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Newcomers Wherevi au Look

ONE of the brightest and most interesting Commercial Motor Shows ever to have been held at Earls Court, London, opens its doors to the public this morning, the Show remaining open until Saturday, September 29. New designs dominate almost every one of the 26 British chassis-manufacturers' stands, whilst the three Continental makers' stands feature products which have not been exhibited in Britain before.

With Great Britain apparently on the brink of entering the Common Market, an air of excitement can be felt in the vehicle-design world, and many of the heavy vehicles on show indicate the eagerness with which British manufacturers are approaching this situation. Welcome improvements in cab design can be seen in many parts of the Hall, and although the trend evident two years ago towards increasing chassis power-weight

tins has not been continued this year, new transm-sion stems are making their appearance, including a fully itornatic gearbox in one of the eight-wheelers. Simplifilion of maintenance procedures is given by increasing use lubrication-free bearings, particularly on suspensions, lilst the ultimate in engine accessibility is given by the ng-awaited appearance of a British tilt-cab design--a yout taken up seriously by American manufacturers over ,e years ago.

British heavy-goods operators will be glad to see the ight savings that have been effected on many of the Lest heavy vehicles, particularly as this has not in every sc meant losing such advantages as eight-wheel brakes id power-assisted steering, whilst evidence of a growing !ed for medium-capacity goods vehicles laid out to suit ;livery operations is corroborated by the exhibition of a imber of vehicles of this type.

Things are moving in the passenger-carrying world also, mulated by the increase of maximum permissible vehicle igth from 30 ft. to 36 ft. last year, and two chassis which ay appear strange to British eyes initially are among the hibits in this class. The number of low-height double!ek bus designs available in Britain continues to grow, e unanswerable question at present being as to whether trances ahead of o.r behind the front wheels are the most desirable. A sign of the times is the complete absence of trolleybuses for the first time for many years.

The section which follows immediately gives details of the vehicles displayed on the 29 chassis manufacturers' stands, goods and passenger bodywork being covered on pages 173 to 197, with trailer exhibits described on pages 198 to 200.

The Show is open every day from 10 a.m. to 9 p.m., except for Sunday, September 23. On weekdays, before 5 p.m. the admission charge is 5s., this being reduced to 2s. 6d. after that time. On Saturdays. the entrance price is 2s. 6d. all day.

72.-A.E.C.

A.E.C., Ltd., Southall, Middx. THREE passenger-vehicle and three goods-model exhibits are 1 featured on this stand, together with an engine and a gearbox. The passenger types afford wide interest, consisting of the recently introduced Renown low-height doubledecker, a 36-ft.-long Plaxton-bodied coach on a Reliance 590 chassis, and a Regal Mk. VI in chassis form with full air suspension at both axles. The new Mogul normal-control export-only four-wheeled goods chassis dominates the freight-carrying exhibits, the other two models being a lightweight Mammoth Major eight-wheeled chassis and a Mercury tractive unit with Taskers automatic coupling gear.

The Renown was introduced in July, and is a forward-engined droppedframe design intended for use with one-step forwardentrance double-deck bodywork. The chassis has air suspension at the rear as standard, though little can

be seen of this as it is hidden by the bodywork. An AV590 engine powers the Renown, driving through a synchromesh gearbox, and the chassis carries a Park Royal metal-framed 71-seat body which has an unladen overall height of 13 ft. 5 in. This body has 32 seats in the lower saloon, and the entrance is enclosed by Deans electrically operated double folding doors which are under the driver's control.

The Reliance exhibit has a Plaxton Panorama 49-seat luxury touring coach body, the box dimensions

of which are 36 tt. by 8 ft. 2.5 in. Individual fresh-air ventilation to each passenger position is a feature of the body, and it will be seen that the windscreen and the rear window are identical. The chassis, which has a wheelbase of 18 ft. 7 in.. has the A14590 horizontal diesel engine and six-speed synchromesh gearbox.

The larger AH690 engine is to be seen in the Regal chassis exhibit, the transmission of which consists of a Monocontrol semi-automatic gearbox. Power steering is fitted to this chassis, but of greater interest is the air suspension, which consists of four Dunlop Pneuride double-convolution springs at each axle. A similar air-suspension layout can be seen on the Mercury Mk. II brick lorry exhibited by Road Transport Services (Hackney), Ltd. (Stand 142).

A Strachans sleeper cab has been built for the Mogul exhibit, this serving to emphasize its role as a heavy-duty long-distance haulage vehicle suited for overseas conditions. The Mogul can operate at a gross weight of over 35 tons, and its engine has an S.A.E. rating of 200 b.h.p. British operators will be more interested in the lightweight version of the Mammoth Major, which is shown in chassis form and which has a dry weight of 6 tons 7.2 cwt. This single-drive model has lighter driving axle and brakes than previous Mammoth Majors, and the new D203 six-speed constant-mesh gearbox is featured behind the AV590 engine.

76 ALBION

Albion Motors, Ltd., Scdistoun, Glasgow, W.4. A FULLY representative selection of the current Albion range is exhibited, with four goods vehicles and two passenger models. Three of the exhibits—the Chieftain Super Six 7-tonner, the Super Reiver double-drive six-wheeler and the Lowlander double-deck bus—are making their first appearance at Earls Court whilst the remaining exhibits, although not completely new, are shown in extensively revised form.

The smallest of the Show exhibits is a Chieftain-Scammell tractive unit, designed to handle payloads of up to 12 tons and powered by the latest version of the Albion 5.5-litre fourcylinder: diesel engine, a unit well known for its economical operation. Recent improvements to this engine have included changes to give better starting characteristics, the employment of a more robust water pump and the use of a mechanical f ue I -injection-pump governor.

A Leyland Power-Plus 0.370 106-b.h.p. diesel powers the Chieftain Super Six exhibit, this model having been introduced last April and differing from the standard Chieftain with fourcylinder engine not only in respect of its power unit but also in having air-hydraulic brakes instead of the vacuum-hydraulic braking of the less powerful model.

Introduced just before last year's Scottish Motor Show, the Albion Super Reiver six-wheeler is designed for a gross weight of 17 tons 17 cwt, and differs in several respects from the 15.5-ton-gross Reiver model. For instance, it has heavier driving axles, Burman recirculating-ball steering gear to reduce (172 steering effort, and full air-pressure braking with cam-t: brake units. The chassis on display has a wheelbase of 15 giving a frame length of 22 ft. behind the cab.

The Leyland 0.400 engine powers the Clydesdale exhibit a this being a 20-ton-gross tractive unit coupled to a Scamn Univan 12-ton integral van semi-trailer. Like the Super Reil the Clydesdale has air-pressure brakes, with two-line equipm for operation of the semi-trailer brakes.

Finished in the livery of East Midland Road Services, L the Lowlander double-decker has a 72-scat all-metal body hi'

by Walter Alexander and Co. (Coachbuilders), Ltd. The ON

all unladen height of this exhibit is 13 ft. 3.875 in., and I height should remain fairly constant as the chassis is fit

with air suspension at the rear axle, the first time the Lowlan,

has been exhibited with this equipment. Like other chassis this type, it has a forward engine and cranked chassis frai the Leyland Power-Plus 0.600 diesel engine driving througl four-speed synchromesh gearbox into the dropped-eel] double-reduction rear axle. When shown at Glasgow last yt a semi-automatic gearbox was installed.

The remaining exhibit on this Stand is a Victor exp passenger chassis, with M.C.W. 35-seat all-metal body. L the Chieftain Super Six, the chassis is powered by the Leyla 0.370 engine. but vacuum-hydraulic brakes are employed.

69-ALVIS

Alvis, L Holyhead Road, Covent

THIS company makes its first appearance at a Commerc Motor Show with a quite unique vehicle—the Stalw amphibious 5-ton load carrier, a fully illustrated descripti of which was published in The Commercial Motor two wei ago. The Stalwart has been designed primarily to suit mild; applications, and the Show sees its introduction in a form st able for specialized civilian use.

