LE Y L A N D S C A M M E L L

PSI A

British Leyland ■y jm ite d is constantly seeking ways to

improve the speculation, design and production of its vehicles
and alterations take place continually. Whilst every effort is i |
made to produce up-to*date literature, because of possible
supply and other difficulties, this brochure should not be ^
regarded as an infalWble guide to current specification, nor
does it constitute affoffer for the sale of any particular M j
vehicle. mL

Leyland
British Leyland UK Limited
(Scammell Plant)
ITolpits Lane
Watford WD1 8QB *
Telephone: WatforS 4421

Lit. No. 1350 Printed irt

Leyland Scammell special operation military vehi
wherever the action is
Leyland Specials, for the Armed Forces
of the world: Tank Transporters,
Recovery Vehicles, Plant Carriers,
Logistic Vehicles, Dump Trucks, Airfield
Crash Tenders - all supplied by Leyland
Special Operation Vehicles.
Extra heavy duty road haulage, heavy
duty logging and mining vehicles,
specialised oilfield trucks, road trains -
extremes of heat, extremes of cold -
Leyland designs for them all.
Experts in all-terrain mobility, serving
the Professionals.
Leyland Truck and Bus have enjoyed
successes with overseas military sales
to the Middle and Far East and Australia
as well as to the United Kingdom.
Airports and military installations
around the world operate Scammell/
Thornycroft Firecrash Tenders.
Proven designs, high reliability and
longevity are the keys to the Scammell
military sales record.
Reliability from experience . . .
the story of Leyland 'Specials’
Leyland Special Operation vehicles from
the Scammell plant at Watford hold a
specialist sector of the heavy haulage
market throughout the world. Scammell
have over half a century of experience in
the design and manufacture of vehicles
which have been successfully operated
on or off the road, hauling the heaviest
and bulkiest payloads. As the extra heavy
haulage specialists of Leyland Truck and
Bus, the Scammell Watford plant draw on
vast expertise in automotive engineering
and a wide choice of unit designs from
within the group as a whole. The group’s
experience in overseas markets and in
specialist vehicle engineering for the
military give Scammell a strong ’back-up’
technology. But Scammell’s history in
specialist vehicle development stretches
way back - before joining the Leyland
group in 1955 - to the birth of the
articulated vehicle in the early twenties.
After the first Scammell articulated
vehicle was successfully demonstrated
in 1919, and subsequently road proven by
specialist coachbuilders Scammell and
Nephew Limited, Scammell Lorries was
formed in 1922 and prospered on the new
concept of articulated vehicles.
By 1927 Scammell had launched its first
cross-country Tank Transporter, the
Pioneer, a 6 x 4 machine each wheel of
which could be independently raised
609.6 mm (24 in) without twisting the
frame. Then in 1929 Scammell launched
the world’s largest truck, the 101.7 tonne
(100 ton) heavy haulage tractor. In 1933
the 'Mechanical Horse’ was announced,
a high manoeuvrability lightweight
articulated tractor featuring automatic
trailer coupling and the ability to turn
round in less than its own length.
A number of models were specially
adapted and developed for military
application during the thirties.
During the 1939-45 war, Scammell
supplied a substantial number of Pioneer
recovery tractors, Tank Transporters and
Gun Tractors.
As established experts in heavy
