops at 1,700 r.p.m. The four-speed gearbox is independently mounted and the final drive is by worm gear, the axle ratio being 5.6 to 1.

A second Meadows-engined vehicle is an Invincible fourwheeled tractor, shown in chassis and cab form. The engine is the 6DC 630 model—a six-cylindered 10.3-litre unit producing a torque of 420 lb-ft. at 900 r.p.m. A 16-in. dry-plate clutch, a unit-mounted five-speed overdrive gearbox, air-operated brakes with two-cylindered shaft-driven compressor, and a double-reduction final drive figure in the specification.

Maximum-load transport is represented by an Invincible eight-wheeler. It is exhibited with a 3,600-gal, stainless-steel tank. A Gardner 6LW oil engine is used and the gearbox provides five speeds. The chassis has a single driving axle with a balance-beam bogie.

The three remaining goods vehicles are a Warrior 8-tonner, an Otter 6-ton drop-sided lorry and a Wolf 2-3-ton van. The Warrior, with Meadows 4DC 330 oil engine, has a five-speed, overdrive gearbox, and air-hydraulic brakes. The Otter is powered by a Perkins P6 oil engine, which develops 83 b.h.p. at 2,400 r.p.m. A five-speed gearbox and. hydraulic brakes, with vacuum servo, are used in this chassis. The Perkins P4 oil engine in the Wolf develops 53 b.h.p. at 2,400 r.p.m.

91—Harrington

Thomas Harrington, Ltd., Old Shoreham Road, Hove, 4, Sussex.

rl0 examples of the Harrington Contender integral oassenger vehicleare shown, one powered by a Routes oil engine and the other by a Rolls-Royce B60 petrol engine. Each component of the structure contributes its quota to the rigidity and strength of the whole. The base is built up of deep continuous-length longitudinal members and transverse beams. To prevent any suggestion of lozenging of these parts, the floor, which is in rectangular corrugated light-alloy sheet, is riveted to the transverse and longitudinal members through their upper flanges.

The Rolls-Royce engine develops 122 b.h.p. at 3,500 r.p.m., its maximum torque being 215 lb.-ft. at 2,250 r.p.m. It is x6 mounted vertically amidships in the chassis in unit with a Meadows 250 C5 five-speed constant-mesh gearbox, the ratios of which are 6.12, 3.32, 2.38, 1.55 and 1 to 1, with a 4.42, to I reverse.

The single-speed spiral-bevel rear axle has a ratio of 6.33 to 1. Semi-elliptic springs are used, but an optional extra is offered in the Gregoire system. The Girling twoleading-shoe brakes have 16-in.-diameter drums at the front with 3-in.-wide facings, and 15-in, drums at the rear with 5-in. facings. The system incorporates a Clayton Dewandre servo.

Dunlop three-piece wheels carry 7.00 by 20-in, tyres at the front and the twin rear wheels have 9.00-20-in. (10-ply) tyres_

The vehicle with Rolls-Royce engine is shown as a 35-seat coach, 27 ft. 6 in. long and 7 ft. 6 in. wide. The unladen weight is -4 tons 19 cwt.

56—Jensen

Jensen Motors, Ltd., West Bromwich.

'TWO examples of the JNSN lightweight vehicle are I exhibited, one with platform body and the other as a pantechnicon. There is also a Jen-Tug Mark II 2f-3-ton tractor coupled to a 13-ft, standard-height trailer.

The basic specification of the two JNSN vehfcles is similar, but in the case of the platform-bodied vehicle the frame is straight throughout its length, whereas the frame of the pantechnicon is dropped at the rear to give a low loading height. Light weight is achieved in the JNSN by using a base structure built throughout in light alloys. Inherent rigidity is secured by using exceptionally deep side and cross-members in conjunction with X-bracing at four stages.

The specification includes a Perkins P6 oil engine, fourspeed gearbox. and spiral-bevel rear axle. With an unladen weight of 2 tons 17 cwt., the gross laden weight is 9 tons.

A four-cylinclered petrol engine of 50 b.h.p. is used in the Jen-Tug, which is a highly manoeuvrable unit for use with a semi-trailer. It has a four-speed gearbox giving a low ratio of 47.1 to 1. The unladen weight of the tractor is 2 tons 1 cwt., the gross laden weight being 5 tons.

77—Karrier

Karrier Motors, Ltd., Luton, Beds.

ALL Karrier models are exhibited as complete vehicles with bodies built to customers' requirements. A Bantam 2-tonner, with a mineral-water body for export to Holland, has the new Bootes four-cylindered oil engine (The Commercial Motor, last week). A second Bantam for carrying a similar payload has the maker's fourcylindered overhead-valve petrol engine, developing 5.5

b.h.p. at 3,000 r.p.m. The output of the Routes oil is 54 b.h.p. at 3,000 r.p.m. A third Bantam is shown with a grocer's shop body built by Smith Delivery Vehicles Ltd.

There are also three examples of the Gamecock, two of which are powered by the maker's six-cylindered petrol engine, and the third with the Rootes threecylindered two-stroke oil engine, derated from a maximum of 105 h.h.p, to 75 b.h.p. The petrol engine is a 4.75-litre unit developing 85 b.h.p. and producing a torque of 216 lb.-ft. at 1,200 r.p.m. One of these vehicles has a dairy body and is for export to Norway. Of the other two, one has a travelling shop body and the other is shown as a drop-sided lorry.