The Stalwart is a six-wheel-drive machine with all-indepet ent suspension and steering on the first and second pairs wheels. It has no conventional chassis frame, the all-st welded hull acting as a water-tight box containing the pov unit and transmission and providing a 12-ft. 2-in. by 7-ft. 10.5 cargo space. A Rolls-Royce B 81 6.522-litre straight-eij petrol engine, with a gross output of 220 b.h.p., powers i Stalwart, driving through a Meadows five-speed synchromc gearbox and individual bevel boxes at each of the wheels_

Over land, the Stalwart has a maximum speed of flea 42 m.p.h., but it can also " swim " at 5 knots, water propulsi being provided by two Dowty units, which also provide din tional control and braking effect. The vehicle has an unlaci weight of 8 tons 6 cwt., its overall length and width bei

) ft. 54 in, and 8 ft. 4 in. respectively. Fully laden e Stalwart can surmount a 1-in-2.25 (24°) gradient.

A sectioned hull assembly is on the stand also to iable details of the transmission, suspension and so on to be ud i ed.

The suspension is by longitudinal torsion bars, and the wheels .e carried on pairs of wiShbone-type arms. Spring control is y telescopic dampers, there being two to each wheel which ark in conjunction with bump/rebound rubbers enclosed by leseopic tubes.

12 ATKINSON

Atkinson Vehicles, Ltd.,

Walton-le-Dale, PreNt011, Lancs.

:TOUR eight-wheelers can be seen on this stand, together with

two 24-ton-gross tractive units and the new 32-ton-gross !mi-forward-control tractive unit built for B.R.S. (Pickfords), td., and described in our August 24 issue. Each of these 4.hibits has a Gardner 6LX diesel engine, and all except the ick fords tractive unit are mounted with the Atkinson plasticsanelled de luxe cab. None of the recently introduced lighteight Weightmaster models will be found on this stand, [though there are examples on Stands 101 and 104, and in te Demonstration Park.

The Pickfords tractive unit, which has a wheelbase of 10 ft. ,375 in., has been built specifically to suit the operators' Nuifeinents and, although an innovation for Atkinson's, has quite orthodox specification. Most of the Gardner engine es ahead of the plastics-panelled cab, and in unit with it is a lavid Brown six-speed constant-mesh gearbox with a 9.23-to-I oitom gear and direct top. The exhibit has a double-reduction riving axle, with spiral-bevel primary gearing and an overall itio of 6.56 to 1. Alternatively, a hypoid-bevel double!duction axle can be installed, and with this the vehicle can e used as a road tractor at a gross train weight of 50 tons.

The tractive unit has an all-bolted frame, with 8.25-in. by -in, by 0,375-in, side-members, and a Scammell heavy-duty unit:able is fitted. Air-pressure braking is employed with 16-in. by Sin. brakes at the front and 16.5-in. by 7-in, at the rear, whilgt the semitrailer braking circuit is of the two-line type, with a hand reaction valve on the steering column. The tyres are 9.00-24 (14-ply) and the front. cycle-type wings are mounted on the stub axles. The layout of the cab has been formulated with the co-operation of engineers and drivers from Pickfords, and the Show exhibit is one of seven ordered by this undertaking.

One of the two forward-control tractive units on this stand has been built for Sutton and Sons (St. Helens), Ltd., and this model, which has a wheelbase of 8 ft. 9 in., and a six-speed gearbox, incorporates several special features, including A.C. electrical equipment, air-operated windscreen wipers and fluorescent lighting for the cab-roof name board. This cab, like others on the Atkinson stand, will feature the new instrument panel with picture-type switch labels. A lightweight version of this tractive unit can be seen on the same stand, this having been built for J. and A. Smith (Ivladdiston), Ltd., and having an unladen weight of 4 'tons 5 cwt., including fifth wheel.

Three of the four eight-wheelers on this stand will have wheelbases of 17 ft. 8.25 in., whilst the remaining exhibit will be a 16-ft. 7.5-in.-wheelbase tipper with bodywork by Service Garage, Brighouse. Two of the longer eight-wheelers will have air-pressure braking, and one of these—equipped with a Carmichael bulk-powder container and built for Bulwark Transport, Ltd.:—will have a light-alloy-framed plastics cab.

57 AUSTIN

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

SEVERAL modified versions of existing vehicles can he seen among the 15 exhibits on this stand, ,that displaying the most marked changes, perhaps: being the latest version of the Gipsy light 4 N 4 with, semi-elliptic springs. Other vehicles to look out for are the 5and 10-cwt. delivery vans, which have been subjected to minor detail changes, the 4-ton lorry

equipped with the new 3.8-litre diesel engine, the 5-ton lowloader, which makes its first appearance at Earls Court, and a tractive unit with the 5.7-litre diesel engine and Scammell automatic coupling gear, rated for 17-tons gross.

The smallest vehicle on display is a Mini 5-cwt. van, the extremely compact layout of which makes the A35-based van of the same nominal payload rating look almost twice the size. Next in order comes the 10-cwt, van, which also has a car basis and which has one or two new styling features this year. The B.M.C. 1.5-litre diesel can be seen in two exhibits; a J4 10/12-cwt. delivery van and a J2 16/18-cwt. Omnivan, attractive features of this indirect-injection unit being its quiet running and its comparatively low cost, adding only £85 to the price of a petrol-engined vehicle.

Two more delivery-type machines are displayed, and both of these have the B.M.C. 2.2-litre diesel. One is a complete 30-cwt. delivery van and the other is a dropside lorry of the same payload capacity, this having the FG forward-control cab. This cab/can be seen on a 4-ton platform lorry and the 5-ton low-loading dropsider also, the 4-tonner being of special interest in that it has the only example of the new 3.8-litre diesel on this stand, this engine being a larger-bore version of the wellknown B.M.C. 3.4-litre four-cylinder engine. The 4-litre petrol engine which is the alternative to the four-cylinder diesels is employed in the normal-control 3-ton exhibit.

Six-cylinder diesel engines power the remaining normal-haulage machines on display here, including the 5-ton low-loader. The original 5.1-litre engine is in the 5-tonner and also the forward-control 7-ton tipper, whilst its enlarged version—the 5.7-litre unit—can be examined in the 7-ton dropside lorry and the new 17-ton tractive unit. Both these six-cylinder engines, together with the 1.5and 2.2-litre diesels, now have C.A.V. DPA distributor-type fuel-injection pumps as standard.

Greatly improved handling qualities and a more comfortable ride are features claimed for the new Gipsy 4 x 4, which is now available with leaf-spring suspension as an alternative to the standard Plexitor independent rubber suspension. Two Gipsys are displayed: a short-wheelbase rubber-sprung model with petrol engine and a long-wheelbase steel-sprung version with 2.2-litre diesel engine.

71-BEDFORD

Vauxhall Motors, Ltd., Luton, Beds.

TEN vehicle exhibits can be seen on this stand, plus two working sectioned engines. Undoubtedly, the most eyecatching display is provided by the VAL twin-steer 36-footer passenger chassis, a full description of which was published in last week's issue. Even newer than the VAL, however, are the KH 8-tonner and the Bedford-Hawson Easy-Access delivery van, which were announced only yesterday and which are described earlier in this issue.

Accompanying these newcomers are three TK forward-control vehicles—one 7.5-tonner with all-steel tipping body, one 4-ton drop-sider and a I2-ton tractive unit; two TJ normal-control models—a 7-ton tipper and a 3-ton drop-side lorry; and two CA vans—a short-wheelbase petrol-engined 10112-cwt. model and a longwheelbase diesel-engined 15-cwt.

The VAL, as a visit to the Bedford stand will prove, is o of the more unusual passenger chassis to have been develop, in this country since the War, but its design is entirely practic and its price of £1,775 is considerably less than that of oth passenger chassis suitable for 36-ft. bodywork at present ava able in this country. In addition to its two front axles, t VAL is notable for its 16-in.-diameter wheels, these two featur being complementary to each other and giving a low frar line, good manceuvrability and stable running.

The Leyland. 6.54-litre diesel engine, which has a speci cylinder head with the exhaust and inlet manifolds on the sar side, is mounted at the extreme front of the chassis frame, at the -left-hand frame member alongside it is cranked inwar to permit the provision of a front entrance with an inwar opening door. A Clark five-speed synchromesh gearbox provided. The braking system is interesting in that there a two handbrakes: a variable-ratio lever to the left of the drivil position acts on the brakes on the front-bogie wheels, whi to the right of the steering column there is a pull-up hand connected to an entirely independent drum brake on the nose the driving axle. The footbrake circuit is split in that it has tandem master cylinder, so in effect the chassis has fo braking systems.