transport, professionals in military
adaptation and pioneers in all-terrain
vehicle technology, Scammell faced the
post-war growth years with considerable
confidence. Here was a British company
with an international reputation for
dependability set to link up with one of
Europe's biggest truck builders.
ScammeN's particular capability in the
market sector devoted to ultra-long life,
extra heavy duty and all-climate vehicles
extended Leyland’s coverage of the
commercial vehicle market place in this
demanding area.
After the war, Scammell turned its sights
on the heavy construction, oil drilling,
mining and logging industries and by
1952 the forerunner of today’s cross­
country heavies, the Constructor was
introduced.
The present day cross-country Super
Constructor went into production just
before Scammell joined the Leyland
Group in 1955. The on/off road
Contractor derivative was developed for
introduction in 1964.
The Bush Tractor and Nubian Major
models both stemmed from newly-formed
associations with AEC and Thornycroft,
while the Scammell 6 x4 Crusader was
introduced in 1969 and the Military 4 x4
in 1976.
Leyland 'Specials’ range for Military
Operations
Heaviest of the Military Specials, the
Leyland Contractor is available in military
form as a maximum weight Tank
Transporter..
The second vehicle down the weight
scale, but leader of the Specials’ in
cross-country capability is the Super
Constructor sold in military form as a
go-anywhere’ heavy recovery vehicle.
It is a 101.7 tonne (100 ton) gross
combination weight machine with
suspension and drive train uniquely suited
to all-terrain mobility. This is the vehicle
that comes to the rescue of the other
heavy off-roaders when the going is too
tough; it can pull a heavy tank up a 30°
slope with ease.
r*r . . . . . . . . .
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The Crusader 6 x4 is next in gross weight
capability. Models are available to cater
for 44.3/66 tonne (44/65 ton), on/off
highway. The main role for the vehicle is
heavy plant haulage for the Engineering
Corps up to 60.9 tonne (60 ton) gross
train weight, with a secondary role as a
light armoured vehicle carrier for the
Transport Corps.
Having a greater off-road ability than the
Crusader, the Leyland LD55 Bush Tractor
can haul gross train weights up to 66
tonne (65 ton) with construction plant
transport being one of its major roles.
An alternative version, the LD55 Dump
Truck, for handling payloads up to 14
tonne (13.8 ton) is fitted with a general
purpose body which features low body
sides for ease of loading by tractor shovel
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Fifth of the Spepials, the Nubian Major,
is an all-wheel drfve high speed *4
middleweight with 12 tonne (1 %8 ton)'
payload capacity. It is sold to the Militafy
as an Airfield Crash Tender and’eperates
at 20.83 tonne (20.5 ton) gross vehicle
weight. This vehicle has a highjjf *
developed lightweight flexible chassis
frame stressed to "ride the bumps” and
maintain wheel-to-ground contact at high'
speeds across country.
Sixth and lightest of the Specials is the
8 tonne (7.87 ton) capacity Leyland
Military 4 x 4 medium mobility logistic
vehicle. High power to weight ratio
permits sustained speeds of 80.5km/h
(50 mile/h) on road. This multi-role vehicle
may be equipped with a dropside body
for 6 NATO pallets, as an end tipper,
a crane loader or 10000 litre (2200
Imperial gallon) fuel tanker.