An ambulance for Lancashire County Council has as 2.26-litre, 56 b.h.p., overhead-valve petrol engine. Provision is made on the four-speed synchromesh gearbox for a powerdriven attachment. The body was built by Herbert Lomas, Ltd.

89 Land-Rover

The Rover Co., Ltd., Meteor Works, Solihull, Birmingham. Meteor Works, Solihull, Birmingham.

EIGHT complete vehicles and a fully sectioned chassis are shown here. Since it was first introduced, the LandRover has varied little in basic specification, but many minor modifications and improvements have been made. An example of this policy is found in the models shown and is connected with the steering, which now has a variable-ratio re-circulating ball-type box. This refinement makes for much lighter steering, a feature of some importance in a vehicle so frequently used for cross-country running.

The Land-Rover is made in two wheelbases-7 ft. 4 in. and 8 ft. 11 in.—and examples of both are shown. All the model's are finished in the colours of well-known fleet operators.

Power for the Land-Rover is provided by a four-cylindcred petrol engine which develops 52 b.h.p. A main gearbox provides four speeds, and there is a two-speed transfer box so that eight speeds forward and two in reverse are available. Four-wheel-drive is an attractive feature of this vehicle, as are the provisions made for rear and centre power take-offs. and an inbuilt winch at the front.

There is thus little limitation to the uses to which the Land-Rover can be put, from fire-fighting to forming the basis of a mobile welding plant.

85—Leyland

Leyland Motors, Ltd. Leyland, Lancs.

OF the five vehicles shown, the new Atlantean double-deck bus with its complete breakaway from normal design features (The Commercial Motor, September 7), naturally claims major attention.

It is a 78-seater having a fabricated frame structure in which the light-alloy floor plates are directly riveted to the longitudinal members. A standard Leyland 0/600 oil engine developing 125 b.h.p. is unit-mounted with a semi-automatic Pneumo-Cyclic gearbox across the chassis at the rear.

• A single dry-plate clutch of the Leyland centrifugal type is fitted to the Show model. This unit has six radially disposed pivoted weights which engage the plate at about 500 r.p.m. of the engine. The drive is taken forward to the double-reduction rear axle through an angle-drive assembly mounted on the gearbox, to a spiral-bevel and differential unit on the off side of the vehicle. Helical gears raise the drive to wheel-centre height. Overslung semielliptic springs are used at the rear. These are reversecambered and shackled at the front. The axle assembly is " tied " by two trailing finks, which confine axle movement to an almost vertical plane.

Independent suspension for each front wheel is provided using double wishbones. An air-hydraulic braking system is adopted in conjunction with cam-operated shoes.

The general dimensions and weight figures of the Atlantean are: Overall length, 29 ft. 10 in.; overall width, 7 ft. 10 in.; wheelbase, 16 ft. 2 in.; unladen weight, 71tons; gross vehicle weight, 12 tons 12+ cwt. The wheels have 9.00-20-in. (12-ply) tyres.

Another new chassis is the Buffalo six-wheeler, which is intended for fast running at high altitudes. Powered by a Leyland 200 b.h.p. oil engine, it has powered steering and an eight-speed Pneumo-Cyclic gearbox (The Commercial Motor, September 7).

A third exhibit is an example of the Leyland CometScammell tractor fitted with the Seammell coupling gear. It has a maximum gross rating of 15+ tons and is a type supplied in large numbers to British Road Services. The tractive unit is powered by the Leyland Mk. III oil engine, which produces 100 b.h.p. at 2,200 r.p.m, A Tiger Cub export chassis with Pneumo-Cyclic gearbox forms another exhibit. Its 95 b.h.p. oil engine is mounted under the floor. The drive from the engine to an independently mounted gearbox is through a hydraulic coupling.

The exhibit is completed by a Royal Tiger Worldmaster Italian-bodied 40;seat luxury coach.

65—Magirus-Deutz

Klockner-Humboldt-Deutz, A.G., Werk Ulm,

. Schillerstrasse 2, Ulm, Donau.

THE single exhibit on this stand is a -four-wheel-drive tipper powered by an air-cooled oil engine. This is an eight-cylindered unit, with the cylinders arranged in two banks of four in V formation. It is thus extremely compact, permitting the use of a • body of Maximum length on a chassis of moderate wheelbase.

A net output of 170 b.h.p. is delivered at 2,300 r.p.m., and the torque given is 448 lb.-ft. at 1,200 r.p.m. Each cylinder is complete in itself and. can be removed as such without disturbing other cylinder units. A major feature in tha design is concerned with the cooling arrangements whereby the air is ducted to the cylinder banks. Mounted in. front of the engine is a bladed guide ring behind which the blower impeller revolves.

The impeller is driven by helical gearing from the rear of the engine, its drive shaft running between the cylinder banks. A single-plate dry clutch is used in conjunction with a ZF six-speed constant-mesh gearbox. Both axles are of the single-reduction type with the usual provision for disengaging the drive to the front axle.