The standard version of the VAL's Leyland engine powe the new TK 8-tonner, which is shown as a chassis cab 13-ft. 11-in, wheelbase form. This new goods model has tl Clark gearbox also, and its gross rating as a solo machine 12.5 tons, whilst it can operate at 18.25 tons in conjunction wi a semi-trailer. The Bedford-Hawson van is noteworthy for ti ricer acc.ess it provides between the drivine seat and the kerb ;idc of the vehicle. It is based on the Bedford normal-control 25;35-cwt. chassis, with mechanical conversion and bodywork ri Hawson, Ltd., Sunbury-on-Thames, Middlesex.

-COMIVIER

Commer Cars, Ltd., Luton, Beds.

N°passenger vehicles are exhibited by Comrner Cars this year, their stand being occupied by eight good; models ranging from a Cob 7-cwt van to a forward-control 8-tonner. A I th o ugh none of the exhibits has been introduced in the last .,e‘v months, most of them are making their first appearance at Earls Court, so Commer enthusiasts will find plenty to talk about.

The Cob is similar to the Hillman Husky passenger vehicle, lncl has a 1.39-litre o.h.v. 40.5-b.h.p. petrol engine and independent front suspension. It has a single rear door, and the floor .;pace measures 56.5 in. by 54.5 in. The exhibit, which has left-hand drive, is in the Tuborg Lager livery.

The next largest of the exhibits is also shown in the colours af the manufacturers of alcoholic refreshments—Martini and Rossi, Ltd. This is a 15-cwt. forward-control van with 210-cu.-ft. all-steel body and sliding cab doors. The latest petrol-engined versions of this 15-cwt. range have 1.592-litre 54-b.h.p. (gross) engines, alternative to which the Perkins 4.99 42.3-b.h.p. diesel is offered. This latter unit is fitted in the Show vehicle.

Two examples from the Walk-Thru range are shown, these being a 1.5-tonner with four-cylinder petrol engine and a 2-tonner with Perkins 4.203 diesel engine. The Walk-Thru models have been designed with the needs of delivery-vehicle operators very much in mind, particularly ease of driving and clear access to the driving seat from the kerbside of he vehicle. The 1.5-ton exhibit has a standard van body with interior and rear-doe t conversion by Wilsdon and Co., Ltd., the vehicle being for Associated British Foods, Ltd. The 2-tonner has a Smith's Coldvendor refrigerated body and is for Birds Eye Foods, Ltd.

There are two 6-tonners on this stand, both powered by the Perkins 6.354 108-b.h.p. diesel engine. One of these is a forward-control model with .Rootes platform body, built for Vaux and Associated Breweries; Ltd., whilst the other is a Superpoise normal-control chassis with 15-ft. 3-in-long dropside body. This exhibit is one of a consignment being built for export to Turkey.

The latest Commer forward-control cab. is featured on the two remaining vehicles on this stand, both of which have the well-known Rootes two-stroke 105-b.h.p. diesel engine. One of the models is a 7.5-ton 9-ft. 7-in.-wheelbase with factorybuilt tipping body. and this will be in the colours of T. W. Ward, Ltd. The other vehicle is an 8-tonner built for Marston Valley Brick Co., Ltd. This has a 21-ft. platform body and Eaton 18802 two-speed axle. Although basically similar, the 7.5-tanner has a four-speed gearbox, whilst the box in the 8-tonne:has five ratios. The new cab offers particularly good driving conditions and presents an attractive appearance.

59 DAIMLER

Transport Vehicles .(Daiinler), Ltd., Radford Works, Coventu.

TEIREE rear-engined models are featured on this stand, two I of these being Fleetlines whilst the other is the prototype of the SRI) • 6 single-decker chassis, details of which were announced two weeks ago. There is no doubt that this new underflom-engined model will attract considerable interest from operators of single-deck vehicles, particularly those concerned with stage-carriage operation, for the layout offers a very low entrance-platform step from which a gently sloping centre

gangway containing no steps at all can be taken to the extreme rear of the vehicle.

The SRD 6 prototype is based largely on the Fleetline chassis, though its wheelbase is 2 f,t. 3 in. longer as the Fleetline is suitable only for 30-ft. double.rdeck bodywork, whereas the single-decker chassis is intended to form the basis of 36-ft. vehicles. Forward of the rear axle, however, the new chassis is almost identical to the Fleetline except that the engine radiator is located .at the extreme front, with an electrically driven, thermostatically controlled, eightbladed fan.

The exhibit has been fitted with a -dummy" gangway to simulate a typical body installation, and this' clearly shows one of the prime advantages of the design. The gangway terminates above the engine compartment; Which consists of a robust framework cantilevered from the rear of the main chassis side-members. Being only a prototype, it is probable that the production version of this chassis will have a considerably neater rear-end framing ass&nbly, whilst, in the same light it is probable that the engine and transmission layout. will be reversed as. with the present installation, the engine has, in effect, to run backwards. Similarly, this prototype has the Flectline's dropped-centre driving axle, whereas production models will most probably have a more conventional' axle.

Of the two. Fleetline exhibits—both of which have Gardner 6LX engines—one is shown as a bare chassis, providing a good opportunity to compare it with the SRI) 6. The second Fleetline is seen as a complete 76-passenger double-decker, with bodywork by M.C.W. finished in Manchester Corporation livery. As with the SRI) 6, a completelystenless floor is one of the Fleetline's big advantages, the chassis layout permitting the construction of double-deck bodies with a low overall height but with relatively conventional interior layouts in both saloons.

Although only rear-engined vehicles are displayed inside the Hall, Daimler forward-engiried chassis of more conventional layout are still very much in demand from British and overseas operators, and a typical example of. one of these chassis can be inspected in the Demonstration Park-.

80 DENNIS

Dennis Bros., Ltd., Guildford, Surrey.

TWO of the new Fax V forward-control goods chassis are featured on the Dennis stand this year, together with a Pax IV pantechnicon, a Heron van and an AV5 ambulance. The Fax V range, which is scheduled to go into production in a few months' time, has been introduced with the intention of rationalizing Dennis' production programme, and consists of four-wheelers with a maximum solo weight rating of 12 tons, and a gross-train-weight limit of 20 tons for tractive units. A new five-speed gearbox has been designed by Dennis for these new models, and this is employed as standard throughout the

range, having the advantage of being suitable for use behind several different types of engine.

One of the Pax V exhibits is a 12-ft.-wheelbase model with Perkins 6.354 112-b.h.p. oil engine. This vehicle has left-hand drive and the latest Dennis plastics-panelled cab with large one-piece windscreen. The other Pax V is an 8-ft. 2-in.-wheelbase tractive unit, and this has an A.E.C. AV470 7.7-litre diesel engine, producing 125 b.h.p. at 2.200 r.p.m. Both vehicles have vacuum-hydraulic brakes, and the tractive unit has a fifth-wheel coupling.

The Pax IV exhibit has a wheelbase of 17 ft. 5 in., and this, like the Pax V load-carrier, has a Perkins 6.354 diesel engine and vacuum-hydraulic brakes. The Heron is a considerably lighter machine suitable for specialized body work, and its gross weight rating is 6 tons 5 cwt. Power is given by a Perkins 4.203 four-cylinder diesel, driving through a four-speed synchromesh gearbox into a hypoid-bevel driving axle. The hydraulic brakes are unassisted, and 7.50-16 (10-ply) tyres are employed. these giving the advantage of a low frame height.

National Health Service requirements are incorporated in the ambulance exhibit, which has full forward control and a contemporary styled front of reinforced plastics, with one-piece windscreen and paired headlamps. The vehicle on display has a Perkins 4.192 58-b.h.p. diesel engine and four-speed synchromesh gearbox, and particular attention has been paid to providing smooth suspension, the low-rate semi-elliptic leaf springs working in conjunction with special rubber helper springs and hydraulic dampers. Good manreuvrability is indicated by the 35-ft. turning circle.