The Military Contractor is a three-axle
vehicle that will haul tanks up to 61 tonne
(60 ton) at geared speeds up to 74 kph
(46 mph) over a 480 km (300 mile) range
with a gradient ability of 1 in 6.4 (15.6%).
With an engine gross rating of 250kW
(335 bhp) which is efficient up to 3600
metres (11800ft) above sea level without
power loss, the Contractor’s bonnetted
layout is the epitomy of simplicity and
serviceability. The generous cooling
system allows successful operation in
ambient temperatures up to 48° C (118°F).
A special low-bed trailer is designed to
operate with the Contractor to make a
complete articulated Tank Transporter
vehicle. The Scammell-designed vertical
winch has been supplied in large
quantities to the British Army;
its inherently small drum width, on a large
diameter compared with smaller diameter
horizontal winches make it particularly
suitable for tank loading. It carries up to
131 metres (430 ft) of rope and an
interlock is provided to ensure that a
winch brake and cut-out device operate
continuously during loading so that over­
loading is prevented and run-back cannot
occur should the engine stop. A maximum
line pull of 50.8 tonne (50 ton) is available
by means of suitable sheaving but the
pull on the first layer is 15.2 tonne (15 ton).
The Contractor series with a gross
weight potential of up to 244 tonne
(240 ton) offers unparalleled reliability
inherited from a long line of Scammell
heavy haulage specials. The series
comprises seven basic models, ranging
from on-road 6 x 4 tractors to heavy
locomotives, operating under Special
Types legislation, home and overseas.
All are short wheelbase tractors with
alternative fifth wheel or drawbar
coupling. Gross weights covered are
from 86.3, 101.6, 111.7, 122, 152.4 and
182.8 tonne (85, 100, 110, 120, 150 and
180 ton) respectively for articulated
operation, or 111.7, 162.5, 193 and 244
tonne (110, 160, 190 and 240 ton)
respectively as ballasted tractors for
specialised heavy duty haulage.
This impressive line-up is further
augmented by the latest addition to th^
maximum train weight 244 tonne
(240 ton) on-highway model, which id
now available with the massive Cumminsl
317kW (425 net bhp) engine and the
Allison fully automatic five-speed
transmission, which combine to complete
a specification unrivalled in its class.
All-wheel drive (6x6) versions are also
available as dictated by demands of more
arduous all-terrain duty, covering special,
purpose military tank transportation.
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Series Versatility
Born of the renowned, but more
specialised off-road Scammell
Constructor chassis of the early fifties,
the Contractor is the epitome of rugged
reliability for super heavy haulage.
Models are adaptable from the basic
heavy road haulage layout into mining/
quarrying transport, logging and military
operations as well as contract haulage
for oilfield equipment. Typical Contractor
model applications include: Military Tank
Transporter/Logging Tractor - gross train
weights up to 86.3 tonne (85 ton).
Mining/Quarry transport - gross train
weights up to 152.4 tonne (150 ton).
Machinery Carrier - gross train weights
from 111.7 tonne (110 ton) upwards.
Road Train - gross train weights up to
162.5 tonne (160 ton). Extra heavy duty
haulage - gross train weights up to 244
tonne (240 ton) in single formation, or
488 tonne (480 ton) in double formation.
Within this model mix, engines of 250 kW
(335 bhp) and 317 kW (425 bhp) can be
matched to semi-automatic or 15-speed
manual gearboxes. Rear drive bogies are
of 30.5 tonne (30 ton) and 40.6 tonne
(40 ton) capacity.
Ip %
Contractor... the universal tractor for tank transporting
Transmission that takes the toughest
hauls
Contractor’s 40.6 tonne (40 ton) capacity
tandem bogie comprises axles each of
which has a 1355Nm (1000 Ibfft)
torque capability. The leading axle of the
tandem pair incorporates helical
transposing gears for the through-drive
and an air-operated lockable 4-pinion
third differential. With the standard "heavy
duty” axle ratio of 12.667:1, extra heavy
hauls are provided for by an optional
ratio of 15.788:1 made up of a 5.36:1 hub
reduction and a crown wheel reduction of
approximately 3:1. This provides a
tractive effort potential of over 27150kgf
(26.75 ton f ) - almost enough to lift a
maximum weight rigid vehicle and its load
vertically off the ground - definitely a pull
to be reckoned with!
Alternative drive ratios give the
Contractor a gradient ability of 1 in 5
(20%) with geared speed of 74 kph (59 mph).
Fifteen forward gears are available with
the Contractor manual gearbox, a
Fuller RTO 12515 twin-countershaft