Suspension is orthodox by semi-elliptic springs. There is an air booster in the hydraulic brake system.

The all-steel 5.85-cu.-yd. body is of square section with a forward extension which provides protection for the cab. This vehicle is essentially designed for tipper work under the most arduous conditions.

82—Mann Egerton-Albion

Mann Egerton and Co., Ltd., Cromer Road Works, Norwich.

AFOUR-WHEELED vehicle with a gross vehicle weight of 14 tons, of which over 10 tons represents the payload, forms an outstanding exhibit of the Show. This is the Mann Egerton-Albion, a light-alloy, semi-integral design of chassis

and body having Albion mechanical components. It is illustrated on page 278. By reason of the high strength-toweight ratio of aluminium, it is possible to employ +-In, material for the exceptionally deep side members and plate for the bracing members of the main frame. Argonaut welding is adopted for long runs and in other cases the Argonarc process is used.

The Albion power unit employed is the 85 b.h.p. oil engine, which has a maximum torque rating of 225 lb.-ft. at 1,200-1,300 r.p.m. A standard Albion five-speed gearbox is unit-mounted with the engine at the forward end of the vehicle. A three-piece propeller shaft takes the drive to an Eaton two-speed axle.

Weight reduction has been extended to the radiator, which is a light-alloy assembly made by Delaney Gallay, Ltd. It weighs 28 lb., or about half that of the conventional copper unit of like capacity. A further example of weight reduction is to be found in the wheels, which are aluminium forgings. They carry Michelin D.20 tyres on 7.5-in, wide-base rims and have 6f-in. offset. Production wheels to British standards would have 6-in, rims and 51-in. offset. The Alcoa wheels fitted show a saving of approximately 40 lb. per wheel over conventional steel ones.

Light-alloys are also used for the cab. The design of this vehicle was evolved by the British Aluminium Co., Ltd.

60—Maudslay

A.C.V. Sales, Ltd., A.E.C. Works, Southall, Middx.

rAA COMPLETE goods vehicle, a fire-engine and four goods chassis form this exhibit. The complete lorry is a Mammoth Major 6 with a Duramin cab and a tipping body, by Pilot Works, Ltd. This heavy-duty vehicle has the A.E.C. 11.3-litre oil engine, five-speed gearbox and airoperated brakes.

The body and fire-fighting equipment on the Merlin Mark KS II lightweight fire-engine are of Merry weather manufacture.

A bonneted version of the Mammoth Mark III tractor was first seen at the Brussels Show early this year, and a similar model, plus a bonneted version of a Mammoth Major load carrier, appear on this stand. Both are examples of a comparatively new range of chassis designed to cater for those operators who prefer normal-control chassis. These models have the A.E.C. 11.3-litre 150 b.h.p. engine.

. Of the two other chassis, one is a Mercury Mark II and the other a Mustang Mark 11. The latter is a twin-steer six-wheeler which incorporates basically Similar running units to the Mercury Mark II. It has a designed gross laden Weight of 18 tons, the weight of the chassis and cab being under 5 tons. '

The. Mercury Mark II is a 14-ton-gross vehicle. In both cases, the A.E.C. AV470 7.68-litre engine is tred in conjunction with -a five-speed synchromesh gearbox. Vacuumhydraulic. brakes are fitted to the Mercury Mark 11 chassis, whilst these on the Mustang Mark II are of the air-hydraulic type.

45—M.C.W. Olympic

Metropolitan-Calumet' Carriage and Wagon Co., Ltd, I Metropolitan Way, Saltley, Birmingham, 8:

ONE of the first passenger vehicles to be built on the monocoque principle was the M.C.W.-Leyland Olympic and herd is shown the latest 'example. It is for Jamaica and has accommodation for 44 seated and 44 standing passengers.

The base structure is built up of steel and aluminium sectioned material. The running components, which are similar to those used in the Leyland Worldmaster chassis, are carried on an underframe, as is the praetiee with integrally built vehicles. A Leyland 150 b.h.p. oil engine *is mounted under the • floor. A hydraulic coupling takes the drive to a Levland four-speed Pneumo-Cyclic gearbox, from which the drive passes to a worm-driven rear axle. The worm gear has 9-in, centres and provides for the absorption of high torques

Diaphragm-operated air-pressure braking is used, the brake pedal providing for normal braking and emergency stops. Below the pedal is a spring-loaded buffer which acts as a stop in normal applications. In an emergency, the driver can overcome the stop, which has the effect of increasing the air supply to the brakes.

83 and 88—Morris

Morris Commercial Cars, Ltd., Morris Motors, Ltd.,

Adderley Park, Birmingham, 8. Cowley, Oxford.

THE heavier types of vehicle in the Nuffield Organization's range are shown on Stand 83. Apart from a partly sectioned version of the J2 15-cwt. van, all models are exhibited as complete vehicles. Included in these is an example of the new 7-ton chassis which is a shortwheelbase version of the standard 7-tonner.