54-DODGE

Dodge Bros. (Britain). Ltd., Kew Gardens, Surrey.

T HE re-entry of this company to the British passenger-vehicle

market is marked by the 42-seat forward-entry single-deck bus displayed here, together with five goods models, including 4 x 4 and 6 x 4 designs. The new passenger chassis follows conventional Dodge practice in being particularly robust—this can be gathered from its dry weight of 3 tons 1.5 cwt.—but where the layout does differ from that of other Kew-built designs is in respect of the front axle, which is set well back to enable an entrance to be provided in front of the nearside front wheel. This gives a wheelbase of 15 ft. 10 in., and a swept turning circle for a bodied chassis of 65 ft.

The design has been formulated to give a simple and practical bus suitable for one-man operation on rural routes whilst at o30 the same time being cheaper than underfloor-engined types c chassis on which forward-entrance bodies are normally mounte( A Leyland 0.370 110-b.h.p. diesel, mounted at the extrem front of the chassis frame, provides the power and drivc through a David Brown five-speed overdrive synchromesh geal box. The rear axle is a spiral-bevel assembly, and air-hydrauli braking is employed. The steering is power assisted and sem elliptic springs are used at both axles. The exhibit has a 30-f 9-in.-long bus body, built by Metropolitan-Cammell-Weymant Ltd.

Typical of standard Dodge goods-vehicle models are th 7and 8-ton chassis and the 12-ton tractive unit. All three at forward-control models, the 7-tonner having a short-wheelbas chassis with Perkins 6.305 diesel engine and 6-cu.-yd. all-stet tipping body. A Leyland 0.370 engine, as installed in the bui powers the 8-ton model, which has air-hydraulic brakes an power-assisted steering, whilst the tractive unit has 'the Perkin 6.354 engine and two-speed axle. This exhibit is interesting i that—purely for Show purposes—it has been equipped wit Scammell fifth-wheel and automatic couplings, a large mitre dividing the chassis down its centre line so that when viewe from one side it has a complete fifth wheel, whilst from th other side the automatic coupling looks complete.

A 6 x 4 model based on the forward-control 8-ton chassi and powered by an A.E.C. AV410 engine is exhibited complet with Edbro 10-cu.-vd. steel tipping body. This chassis ha twin double-reduction axles and non-reactive bogie suspensior and it is rated for operation at 18 tons gross. The sixth exhibi is also an adaptation of a normal-haulage chassis, being a 4 x 5-tonner with All Wheel Drive front-axle conversion. Thi normal-control exhibit has left-hand drive and is equipped wit! Michelin 12.00-20 "Sahara X" tyres and special tropica radiator.

79 E.R.F.

E.R.F., Ltd Sand back Cheshire

SIGNS of a new look for E.R.F. vehicles are indicated b3 the stylish new LV forward-entry cab which can be seen cm this stand, it being intended that this design will in due cours. replace ihe still attractive cab which has distinguished E.R.F vehicles for a number of years. Compared with some of thl mechanical novelties exhibited by this company, however, till new cab is relatively minor. An eight-wheeler once agaii provides the greatest technical interest: two years ago E.R.F showed a 28-ton-gross export eight-wheeler with Rolls-Royc• 200-b.h.p. oil engine, and this year an even more advance( design is shown, this having a Gardner 6LX engine drivini through a Bristol Siddeley fully automatic torque converto transmission into a double-drive two-speed bogie with air sus pension. •

An even greater departure from previous E.R.F. practice i! their 6 x 6 tractive-unit exhibit, being the first product of thi• manufacturer to have full normal control. The tractive uni is for operation in Libya and has a Cummins 212-b.h.p. diese engine. Also shown is a conventional eight-wheeler with Bona! lack Pneumajector bulk-haulage body, a four-wheeled tractive unit (both these models have the Gardner 6LX) and a 14-ton gross four-wheeled platform lorry with Gardner five-cylindel engine.

The automatic-transmission eight-wheeler is of interest it many respects, quite apart from its being the first Britist vehicle intended for normal haulage operation to have a gear box of this type. The Hendrickson air-sprung bogie, foi instance, has not been employed in this country before, althougt rubber-sprung versions have, and an eight-wheeler with two speed tandem drive is something of a novelty also. As ha! become fairly common E.R.F. practice, this chassis has dis( brakes on its two front axles, but the actuating system is Litt new in that it consists of two air-operated tandem mastei cylinders, giving two quite separate air-pressure circuits anc four individual hydraulic circuits, failure of any one of whict will not affect the other three.

The new tractive unit has a straightforward layout, witt

four-spring bogie. Worm axles are used at the rear, whilst :he front axle is a double-reduction unit with epicyclic secondary 7eductions in the hubs. Hydraulic power assistance for he steering is provided and Michelin 16.00-20 " Sahara X" :yres are fitted. The cab is of all-metal construction except or the double-skinned plastics roof and, in addition to provid-ne plenty of working room for the driver and his mate, there

sleeping accommodation also. The vehicle can operate at a ;toss weight of 50 tons.

87-FODEN

Faticn.s, Ltd., Sanclbach, Cheshire.

WITHOUT doubt the most interesting vehicle on this stand 1'Y is the eight-wheeled goods chassis with all-plastics tilt cab, two-spring lubrication-free bogie, Mk. VI two-stroke diesel engine, seven-speed gearbox and eight-wheel brakes, a vehicle :ornbining low unladen weight with high performance and minimum maintenance requirement. Of considerable interest also. however, is the Foden-Dyson lightweight 24-ton-gross articulated outfit, on which 17 tons can be carried when a Foden engine is fitted or 16 tons 13 cwt. when, as in the case tii. the example on the stand, a Gardner 6LX power unit is employed. Also on view are a left-hand-drive tractive unit with Foden-built sleeper cab, a 20-ton-gross six-wheeler with four-cylinder two-stroke diesel and Goodyear Super Single rear tyres. and a four-wheeled tipper, also with four-cylinder engine.

The tilt-cab eight-wheeler is altogether one of the most advanced goods vehicles in the Show. The cab itself, which weighs and costs little more than the original Foden plastics rub seen on three of the other exhibits, is counterbalanced by torsion bars so that it can be tipped forward quite simply with one hand, after double locks inside and outside the cab have beee released. The engine accessibility provided is quite outstanding and should please mechanics who have hitherto been used to contorting themselves in order to reach the engine and gearbox of conventional forward-control heavy goods vehicles. The smooth, one-piece passenger floor and engine cowl tilt with the main cab section, leaving all the controls and the driv rig seat attaaied to the chassis frame. There is no provision for using a dipstick. a Frankmann automatic sump lubricator being provided instead and positioned so that it can be topped up 1.rorn behind the cab.

One of the main objects of the new two-spring bogie has been to eliminate the need for suspension lubrication. Each of the two-leaf springs is centrally pivoted on rubber bushes, whilst the connection between the spring ends and the axle tubes is by polyurethane bushes and pads, the design of which permits good inter-axle articulation and slight lateral movement to help reduce tyre scrub. The engine, which has a capacity of only 4.8 litres. produces 175 b,h.p. at 2,200 r.p.m., the unit being basically a large-bore version of the Mk. Ill 4.1-litre design. A feature of this chassis also is its seven-speed gearbox, which will eventually replace the Foden 12-speed transmission. The box has an overdrive top gear and two layshafts for the lower ratios, and an arrangement permitting the diameter of the gearwheels to be reduced. The dry unladen weight of the exhibit is 5 tons 17 cwt.

A turbocharged 225-b.h.p. version of •the eight-wheeler's engine powers the Continental-type tractive unit, which can operate at up to 32 tons gross weight. Because of its longer cab, the chassis has a wheelbase of 12 ft„ and a Dyson fifthwheel coupling is included, this being positioned well forward in order to increase the front-axle loading.

58 GUY

Guy Motors (Europe), Ltd. Wolverhampton „Ytaffs,

ci INCE GUY vehicles were last exhibited at Earls Court, the Licompany has been taken over by Jaguar Cars, Ltd., and the name changed from Guy Motors, Ltd., to Guy Motors (Europe), Ltd. The take-over has resulted in Guy's production programme having been rationalized to the undoubted benefit of its customers, greatly reduced prices of some of its models being one of the most tangible assets. So far as the Show is concerned, no entirely new models are to be seen on the Guy stand this year, a direct contrast to the two previous Earls Court shows, when striking new goods and passenger designs were featured. Nevertheless, plenty of variety is evident.

