Power-Plus Engines for Bonneted Leylands
Page 27
If you've noticed an error in this article please click here to report it so we can fix it.
THE latest versions of the Leyland Super Beaver four-wheel and Super Hippo six-wheel normal-control goods models primarily intended for the export market, have mechanical specifications which have been brought into line with those of the forward-control Power-Plus range introduced two years ago. An example of one of the new models will be on the Leyland stand at the Commercial Ntotor Show next month.
For the new Super Beaver and Super Hippo, the Power-Plus 0.680 11.1-litre engine developing a maximum of 200 b.h.p. at 2,200 r.p.m. and 548 lb.-ft. of torque at 1,200 r.p.m. has been standardized. As on forward-control models using this engine, the clutch-actuating mechanism is power-assisted. The enginegearbox unit is rubber-mounted at four points instead of being rigidly bolted to the frame at the rear as on the previous models.
The gearbox is also derived from that of the forward-control Power-Plus models. Basically a five-speed unit with all forward ratios in constant mesh, it is available as a six-speed overdrive unit and with a crawler gear.
Although intended principally as an extra-low ratio, the crawler gear can also be used to split all the indirect ratios giving a total, with overdrive, of 11 forward speeds. This is virtually equivalent to an auxiliary gearbox and the separate unit of this kind fitted to some of the earlier models is no longer used. Provision is made for fitting power take-off units of maximum torque and 20 h.p. ratings in place a the gearbox side covers.
The double-reduction rear axles incorporate spiral-bevel primary gearing and epicyclic gears in the hubs, the internal design being similar to that of the current forward-control Beaver and Hippo models. On the leading bogie axle of the six-wheeler the input shaft drives the leading axle spiral-bevel unit through a helical gear train and the inter-axle propeller shaft through a lockable third differential unit.
The rear-bogie suspension of the Super Hippo continues to be of the fully articulated type, employing a pair of inverted semi-elliptic springs pivoted at their centres on trunnion bearings incorporating large rubber bushes. The axles are attached to the ends of the springs by swivelling trunnions, radius arms completing their location.
Diaphragm actuating chambers are now used for the air-pressure braking system, which incorporates a DI control valve directly coupled to the brake pedal. The lining area has been increased on the new models, the figure for the Super Beaver having gone up from 575 sq. in. to 623.3 sq. in., whilst that for the Super Hippo, formerly 916 sq. in., is now 1,002 sq. in. The handbrake is now air assisted. Power assistance is now also standardized for the steering gear instead of being an optional extra as hitherto. This continues to be a Mantes cam-and-doubleroller unit, and the hydraulic power assistance is applied by means of a slave jack operating on the drop arm. Leftor right-hand steering is available.
The remainder of the chassis specification is largely unchanged from that of the previous models. The appearance, which is traditional in character, is unaltered apart from minor differences associated with the changes in mechanical design.
The new Super Beavers are designed for a gross vehicle weight of 18 tons. A 16-ft: 9-in, wheelbase continues to be available, but there is now also an 18-ft. 5-in.-wheelbase model available as a production option: The shorter model intended for use as a tractive unit or tipper, now has a 'wheelbase of 12 ft. 11 in., an increase of 5 in. The Show exhibit will be an 18EB.2L 16-ft. 9-in.wheelbase model with left-hand steering.
The Super Hippo models have a maximum gross vehicle weight of 30 tons or, when used as articulated vehicles, a gross train weight of 48 tons. Wheelbase lengths available are 17 ft. 11 in., 15 ft. 8 in. and 14 ft. 6 in., the two longer models being extended by 2 in. in comparison with their predecessors.