It is powered by the Type OEB six-cylindered oil engine producing 105 b.h.p. at 2,400 r.p.m., the maximum torque being 225 lb.-ft. at 1,500 r.p.m. A Borg and Beck 12-in,diameter clutch takes the drive to a four-speed gearbox with ratios of 6.061, 3.473, 1.746 and I to 1, with a 6.051 to I reverse. A two-piece propeller shaft with needle-roller-bearing universal joints connects with an Eaton type 16,500 two-speed rear axle having ratios of 6.14 and 8.54 to 1. Steering is power assisted.

Other details of the specification are Girling hydraulically operated brakes with a total friction area of 480 sq. in., semi-elliptic springs with helper leaves at the rear, and 8.25-20 (12-ply) tyres.

The wheelbase of this model is 10 ft. as against the 12 ft. 6 in. of the standard 7-tonner, which is shown with platform body. There are two examples of the J2 range shown as complete vehicles, one a Minibus with 13-seat body and another in pick-up form with tilt. The interesting features of the J2 can be seen in the partsectioned exhibit, which shows the chassisless form of construction. The power unit is the B.M.C. engine delivering 42 b.h.p. at 4,000 r.p.m. The engine, radiator and the four-speed synchromesh gearbox are set back so that easy access to the driving seat can be gained from each cab door. These doors are of the sliding type.

A choice ot engines is given in the LD2 van and LC3 lorry, examples of which are also shown. These are 1i-tanners and are available with either a 2.2-litre petrol engine developing 46 b.h.p., or an oil engine of similar capacity, rated at 55 b.h.p Load capacity of the van is 275 Cu. ft.

Two 3-tonners are also exhibited, one with a 3.4-litre oil engine in the cab and the other with a bonneted 4-litre petrol engine. The output of the oil engine is 58 b.h.p. and that of the petrol unit 87 b.h.p.

The choice of either a petrol or oil engine is also given in the case of the forward-control prime mover which completes this exhibit. Adapted for use with a Scammell or other approved type of semi-trailer, it can be supplied with a single-speed rear axle for a gross basic weight of 12 tons, or with an Eaton two-speed unit for gross loads up to 15 tons. The wheelbase is 7 ft. 1 in.

On Stand 88 are examples of the Morris I0-cwt. and 5-cwt. vans and pick-ups. A B.M.C. overhead-valve engine, developing 30 b.h.p., is used in the smaller chassis, which has a four-speed gearbox with central gear lever.

Load capacity of the 5-cwt. van body is 78 Cuft. and there is an additional 12 Cuft. beside the driver. The pick-up body is 4 ft. 5i in. square inside.

A 41 b.h.p. side-valve engine is used in the 10-cwt. chassis, the four-speed gearbox being controlled by a lever mounted on the steering column. The capacity of the van body is 120 cu. ft. The pickup body is 5 ft. 111 in. long and 5 ft. 5 in. wide inside.

66—Reliant

Reliant Engineering Co. (Tamworth), Ltd., Watling Street, Two gates, Tam worth, Stafis.

APART from being the only three-wheeled vehicle in the Show, the Reliant is notable for the use of glass-fibre resin-bonded plastics in the body construction. A new model based on the 5-cwt. chassis, is shown. This is a utility, the selling price of which is £511 7s., including purchase tax.

Payload capacity of the vans shown is 5 cwt., the body providing 40 cu. ft. of loading space. the chassis specification, which applies to all the 5-cwt. vehicles exhibited, follows that of a conventional four-wheeled vehicle. The engine is a four-cylindered side-valve unit developing 14 b.h.p. at 3,500 r.p.m. A Borg and Beck single-plate dry clutch takes the drive to a unit-mounted four-speed gearbox providing overall ratios of 21.9, 13.8, 8.17 and 5.14 to 1, with a reverse ratio of 21.9 to I. A short Hardy Spicer propeller shaft takes the drive to a spiral-bevel rear axle with semi-floating half-shafts.

The Giriing brakes are hydraulically operated. Semielliptic springs are used at the rear and the front wheel is suspended by a torsion bar. Spring action is controlled by hydraulic shock absorbers, front and rear: The design of the new utility is based on the existing 5-cwt. model, which sells at £353 us. 10d., including purchase tax.

A road test of the 5-cwt. van (The Commercial Motor, August 5, 1955) showed the fuel consumption to be at the rate of 51.6 m.p.g. with a full load, running at an average speed of 29.25 m.p.h.

94—Rutland

Motor Traction, Ltd., Rutland Worfcs, Vulcan Way, New Addington, Surrey.

THIS is the first time that a Rutland vehicle has been shown at Earls Court and the model exhibited is a six wheeler designed for the export market. Characteristic of Rutland design, it is of robust construction and built for a gross laden weight of 48,000 lb.

It is a bonneted type powered by a Leyland 150 b.h.p. oil engine, the maximum torque being 450 lb.-ft. at 1,100 r.p.m. -K9 The engine, clutch and gearbox are unit-mounted by a flexible member at the front and by a banjo-type cross-member at the rear. A 16f-in, clutch takes the drive to a five-speed gearbox having helical gears for third, fourth and fifth speeds. The ratios provided are 7.7, 5, 3.12, 1.74 and t to I forward, with an 8.9 to I reverse. An auxiliary gearbox having a ratio of 1.328 to 1 is fitted and can be arranged as a step-up or step-down unit.