The new forward-entrance version of the distinctive Guy cab can be seen on the Invincible Mk. III tractive unit, which has been built to the order of British Road Services. The new cab is very much like the old one in general appearance, but clever use of the available space ahead of the front wheels and modifications to the underframing and floor structure have enabled concealed steps to be incorporated. The tractive unit on which this cab is mounted has a reduced frame height to comply with current S.M.M.T. fifth-wheel-coupling standards, and this has been achieved by reducing the depth of the sidemembers from 12 in. to 9 in. and repositioning the springanchorage points. Other new features are the cam-operated brakes, with diaphragm actuators, and the multi-pull handbrake, whilst a departure from previous Invincible practice is the use of a David Brown six-speed gearbox behind the Gardner 6LX engine, a German Z.F. box formerly having been the standard equipment with this power unit. One of the low-weight Warrior Light 8 eight-wheelers is displayed, this having a Gardner 61.W engine fot the first time but otherwise being very similar to earlier versions of this model. The Light 8 is noteworthy for its high payload capacity, and an example of one of the original types of four wheeled Warrior can be seen on this stand also. This has a B.M.C. 5.1-litre 90-b.h.p. diesel engine and has been built for Tate and Lyle, Ltd., who have specified a Bowyer forward-entrance cab and Samlesbury container-type van body.

The three passenger exhibits are equally interesting, one of them being an Arab Mk. V double-decker chassis, the frame height of which is 2.5 in. less than that of the earlier Arab, although the chassis layout remains quite conventional. Another chassis intended for double-deck bodies is the •Wulfrunian, but the example on show is a modification of the original design in that the front wheels have been moved forward to make room for a wide entrance to the rear of them. Air suspension is retained, but the disc brakes of the standard version are replaced by drum equipment because of the changed weight distribution. The remaining Guy is a Victory left-hand-drive underfloor-engined chassis with 46-seat luxury body built by the Belgian Jonckheere concern.

75-KARRIEU

Karrier Motors, Lid., Luton. Beds.

SPECIALIZED vehicles, made on a mass-production basis, have for long been a speciality of this company, and the six exhibits on their stand reflect this policy. Newest of the models shown is the ambulance, which has bodywork built by Dennis Bros., Ltd., Guildford. A maximum speed of well over 60 m.p.h. is given by the six-cylinder petrol engine, which is a 2.96-litre 85-b.h.p. unit similar to that used in the Humber Super Snipe car. The smooth, quiet operation of this engine makes it well suited for this ambulance application, whilst the layout of the Walk-Thru chassis, which forms the basis of the vehicle, makes possible the provision of low steps to both the driving compartment and the main saloon, ample headroom and immediate access to the patients from the forward compartment. The semi-elliptic suspension is damped at front and rear by lever-type dampers, whilst additional insulation for the occupants is given by the Metalastik body mountings. The chassis has a four-speed gearbox and vacuum-assisted brakes.

A soft-ice-cream mobile shop based on a 1-ton chassis and bodied by M.T.S. (Coachbuilders), Ltd., is exhibited as a typical example of Karrier's work in this field. The shop has a fourcylinder 56-b.h.p. petrol engine, alternative to which is a 48.5-b.h.p, diesel engine, and because of the 16-in, wheels, the laden frame height at the rear is under 2 ft, Three versions of the ever-popular Bantam 2-tonner arr.. displayed. One has a Smith's mobile grocery shop body, and a similar chassis forms the basis of a bottle-carrying lorry. Both these exhibits have petrol-engLned 10-ft. 2-in.-wheelbase chassis, whilst the third Bantam is a shorter model with tipping body, and this is powered by a 56-b.h.p. indirect-injection diesel.

The remaining exhibit is a Gamecock 3/4-tonner with lefthand drive as built for the Municipality of Amsterdam. This is powered by a Rootes 4.75-litre 91-b.h.p. petrol engine mounted beneath the three-man seat, and has a Rootes-built dropside body of steel and timber construction. This is a fairly orthodox application for a Gamecock, the model more normally being employed in the public-cleansing field as thz basis of cesspool and gulley empticrs. refuse collectors and s,-) forth_

88-LAND-ROVER

The Rorer Co., Ltd., Solihull, Warwickshire.

ev the 12 Land-Rover 4 x 4 models displayed here, greatest interest will be attached to the two forward-control models which were announced only two days ago 'and are fully G32

described and illustrated on pages 126-127 of this issue. Havii the same wheelbase as the standard normal-control long Lan Rover, and sharing most of the mechanical components of ti earlier design, the new forward-control vehicle offers the advat ages of a greatly increased cargo area and a payload rating 30 cwt. on roads and 25 cwt. under cross-country conditiot At present, the new model is available as a chassis and cab as a complete vehicle with platform, fixed-side or drop-sii bodies, although it is envisaged in the future that it shou form the basis of ambulances, mobile workshops or buses. 2.25-litre petrol engine is standard, and one of the exhibits w have the fixed-side body, the other being a drop-sider.

Seven long-wheelbase Land-Rovers can be seen, including ti recently introduced 12-seat station wagon which, unlike t] original 10-seat version, is not subject to purchase tax in Gre Britain. One of the long-wheelbase exhibits has a Carmicha forward-control conversion and is seen as a complete fire tench whilst another is erwipped with a Simon L.25 hydraulic ph form. A similar chassis forms the basis of a four-stretch ambulance with Pitchers bodywork and Normalair air-coolit equipment. The three other long models are more standa. vehicles, one having station wagon bodywork, one an enclosi cab and hood. and the other being painted in the colours UNICEF.

The aluminium panelling which is a standard feature of Land-Rover bodies is emphasized by one of the three shoi wheelbase exhibits, the -Birmabright panels of which a unpainted. This vehicle has been equipped with a large numb of Land-Rover extras. A Land-Rover used by the Mersi Tunnel Joint Committee Transport Department traffic poli, is featured, and the remaining model is seen with an enclosi cab and tilt body Of the 10 normal-control models displaye eight have petrol engines, the two diesel vehicles being tl unpainted exhibit and the Mersey Tunnel machine.

90 LEYLAND

Leyland Motors, Ltc Leyland, Lan(

1-,His is the largest stand occupied by a heavy-vehic I manufacturer arid seven exhibits are featured on it, (ii of these being complete passenger vehicles. The most recent announced model is the 2-ton goods chassis, but also new a the lightweight Octopus eight-wheeler and the export-only Sup Beaver heavy-duty four-wheeler. The latest version of tl 12-ton-gross Comet, which has full air-pressure braking, is be found here, whilst its big brother—the Super Comet— exhibited as a tractive unit coupled to a matching Scammel built 12/14-ton fifth-wheel semi-trailer. The passenger vehicl consist of an Atlantean 78-seat rear-engined double-decker at a Danish-bodied luxury coach based on a Leopard chassis at styled for United Tours. Ltd., of Tel Aviv.

The new 2-tormer. which has a list price of £935, is notab for its cab layout, the Standard 2.26-litre diesel engine beit set back in the chassis frame so that it lies beneath the se box, thus facilitating access to the separate, adjustable drivii seat from the kerb side of the vehicle. The cab is similar general appearance to that employed on the larger Leylar forward-control goods chassis, but the entrance steps are bait the-front wheels and Michelotti has been credited with min, frontal 'styling features. This is Leyland's first entry und their ,own name into the light commercial-vehicle field, at its reception, both in Britain and overseas, will be watch( with interest, particularly as it has no true equivalent.

An unladen weight of less than 6 tons 17 cwt. is claimi for the new Octopus, which is an addition to the original rani introduced two years ago and has been developed for use the United Kingdom to meet the needs of operators requirii a reasonably light eight-wheeler. Compared with the earli versions. weight has been saved by employing a plastic panelled cab as standard, by using a lighter double-drive re bogie. and by adopting light-alloy clutch and gearbox housin and air compressor. Only one engine is offered, this beii the Leyland Power-Plus 0.600 " economy " unit, the maximu utput of which is 140 b.h.p. (net), and ie standard gearbox is a constant-mesh psian with five forward speeds, although a overdrive sixth speed is available at Ora cost. Heavier Octopus models have awer-assisted cam and double-roller eering, but this version has unassisted urman recirculating-ball gear.