The bogie axles are of identical construction incorporating worm drive of 81-in. centres. The stan7 dard axle ratio is 7.25 to 1, but alternative ratios are available.

Semi-elliptic spnngs are used for suspension, being mounted on.trunnion brackets supported by a tubular cross-member which passes through brackets secured to the frame.

With 54-in, centres, they are 5 in. wide, whilst the front springs have 45-in, centres and are 3f in, wide. The Marks cam-arid-double-roller steering gear is power assisted.

An engine-mounted two-cylindered compressor supplies the air for brake actuation, the cylinders for the front brakes being mounted directly whilst those at the rear are fitted on the bogie-axle casings. All the brakes are 161 in. in diameter, those on the front wheels having 4-in.-wide facings and those at the rear 6-in.-wide facings. Frame members are 10 in deep, with 3-in. flanges, and are 1-7gin. thick.

101—Scammell

Scammell Lorries, Ltd., Watford, Herts.

OUTSTANDING on this stand is the Scammell Super `.-"Constructor, a six-wheel-drive oilfield model powered by a Rolls-Royce 200 b.h.p. oil engine. A separately mounted Scammell six-speed gearbox is used in conjunction with a two-speed auxiliary gearbox. This unit is incorporated with the transposing box which takes the drive to the three axles by spur gearing. The front axle and bogie axles are of the spiral-bevel type and provide a double reduction through epicyclic gearing.

In the case of the front axle, the drive is taken through constant-velocity universal joints, the axle being suspended on the Scammell rocking system, using one transverse laminated spring. As befits a vehicle of this type, the steering has power assistance and the brakes are air-operated. A feature which is being demonstrated on an articulated eight-wheeler is a heavy-duty automatic telescopic-leg coupling gear which enables the semi-trailer to be used as a mobile storage container. Although the gear is basically similar to the lighter type made by Scammell, the operation of the semi-trailer undercarriage is by pneumatically operated support legs. The air supply for actuating these legs is automatically connected through the turntable when the semi-trailer is coupled to the tractor. Means are provided for mechanically locking the legs in the up and down positions. A sectioned leg is shown working to demonstrate the automatic locking catches in the mechanism.

This 24-ton-gross outfit is powered by a Leyland 150-b.h.p. oil engine, the gearbox is a Scammell six-speed unit and the tractor rear axle incorporates double-reduction epicyclic gears.

A second eight-wheeled semi-trailer outfit is shown in action in the demonstration park. It has been specially designed for transporting powdered material in bulk and the manner in which loads of this kind are discharged into an overhead container can be seen.

Examples of the Scammell Scarab mechanical horse are shown, the 3-tonner being used to demonstrate the action of the coupling gear. There are two versions of the Scarab 6-tonner, one of which is for export. It has a Perkins P.4 oil engine developing 52 b.h.p. The standard engine is a 45-b.h.p. petrol 'unit, but the oil engine is also offered in home models.

A 34,-b.h.p. petrol engine is used in the 3-tonner, the form of unit construction of the engine, clutch, gearbox and driving axle being common to both types.

104—Seddon

Seddon Diesel Vehicles, Lid., Woodstock Factory, Oldham, Lancs.

'OF nine exhibits, two are new to the Seddon range. One ‘---/ is the Mk. 15, a 12-ft. 6-in.-wheelbase forward-control chassis having a gross vehicle weight of 10-11 tons, according -to the tyre equipment fitted. The new frontal styling is a distinguishing feature, the roomy cab, which has wide wrapround windscreen panels, having a two-man passenger seat Power is provided by a Perkins P6 oil engine developing 83 b.h.p. It is four-point mounted in unitwith a David Brown 542-17 five-speed gearbox, the gear ratios being 6.61, 3.75, 1.41, 1.47 and 1 to 1, with a 6.28 to I reverse. By tilting this unit slightly, the remotely linked gear lever is brought into a more convenient position.

From the hydraulically• operated clutch a two-piece propeller shaft takes the drive to the rear axle. On the export chassis shown, the steering gearbox is mounted 41 in. outside the frame side members, which enables the control pedals to be generously spaced, with the accelerator pedal between the engine cowl and brake pedal. A plastics cowl, which surrounds the steering column, is flared out just below the steering wheel to form a binnacle for the instrument panel.

The second.new machine is the Model Mk. 12/6/TP, a rigid six-wheeler, the first of the type to be made by Seddon. Both the ovethead-worm bogie units are driven. •There is no third differential and the Kirkstall axles have 7i-in.-centre final; drive gears. Bogie suspension is by balance beams. A Perkins R6 (V) 104 b.h.p. oil engine drives through a hydraulically Operated clutch to a Meadows five-speed gearbox having a low ratiO of 8.05 to 1.

A Seddon Twenty-Five chassis, which has been uprated for a 30-cwt. payload, is another exhibit. Modifications include the fitting of 6.00-6-in, semi-drop-centre three-piece disc wheels carrying 7.50-16-in. (8-ply) tyres, and heavier springs. Heavier springs are employed also on the 25-cwt. version. Both these chassis, have Perkins P3 41 la.h.p. oil engines, 10-in, clutches, four-speed gearboxes and hypoid-gear rear axles. Another, light vehicle is a Mk. 7 van, which has a Perkins P4 oil engine.

The other exhibits on this stand consist of a Mk. 5L platform lorry, a Mk. 12 F/T tractor with platform semi-trailer, a Mk. 7P van, a Mk. 14 with platform body and a • Mk. 8R tractor. The Mk. 14 and the Mk. 8R have Gardner oil engines.

62—Smith's N.C.B.

Smith's Delivery Vehicles, Ltd., Princes Way, Team Valley, Gateshead-on-Tyne, 11. 'THE only battery-electrics in the Show are exhibited on 1 this stand. There are five, of which two are 'mobile

shops based on 1-ton chassis. '

It is the first time that the 4-ton heavy-duty Commuter model has been displayed. It was designed for the North American market, but it has become popular in this country, particularly in the bakery trade. With its " walk-through " full-height cab and body, the truck can be driven from either a standing or sitting position. It has a 12.6 h.p. traction motor and double-reduction rear axle. The standard batteries fitted are 72v. and of 258-imp.-hr. capacity at a 5-hr. rating.

A second model that has not previously been shown is a 1-ton dairy truck, with detachable body. There is also a 1-ton bakery .van in which there is provision for carrying confectionery. Kerb-sight windows, a safety feature on a door-to-door delivery vehicle, are fitted.in the cab.

Of the two mobile shops, one is for the butchery trade and the other for bakery products. The former has a coldstorage cabinet, refrigeration being by ehtectic inserts. Six tiers of standard bread trays can be accOmmodated on the off side of the body, the near side being given over to display baskets and a glass-fronted cabinet.

71—Standard

The Standard Motor Co., Ltd., Canley, Coventry.

FIVE models are shown, there being two examples of the 12-cwt. and three of the 6-cwt. There is little to indicate that the 6-cwt. van has .two-pedal control (see page 254). This has been achieved by fitting a Newton centrifugal clutch arranged for servo operation through a solenoid having a

switch on the gear lever. This two-pedal control is not standard, but fitted at an extra cost of £16 11s. 3d.

As the clutch is controlled through the switch, the gear change amounts only to putting the gear lever into the position required. The unit is fitted with a control valve which takes into account drivers' skill.

One 6-cwt. chassis is shown with a van body, as a pick-up and with a Martin Walter Utilecon conversion. Power output of the overhead-valve engine is 33 b.h.p. at 4,500 r.p.m. A synchromesh gearbox provides four speeds.

Excluding the space beside the driver, the van body provides 82 cu. ft. of loading space. With the Utilecon, it is possible to carry out a quick conversion from a goods vehicle to a four-seat estate car.

One of the 12-cwt. models is a van with internal dimensions of 5 ft. 5 in. by 5 ft. 6 in. by 3 ft. 4,1 in. high. One other model is a pick-up with steel body. This chassis has a 68 b.h.p. petrol engine, three-speed gearbox and hypoid axle. The .front wheels are independently sprung.

64—Sunbeam

Sunbeam Trolleybus Co., Ltd., Park Lane, Failings Park, Wolverhampton, TWO chassis and two complete vehicles are shown on this

• stand. The F4A two-axled model, one of the most popular types produced by Sunbeam, appears both as a chassis and with a Willowbrook 70-seat body. The wheelbase • is 18 ft. 6 in. It is exhibited with B.T.H. non-regenerative • traction equipment arranged to give two stages of rheostatic braking before the hydraulic brakes come into action. Thereafter, both systems operate through the one pedal. The

• traction motor is rated at 95 h.p.

The MF2B two-axled model is an overseas type and is

suitable for single-deck or double-deck bodies. B.T.H, non-regenerative traction equipment is fitted also to this chassis, the power rating of the motor being 115 h.p. Its wheelbase is the same as for the F4A, but the overall length is 34 ft., as against 29 ft. 4 in. for the F4A.

Another example of the MF2B-type two-axled chassis is shown with a 34-seat, single-deck body by East Lancashire Coachbuilders, Ltd. As the overall length is 35 ft. there is a large area for standing passengers. Chassis details are similar to those of the chassis shown, except that the traction equipment is of English Electric manufacture.

103--Tatra,

L. C. Rawlence and Co., Ltd., . . . , 3 Queens 'Road, East Grinstead, Sussex.

NO vehicle could create a greater Continental atmosphere than the Czech Tatra, which is shown in chassis form and with a three-way ,hydraulic tipping body. It is a sixwheeler and all the wheels are driven and independently sprung. In most of its features the chassis_ is unconventional, particularly in the frame, which consists of a central tubular.backbone from which the wheel-support units and other members are outrigged.

The V.12-cylindered air-cooled engine is. a four-stroke and employs direct injection, the .compression ratio being 16.5 to 1. The bore is 110 mm., and the stroke 130 mm.,the power developed being 180 b.h.p. at 1,800 r.p.m.

A dry plateclutch is used and there is a four-speed main gearbox and an auxiliary box. Spiral-bevel gears are used for the final drive and the brakes are operated by compressed air. A power-operated winch is shown on both the chassis exhibits, A Skoda lorry having a six-cylindered four-stroke 11.78litre oil engine is also displayed. It is water-cooled and has a bore of 125 mm. and a stroke of 160 mm. The gearbox is a five-speed unit.