The latest Super Beaver does not differ t appearance from earlier models, but now has Power-Plus engine and runing units and 12-ton driving axle which lows it to operate in Europe at the taximum weight permitted by any auntry. The standard engine produces )0 b.h.p. and similar mechanical equiptent is employed in a six-wheeled !rsion—the Super Hippo—which can perate at up to 48 tons gross train eight.

LI MERCEDES-BENZ

Mercedes-Benz (Great Britain), Ltd., Brent ford, Middlesex.

rH REF typical examples of the types of goods vehicle being L imported by this exhibitor are featured, together with a rearagined 41-seat coach of a type to be introduced to the British arket. Possibly the most impressive of the four models on IC stand is an articulated tanker, the low weight of which ermits 4,350 gal. of domestic heating oil to be carried without seceding the British legal limit of 24 tons gross train weight. he tractive unit of this outfit is an LPS 338/32R with 10.8-litre x-cylinder diesel engine. This will be the first Mercedes-Benz rticalated vehicle to go into service in Great Britain with this 30-b.h.p. power unit, and in the chassis on display it drives [rough a five-speed synchromesh gearbox into a two-speed axle ith air-pressure operation.

The tank semi-trailer was made by A.P.V., Ltd.. and has rane twin-oscillating-axle running gear, the coupling equiptent being of the fifth-wheel type. The outfit has air-pressure rakes, augmented by an engine exhaust brake, the control for inch is linked to the semi-trailer brakes so that these are tanked whenever the exhaust brake is operated.

Both the other goods exhibits are four-wheelers, one being an ,P 322/48R long-wheelbase 7-tonner with 23-ft. light-alloy latforrn body incorporating a headboard bolster, designed for arrying long reinforcement rods. This exhibit has a 5.1-litre 10-b.h.p. engine and single-speed rear axle, a similar unit owering the other exhibit on this-stand, which is an 1K 327,142R 3-ton-gross tipper with Milshaw twin underbody stabilized pping gear and 10-cu.-yd. light-alloy body. This vehicle has !mi-forward control, whereas the other two models on display ave forward-control cabs.

The coach is the 0 321 H-L integral model, with longitudially mounted rear engine. The exhibit, which has left-hand rive. weighs 6 tons 19 cwt. and is 34 ft. 9 in. long. The model ,as introduced in Germany in 1954, since when over 13,000 samples have been built. Importation is expected to start next ?ring, and these vehicles will, of course, comply with British .S.V. Regulations. Prices have yet to be finalized. but arc speeted to be competitive with those of British underfloorngirted coaches.

;5 MORRIS

Morris Commercial Cars, Ltd., Adderley Park, Birmingham, 8.

dOiRspRlaTySedvbeyhitchfeis pa VI models w to Earls ls noent he s ta nd eing the 17-ton-gross tractiveyU th nite es , anithout mgh ls

Court is the low-frame 5-tonner. The lightest vehicle on display is a J4 10/12-cwt. van with sliding cab doors and the B.M.C. 1.5-litre diesel engine. This power unit is optional to the standard petrol engine of the same cubic capacity, and it develops 40 b.h.p. at 4,000 r.p.m., smooth and quiet running in this van application being particularly praiseworthy.

The larger and older J2 18-cwt. range, in which the same two engines are available, is represented by a 13-seat Minibus, the Show example having the petrol engine. As originally introduced this design had a steering-column gear-change lever, but current versions have a floor change which gives appreciably better results. A 30-cwt. van typifies the next largest models manufactured by .Morris Commercial Cars, Ltd., this having a 2.2-litre diesel engine developing 55 b.h.p. Sliding doors are a standard feature of this van, and the slightly smaller-bodied 1-ton version.

The FG corner-door cab, so well suited to delivery conditions, is seen on only one vehicle on this stand—the FO K100 5-ton low-loader. This exhibit has a 5.1-litre six-cylinder diesel engine and platform body, the low height of which emphasizes the loading advantages given by the 17-in.-diameter wheels. Typical of Morris normal-control models is the WE K60 3-tonner, which also has platform bodywork but is powered by a 4-litre six-cylinder petrol engine.

Two 7-ton vehicles are displayed, both having the 5.7-litre diesel engine which was originally available only in 18-ton-gross tractive units and which develops 105 b.h.p., as opposed to the 90-b.h.p. output of the standard 5.1-litre engine from which it has been developed. Both the 7-tonners have five-speed gearboxes and two-speed axles, but whereas one is a long-wheelbase platform lorry, the other is a short-wheelbase model with Edbro body and tipping gear. The display is completed by the new 17-ton tractive unit, this also having the 5.7-litre diesel engine and being, in effect, an automatic-coupling version of the 18-ton tractive unit introduced about 15 months ago, with smaller tyres and higher final-drive gearing.

56-MORRIS

Morris Motors, Ltd., Cowley, Oxford.

EXAMPLES of the latest 10-cwt. van and pick-up are shown 1—ion this stand, together with four 5-cwt. models, two being based on the Morris 1000 car and the other two on the Morris Mini-Minor. Reference to the new 10-cwt. vehicles was made last week and it will be seen that they are quite new to the Morris range, the bodywork being similar to that of the Austin 10-cwt. model.

The van and pick-up share a common mechanical specification, details of which include a 1.489-litre four-cylinder petrol "engine which produces 47 b.h.p., four-speed synchromesh gearbox with steering-column change, coil-spring-and-wishbone front suspension, and Girling hydraulic brakes. The tyres are 6.40-14 (whereas the original Austin version had 6.00-15 equipment) and seat-belt anchorages are incorporated in the driving compartment as standard.

The Minor-based 5-cwt. models are by now well known for their advantages of lively and economical performance, and first-rate handling. Basically unchanged from previous years. the two exhibits have the 'B.M.C. 948 c.c. petrol engine, fourspeed synchromesh gearbox with floor change and independent torsion-bar front suspension. Also basically unchanged since the last Earls Court Show are the Mini-Van and Mini pick-up. two more vehicles famed for good handling and lively performance. The Mini remains unique for its transverse engine, which drives the front wheels, and its all-independent rubber suspension.

89 RENAULT

Renault, Ltd., Western Avenue, London, 14'.3.

RONT-WHEEL-DRIVE delivery vehicles occupy this stand, there being three Estafette 15-cwt. models and two Fourgon 6-cwt. vans. The Fourgon has been seen in Great Britain before, as its first announcement was made at the time of the Scottish Motor Show last November, but the Estafette is seen in its latest version, with larger engine and an increase in payload rating of 3 cwt.

The Fourgon is based on the Renault 4 private car and is outstanding for its long-travel torsion-bar suspension which, together with an 8-in. ground clearance, provides a quite remarkable rough-road performance. The van has a 747 c.c. 32-b.h.p. petrol engine mounted "back to front" and driving forward into a three-speed synchromesh gearbox with which is combined the differential unit. The cooling system is sealed to prevent loss of water in service, and all chassis greasing has been eliminated. The standard body has a capacity of 66 cu. ft. and versions with and without a hinged roof section (which permits the carriage of long articles) are displayed.

The Estafette differs principally from the 12-cwt. model in respect of its power unit, the 1.108-litre four-cylinder petrol unit having a five-bearing crankshaft, light-alloy cylinder head and a gross output of 45 b.h.p. Larger brakes are employed, and there have been other design changes to accommodate the increased payload. A standard I87-cu.-ft. van, a high-roof 215-cu.-ft. van and a pick-up are shown. Features common to all these include a sealed cooling system, all-round independent suspension and novel drive shafts which have no sliding splines, but make use of shackled universal joints.

A new Estafette model—a I2-seat bus produced by Coachwork Conversions. Ltd., Berkhamsted—can be seen in • the Demonstration Park.

93-SEDDON

Seddon Diesel Vehicles, Ltd., Oldham, Lancs.