87—Thornycroft

Transport Equipment (Thornycroft), Ltd., Smith Square, London, S.W.1.

VEEN attention will be attracted by the Big Ben export J. chassis, a 6 x 6 heavy-duty machine designed for a gross laden weight of 70,000 lb., or up to 112,000 lb. with independent trailer or semi-trailer. A development of the original Big Ben four-wheel-drive chassis, it is powered by the Thornycroft KRN6/S 11.3-litre oil engine—a turbosupercharged version of the standard KRN6. In its supercharged form it produces 200 b.h.p., the maximum torque • being 625 lb.-ft. at 1,000 r.p.m.

The turbo-supercharger is an air-cooled unit weighing only 40 lb. An 18-in, diameter clutch is used, the main gearbox provides four forward speeds, and there is a threespeed auxiliary box. Hypoid gears in the bogie axles

1(12

provide the primary reduction, a secondary reduction being obtained through planet gears in the wheel hubs. Airpressure brakes and hydraulic power-assisted steering are standard. Tyre size is 14.00-20 in, (18-ply). Chassis weight is about 22,700 lb.

Of no less interest are the Trusty VL/NS6 with the new Thornycroft 7.9-litre oil engine, and the Trusty PK/QR6— an eight-wheeler for maximum gross loads Of 24 tons. The engine in the Trusty, a 14-ton-gross chassis, has a maximum output of '109 b.h.p., the torque produced being 354 lb.-ft. at 1,000 r.p.m. A 16-in, clutch, four-speed gearbox and an overhead-worm-driven back axle figure in the specification. Tyre size is 10.00-20 in: (14-ply). This model is intended mainly for the home market.

The 8 x 4 chassis has the latest version of the Thornycroft QR6 oil engine, its power output now being 130 b.h.p. at 2,000 r.p.m., with a maximum torque of 430 lb.-ft. at 1,200 r.p.m. As shown, both bogie axles are driven, but a single-drive bogie can be supplied. The air supply for the brakes is obtained from an engine-driven two-cylindered compressor. Approximate weight of the chassis is 6 tons 4 cwt.

Two other vehicles on the stand are a Swiftsure AL/JR6 and a Trident PGN/CR6/1. The former, of 13-ft. 6-in. wheelbase, has an unladen chassis weight of under 3 tons, the gross laden weight being 9 tons 6 cwt. It is powered by the Thornycroft JR6, 4.18-litre 80 b.h.p. oil engine.

The chassis is fitted with a Thornycroft glass-fibre cab and a works-built composite body. The Trident is an export chassis designed for a maximum gross laden weight of 12 tons.

72—Trojan

Trojan, Ltd., Purley Way, Croydon.

FOUR years ago Trojan, Ltd., introduced the first light delivery van to be powered by an oil engine. It says much for the original design that no serious modifications have been called for, although the chassis has been improved in detail.

Six complete vehicles are exhibited and an example of the long-wheelbase model in chassis form. In all cases, the power unit is the Perkins P3V three-cylindered oil engine, which is rated at 41 b.h.p. at 2,400 r.p.m. The three-speed synchromesh gearbox employed is made by Trojan, Ltd.

One of the most interesting applications of this chassis is for ambulance work, in which capacity it has been particularly successful. The example 'shown, which is in the livery of Middlesex County Council, has accommodation for 11 sitting cases, or seven sitting and one stretcher case or three sitting and two stretcher cases.

Two wheelbases are available-7 ft. 10 in. and 9 ft. 4 in.— and the longer version is used for ambulance bodies. Other examples of the longer chassis can be seen in a 1-ton van having a 280-cu.-ft. body, and a 1-ton pick-up 1,v,ith all-steel body. A second P-ton van, having a steel body with canopy front and sliding cab doors, is shown on a 7-ft. 10-in.wheelbase chassis, whilst a third example has hinged doors and a specially adapted body.

A personnel wagon with steel chnopy front is also based on the standard chassis. This vehicle accommodates 12 passengers, including the driver.

93—Unipower

Universal Power Drives, Ltd., Aintree Road, Perivale, Middx. I N addition to the Hannibal and Junior four-wheel-drive tractors on view, there is a new model known as the Centipede (The Commercial Motor, September 7). This is a four-wheel-drive machine and to provide, maximum maneeuvrability, all four wheels are steerable. Hydraulic power for steering assistance. is obtained from an enginedriven Plessey pump and a Clayton Dewandre hydraulic steering-control-valve and power cylinder.

Power for the tractor is supplied by a Gardner 4LW oil engine, which gives 75 b.h.p. at 1,700 r.p.m. A 14-in, clutch takes the drive to 'a unit-mounted main gearbox providing five speeds, the ratios being 7.58, 4.38, 2.40, 1.48 and 1 to 1, with a 7.51 to 1 reverse. Mounted at the rear of the main gearbox is a two-speed auxiliary box with ratios of 1.25 to 1 and 1.91 to I.

Rzeppa constant-velocity high-angle joints take the to the road wheels. Road speeds at 1,700 r.p.m1 of. the engine, with 10.00-20-in. tyres and a rear-axle ratio of 6.33 to 1, are 3.35 m.p.h. in first gear and 25.4 m.p.h. on the top ratio.

The Hannibal is also a four-wheel-drive machine and is fitted with a Gardner 5LW 85 b.h.p. oil engine yielding a torque of 237 lb.-ft. at 1,300 r.p.m. A 14-in, clutch, fivespeed main gearbox, a two-speed auxiliary box and 12.01)'20-in. Trakgrip tyres figure in the specification. Designed for the extraction and haulage of timber, it has a heavy-duty winch set low in the frame.

The Junior tractor, which is suitable for heavy-duty tipping work. has a Perkins P.6 oil engine of 83 b.h.p.

92—Volkswagen

V. W. Motors, LW, 719 'Si. James's Street, London, S.W.!.

TWO examples of this interesting perman design are exhibited—a 15-cwt. van and a 15-cwt. pick-up. Both share an identical mechanical specification, which includes a rear-mounted air-cooled petrol engine and independent suspension of all wheels, The van sells for £680 13s, 6d. and the pick-up for £660 13s. 6d. in Great Britain, both figures being inclusive of purchase tax.

The power unit of the(Volkswagen commercial vehicle is similar to that used in the private car. It is a four-cylindered four-stroke overhead-valve engine; with horizontally opposed cylinders. The cubic capacity is 1.192 litres, and the maximum output at 3,700 r.p.m. is 36 b.h.p. It drives through a single dry-plate clutch to a four-speed synchromesh gearbox which incorporates the final-drive gearing to the rear wheels.

Suspension at the rear is by two cylindrical torsion bars, whilst the front-wheel suspension consists of trailing links and two laminated torsion bars. Telescopic dampers are fitted at all the wheels, and the ZF-Ross steering gear carries h hydraulic damper.

Lockheed hydraulic braking is employed, with twoleading-shoe units at the front wheels. The hand-brake lever takes effect on the rear wheels only. The petrol tank capacity is 8-1 gallons, and 6.40-15-in. tyre equipment is fitted.

Unit construction is employed for both vehicles, and the pick-up has additional payload space below the main floor. A tilt cover is available as an optional extra.

98 Volvo

A. B. Volvo, Goteborg, Sweden. THIS is the first occasion on which Swedish vehicles have 1 been seen at the Commercial Motor Show. The four exhibits include a six-wheeled tipper with double-drive rubber-suspended bogie and turbo-charged oil engine.

The smallest vehicle shown is the L38509 17-ft. 44-in.wheelbase chassis, which in Sweden, is rated for a gross weight of 111 tons. It has a six-cylindered oil engine developing, 115 b.h.p., five-speed synchromesh gearbox and Eaton two-speed axle; A four-wheel-drive version of this chassis, the L38545, is also shown. This is a 13-ft. 5-in.wheelbase vehicle and, as staged, has an all-steel three-way tipping body.

Tv.vo-six-wheelers are displayed. The L39528 18-ton-gross chassis has a 150 b.h.p. oil engine of 9.6 litres, five-speed gearbox and two-speed axle. The trailing axle has an electrohydraulic lift to enable it to be raised when the vehicle is unladen: this is shown working on the stand.

The L39534 'six-wheeler has a Hendrickson double-drive bogie, with rubber and swinging-beam suspension. It is powered by a turbo-charged version of the D96AS engine used in the L39528 chassis, and this unit develops 185 t.h.p. A Tranas 8-cu.-yd. dump body is fitted. Nystrom all-steel cabs are used on all the Volvo show vehicles.

99—Willys

SteeleGriffiths and Co., Ltd.,

Camberwell Green, London, S.E.5.

AMERICA is represented by two Versions of the wellknown Willys Jeep, shown by the Willys concessionnaires for the United Kingdom. Both models are similar in mechanical specification, and vary principally in equip. ment, finish and styling

The standard Jeep, as used by the American armed forces, has an F-head four-cylindered petrol engine developing 75 b.h.p. at 4,000 r.p.m. It drives through a • four-speed synchromesh gearbox and two-speed transfer and auxiliary gearbox to the two hypoid-bevel-drive axles. Suspension is by semi-elliptic springs and telescopic dampers.

Hydraulic brakes are fitted, with leadingand trailingshoe units at each wheel, and the hand brake acts on an 8-in-diameter drum on the transmission. A 10i-gal. fuel tank is used and the standard tyres are 6.00-16 in. (4-ply), with " a 11-service " treads.

The standard model has plain, utilitarian bodywork, with a minimum of curved metalwork, as befits an all-purpose vehicle of this type. A hood and sidescreens are supplied, and three seats in addition to the driver's may be fitted.

The other Jeep shown is the CJ-5 model. This is a later version of the standard vehicle, and although different in appearance, it is mechanically almost identical. The wheelbase, 6 ft. 9 in., is 1 in. more than that of the other model, but the gross-vehicle-weight rating of 1 ton 11 cwt. is the same.' The Cl-S has a more rounded appearance, endowed by curved front wings and a shaped bonnet panel.