THIS company has recently rationalized its production pro-1gramme to reduce the number of, different engines and running units employed throughout its range, and six of these "new style" Seddons are on display. Most of these are, in effect, modified versions of former models, but a completely new design is exhibited, this being the 17/DD6/354, which is a 17-ton-gross double-drive six-wheeler with Perkins 6.354 diesel engine.

The rationalization process has resulted also in some significant weight savings so far as the heavier Seddon models are concerned, and the double-drive eight-wheeler—which is shown in chassis-only form—is over a ton lighter than the original version of this model, the chassis-cab weight of the latest model being 6 tons 5.5 cwt., ready for the road. Like all current Seddon sixand eight-wheelers, this exhibit has the finalized version of the Seddon two-spring bogie, each spring _ of which contains only two leaves and so is considerably

lighter than a pair of springs from a conventional four-spr suspension system. The layout has the further advantage permitting a high degree of inter-axle articulation and this of particular benefit on single-drive models as it helps to g improved driving-wheel adhesion.

This eight-wheeler has the new Moss two-speed tandem-dr axles, the resulting doubling-up of the gearbox ratios promis to give the vehicle a particularly good road performance. 1 exhibit is powered by a Gardner 6LX engine, and pow assisted steering and eight-wheel braking are standard, and 1 chassis has a wheelbase of 17 ft. 9 in.

The double-drive six-wheeler is one of two new introductio the other being an 18-ton-gross version of the same chat which differs only in respect of power unit. The 17-tonrier c played has a Perkins 6.354 and David Brown 552 five-spt gearbox, whilst its sister model has the Leyland 400-S a Albion gearbox. In both cases an Eaton 30DS tandem-dr assembly is employed, this having single-speed axles and lockable third differential. Air-hydraulic braking is used a the total frictional area is 908 sq. in. .

A slightly heavier six-wheeler on this stand is a 20-ton-gr single-drive machine with Leyland 400-S engine and 10-t spiral-bevel driving axle. Like the two double-drive modt the two-spring bogie is installed, and this will give visitors the stand a chance of seeing for themselves how the identi suspension units are employed on three different types vehicle.

Four-wheelers complete the seven exhibits, these comprisi a 12-ton-gross Perkins-engined platform lorry, an 18-1 Leyland-engined tractive unit with Scammell automatic coupb gear and a 24-tonner built for B.R.S. and equipped with Gardner 6LX engine.

77--SCAMMELL

Scamtnell Lorries, Li Watford, He

TWO new vehicles are featured by this manufacturer, tht being the Scarab-Four four-wheeled light tractive unit a the Routeman Mk, II eight-wheeled goods chassis. Al displayed is a Super Constructor 6 x 6 oilfields vehicle, whi towers over its fellow stand occupiers, and a Scarab thn Wheeled tractive unit. The display is completed by a Fourtr 15-ton semi-trailer.

The Scarab-Four is interesting in many respects, not the le of these being that it shows a large measure of co-operati between Scammell's and another member of the Leyland Gm Standard's. The tractive unit has a similar cab to that

trrent Standard forward-control pick-ups, whilst its power it is the Standard-built 2.26-litre diesel engine, no petrolIgined version of this vehicle being offered. The new model suitable for use with 3/4-ton semi-trailers and does not .place any of the earlier three-wheeled versions. Its main ivantages are greater stability, improved braking and more unfortable driving conditions, and in this latter respect it is teresting to compare the Scarab-Four's cab layout with that : the three-wheeled Scarab on the same stand.

Compared with the earlier Routeman, the Mk. II model thibited is markedly lighter, whilst its mechanical specificaan has been improved also. Far more obvious, however, is e futuristically styled plastics cab for which the Italian, fichelotti, has been responsible. The novelty of this cab is no means confined to its appearance, for its forward-entry yout gives easier access and the greatly improved interior civicles far more comfortable driving conditions. The Routean is available with Leyland or Gardner engines of varying arse-power and its specification includes air-operated eightlied brakes, power-assisted handbrake and power-assisted eering.

The Super Constructor 6 x 6 has a Rolls-Royce supercharged x-cylinder diesel with an output of 250 b.h.p., and this drives trough a Self-Changing Gears' eight-speed semi-automatic nrbox to double-reduction axles at front and rear. Coilwing front suspension is standard on this machine, but there re no springs at the rear end, the axles being mounted on

.alking beams pivoted directly to the chassis frame. The .thicle can operate at a gross weight of 75 tons and is equipped ith a forward-mounted 10-ton jib crane and Woodfield Senior ),000-1b. winch. Intended for use with a Dyson self-loading )/35-ton semi-trailer, the Super Constructor carries a heavyuty type 530 universal fifth wheel.

The Scarab three-wheeler is of the 6-ton type and as exhibited as a Perkins 55-b.h.p. diesel engine, alternative to which is a carnmell 45-b.h.p. petrol unit.

16-SMITH'S

Smith's Electric Vehicles. Ltd., Gateshead-on-Ton:, 11.

FHE only electrically propelled vehicles at Earls Court this year can be seen on this stand, the most important of the ye hattery-electrics exhibited being the prototype of the 30-cwt. 'ransitruck. This incorporates the loss-free transistorized evcontroller, which eliminates the usual resistance entire:y and ives smooth and stepless operation. A smaller example of le same range is being displayed also, this being the 5.55 5-cwt, Dairy Truck with straight-series control equipment. Both these models have the latest Smith's dairy hotly. with

sliding cab doors and all-plasCcs cab, the layout of which affords easy access and good all-round visibility. Timber framing has been eliminated entirely from the bodies themselves, metal and plastics components being used to provide maximum corrosion resistance, particularly to milk acids.

A redesigned mobile butchery shop, based on a Smith's 1-ton chassis, is to be seen, this having the customers' entrance at the rear so as to make the best possible use of the available body space, whilst a bakery van based on a chassis of similar capacity is displayed also, this being fully racked and equipped with a special confectionery compartment on the nearside of the body.

The fifth exhibit is the well-known Commuter stand/sit drive model, which is suitable for both bakery and dairy deliveries and affords both easy access to the cab and from the cab to the body.

70-STANDARD

Standard Motor Co., Ltd., Conley Works, Coventry.

NONE of the six vehicles displayed on this stand has been publicly exhibited in Britain before, as the oldest of them— the 7 cwt.—was introduced only in February of this Year. Two 7 cwt. models are shown, one van and one pick-up, and the other vehicles have remained on the "secret list" until today, these being forward-control vans and pick-ups of 15 cwt. and 1-ton capacity based on the old Atlas Major 10/12-cwt. design. These newcomers are fully described nearer the front of this issue.

Petrol or diesel units are offered in the Standard Twenty, as the 1-tonner is known, and the van exhibit has the diesel engine, the pick-up being petrol powered. The diesel engine is the Leyland Group 0E.138 2.26-litre indirect-injection four-cylinder unit, this having been formerly known as the Standard diesel engine and now appearing in modified form. The alternative engine is a 2.14-litre unit, as used in the Ensign car, and in both cases a four-speed synchromesh gearbox is employed. The 1-ton van has the same type of body as the 15-cwt. version, but it is 1 ft. 3 in. longer and has an all-timber floor. The front and rear sub-frames differalso, whilst higher-capacity front suspension, wider rear springs and a larger rear axle are further differences.

The 15-cwt. design is very similar to the old Atlas Major and has the same 1.67-litre petrol engine. More robust front and rear supension and front hubs are employed, however, and the brakes have been enlarged. Body changes concern stiffening of the side panels to prevent drumming, the addition of wooden wearing strips on the floor and a restyled radiator grille, The •7-cwt. models have been developed from, and replace. the former 6-cwt. design. They differ principally in respect of engine, a 1.147-litre 40.4-b.h.p. unit replacing the original 0.948-litre 33-b.h.p. engine. Minor braking changes have been made also, whilst other new details are incorporation of a roof vent and the fitting of spring-back wing mirrors as standard equipment.

78-THAMES

Ford Motor Co., Ltd., Dagenham, Essex.

TEN representative models from the current Thames range, extending from the 5-cwt. van to a 15-ton-gross tractive unit, are displayed by Ford's this year, and several of the exhibits will be making their first public appearance, including the Trader Mk. II 11-ft. 6-in.-wheelbase 7.5-ton tipper chassis, various other -models from the Trader Mk. II range, the 7-ton normal-control Trader and a 2-ton delivery van based on a normal-control Trader chassis.

Two of the popular light vans based on the Anglia private car are displayed. these being a standard 5-cwt. model and a 7-cvvt. version equipped with the full range of Ford accessories. Both these vans have a 73-cu.-ft. body and the same basic mechanical specification. Two 15-cwt. vehicles can be seen, one being a van with side-loading door and the other a chassiscab version, which has been equipped for the Show with a back projection screen used to illustrate the different types of bodywork available for this chassis.

The new 2-ton van, which is available with either fourcylinder petrol or diesel engines, has a 450-eu.-ft, all-steel body built by Garner Motors, Ltd. Sliding doors give access to the driving compartment, these enclosing wide step wells to simplify entering and leaving the vehicle. This is the only example on the Ford stand of the four-cylinder normal-control Trader range, which was introduced in February of this year, but one of the new six-cylinder models can be seen, this being a lefthand-drive 7-tonner with a wheelbase of 15 ft. 4 in., diesel engine and five-speed direct-top gearbox.

The remaining four vehicles are all from the Trader Mk. It forward-control range, the II-ft. 6-in.-wheelbase tipper forming the centrepiece of the stand and being fitted with a big] polished Anthony light-alloy dumper body. A normal haul. 7.5-tonner is displayed also, this having a five-speed overdr gearbox, whilst the 7-ton models are represented by a 9-ft.-whe base diesel-engined tipper with Edbro 6-cu.-yd. dropside bo A Hands automatic coupling is to be seen on the 7-ft. 9-i wheelbase tractive-unit exhibit, this model being availa alternatively with a fifth-wheel coupling.

The Mk H Traders were announced three months ago a incorporate a large number of mechanical improvements o, the original Trader models which date back to 1957. changes have been mainly concerned with increasing vehi life, particularly that of the engine. Externally the mod differ only in respect of having the name Trader" carr across the radiator grille.

73-THORNYCROFT

Transport Equipment ahornycroft), L Basingstoke, gal

THE largest and most powerful vehicle in the Show can seen on this stand. this being the Mighty Antat six-whee tractive unit which weighs approximately 21 tons as exhibi and can, in certain circumstances. operate at a gross tr weight as high as 150 tons. This massive machine tends drown the Big Ben 6 x 6 tractive unit being exhibited on same stand, although this also is one of the larger vehicles display anywhere in the Hall. Two other specialized machil are featured also, these being fourand six-wheel-drive Nub models. As a result of this company's link with A.E.G., L production of Thornycroft normal-haulage vehicles has hi discontinued, so the four models on display are fully repres tative of the current production of this factory.

The Mighty Antar is a 6 x 4 design and the exhibit is powe by a Rolls-Royce supercharged eight-cylinder diesel engine v‘ a capacity .of 16.2 litres and a maximum gross rating 333 b.h.p. The clutch has power-assisted operation, and transmission consists of a four-speed main gearbox and a thr speed auxiliary box, whilst the rear axles are worm-al epicyclic double-reduction assemblies. As might be expect the steering gear is assisted by a hydraulic servo, and the bra are actuated by air pressure. Dunlop Power Grip 14.00(20-ply) cross-country tyres are fitted, and the exhibit ha! Thornycroft cab, Darlington P26 winch and Hands-Engli: extra-heavy-duty fifth-wheel.

A Thornycroft 11.33-litre turbocharged diesel engine, +levet ins 230 b.h.p. at 1.900 r.p.m., is employed in the Big oilfields vehicle, which is one of a range of heavy-duty cha designed to operate with.a semi-trailer at gross train weight 60 tons. As with the Mighty Antar, the transmission gives forward speeds, the three-speed transfer box permitting dependent engagement of the drive to the front axle. The :hibit has a fully articulated bogie, equipped with Michelin LOD 20 " Sahara." tyres.

The Nubian 6 x 6 on the stand has a Pyrene fire-tender body id the power unit is a. Rolls-Royce B81 eight-cylinder )9-b.h.p. petrol engine. The bodywork provides enclosed . ;commodation for a crew of •five and its equipment enables tarn to be discharged at the rate of 5,000 g.p.m. through a )of-mounted monitor and two handlines. The smallest hornycroft exhibit is the Nubian 4 x 4 chassis which over the nirse of the past 12 months has become available with the .F.C. AV410 124-b.h.p. diesel engine. This cross-country ..sign can operate at a maximum weight of 10 tons and, like re 6 x 6 version, is suitable for fire-fighting applications in Jdition to other specialized off-the-road work.

i7 TRIUMPH

Triumph Motor Co, (1945t, Ltd., Conley Works, Coventry.

FHE stylish Triumph Courier 5-cwt delivery van, which was Iintroduced in February of this year, is featured here. there eing two models on display. This is the first occasion on 'filch Triumph have been represented in the Commercial lotor Show, as the Courier is their first commercial vehicle, aving been evolved since the company became part of the eyland Group.

The Courier is based on the Herald private car and has a imilar chassis layout and mechanical specification. The power nit is a 1.2-litre four-cylinder o.h.v. petrol engine with a gross utput of 43 b.h.p. at 4,500 r.p.m., and it drives through a our-speed synchromesh gearbox with a short remote gearhanue lever which lies close to the driving seat. All-indepenent suspension distinguishes the Courier from other British ehi,ies of its size, the frent suspension being by coil springs, ith a single transverse leaf spring and radius rods at the wing-type rear axle.

The attractive body of the Courier has a low overall height, espite which it provides a payload volume of 45 Cu. ft. The an is 12 ft. 9 in. long and, as with the Herald car, its turning ircle is remarkably small—a mere 25 ft. Thus mameuvrability a congested streets is a particular asset of the design.

if8-UNIPOWER

Universal Power Drivec, Ltd., Perivale, Middx.

M.ELL known for their forestry tractors, this company has VV two examples on show; together with singleand doubleIme bogies, the latter incorporating two Eaton axles. The

larger of the two vehicle exhibits is a Hannibal 24-ton tractor, powered by a Gardner 5LW five-cylinder 89-b.h.p. diesel engine driving through a 10-speed transmission to the front and rear axles. The tractor has a heavy-duty winch and is equipped with 12.00-20 cross-country tyres.

Similar to the Hannibal is the. less powerful Forester exhibit, the engine in this being a Gardner 4LW four-cylinder 75-b.h.p. diesel. This machine also has a winch, but 11.00-20 tyres are fitted. Both models are available for industrial appplications, in which ease the winch and land anchor are omitted.

Both the bogies displayed have four-spring balance-beam suspension. The single-drive assembly is an example of the Unipower conversion applied to the Commer 8-ton chassis and, as such, incorporates a large number of standard Commer axle parts. The double-drive bogie is an adaptation of the Eaton two-speed tandem unit, and this also is shown in the form applicable to the Comrner 8-tonner. The third differential through which the drive to the two axles passes has a lock.

60 VOLKSWAGEN

Y.W. Motors. Ltd., 32134 St. John's Wood Road, London, N.W.8.

.UIVE examples of one of the world's most popular light commercial vehicles are to be seen on this stand, all the exhibits being based on the standard Volkswagen 15-cwt. model, but having different types of bodywork. One of the latest additions to the V.W. range is the Serve-Ice ice-cream-dispenser van, which can handle soft and hard ice cream. The equipment in this vehicle includes a soft-ice-cream freezer, storage cabinets for pre-cooled ice cream, a deep-freeze cabinet for hard ice cream and so forth, service counter with storage shelves for cones, wrappers, etc., and a sink complete with hot and cold water storage and waste-water container. A feature of the vehicle is that the soft-ice-cream machine and the refrigeration unit receive power from the main engine, thereby dispensing with the need for an auxiliary engine or generator.

The other V.W. exhibits consist of a standard 170-cu.-ft. side-loading van, a standard pick-up, a high-top van with an interior height of 68.5 in. and a two-stretcher ambulance. No major changes to the Volkswagen have been made recently, although the cab layout has been altered slightly, modifications including the use of a split seat to replace the original bench-type assembly, reduction in size of the interior covers for the headlamps and changes to the wheel arches