range change unit giving ten uniformly
spaced forward gears plus an extra five
speeds in the deep reduction range.
As an alternative, a semi-automatic (two
pedal control) transmission can be
specified.
Power in plenty and at a modest
engine speed
With the Cummins NTC450 engine, the
Contractor easily tops the horsepower
league. Where 317kW (425 bhp) is
beyond the scope of the operation, the
250 kW (335 bhp) Cummins unit is
standard and, with the gearing provided,
is more than a match for the toughest hauls.
Power is protected from the worst
environments with a massive 406 mm
(16 in) dry-type cyclonic air cleaner which
handles the finest of dust particles and a
74.9 litre (1672 gallon) cooling system to
fight the highest of operating
temperatures. And for when fuel stations
are few and far between, a full 636 litres
(140 gallons) is standard on the
Contractor to give a good range even
under the heaviest hauls.
Chassis and 'extras’
There’s nothing fancy about the
Contractor’s frame, just parallel
sidemembers 300 mm (12 in) deep, 90 mm
(372in) flanged and a full 12.7 mm (7?in)
thickness of high yield steel! Up front, a
tri-level towing pintle is available for
shunting to a spot’ load. Front suspension
-r
is by straightforward semi-elliptic springs,
located by rubber bushes in the front
brackets and slipper mounted at the
rear ends. The rear suspension is again
by two semi-elliptic springs, centrally
mounted to form a two-spring bogie
suspension. Each beam is mounted to an
oil-bath trunnion and the springs are
slipper-ended and so relieved of axle
location loads.
Six rubber-bushed longitudinal radius
rods locate the rear axles to control
braking and driving forces; two panhard
rods control sideways location.
There’s so much that’s standard on
Contractor that other makers term
"extras” . . . 177.8 mm (7 in) wide rear
brakes with 19.05 mm (3/«in) thick linings
on the 30.48 tonne (30 ton) bogie,
203.3 mm (8 in) wide rear brakes with
19.05 mm (%in) thick linings and 16 stud
wheel location on the 40.6 tonne (40 ton)
bogie. There are smaller details too ...
tread plates on the front wings, gauze
strainer and tall vent pipe with air
cleaners for the fuel tanks and wire
guards for the vertical exhaust over the
full length of the cab. Cab equipment
includes a cooling fan, a multi-adjustable
Bostrom Viking driver’s seat with arm
rests, four headlamps, twin West-coast
mirrors and all external nuts and bolts
are zinc-plated for rust resistance.
That’s Leyland attention to detail!
Of course there are the real extras -
properly engineered optional fittings
which can convert the Contractor for a
multiplicity of purpose. Heavy duty power
take-offs, fifth wheel trailer couplings,
cab air conditioning sets, cab sun
canopies, roof-mounted searchlights,
ballast box body, power winches with
22.65 tonne (22.3 ton) and 36.2 tonne
(35.7 ton) line pulls and retractable
width markers at the front bumper.
These are just a few of the many
items available.
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The Military Super Constructor is an
all-climate prime mover good for 101.7
tonne (100 ton) gross train weight, fitted
with recovery equipment. There is a 25.4
tonne (25 ton) winch and a 10.17 tonne
(10 ton) crane that will double as a mobile
crane at base workshops.
Bare drum line pull capacity of the winch
is 25.4 tonne (25 ton) or 20.3 tonne
(20 ton) continuous along the entire
150 metre (492ft) rope length; it is
operated from the side of the vehicle with
additional controls to assist reeving of
the rope on the drum. Hydraulic operation
is used for both winch and crane (the
latter can lift 10.17 tonne (10 ton) at 2.4
metres (7.82 ft) from the rear of the
vehicle) for slewing, luffing and reach
motions. Maximum slew angle is 220°.
Retracting jacks stabilise the vehicle
during craning and a massive pivoted
spade holds the vehicle during winching.
The vehicle has a gradient ability of 30°.
With the spade down, a 40.6 tonne
(40 ton) pull on the vehicle can be
accepted in suitable ground.
The Super Constructor is Leyland's
high-mobility heavy off-road vehicle
series comprising three basic models;
a flatbed special equipment carrier for
oilfields, an off-road tractor and a military
recovery vehicle.
A derivative of the renowned Scammell
Constructor chassis of the early 1950’s,
Super Constructor... combines power with versatility
Super Constructor is one of the world’s
most versatile all-terrain heavy vehicles-
the universal choice of International Oil
Companies and Mobile Army Units.
All-wheel drive
Exceptionally large tractive efforts can
be maintained on soft and rough ground
via the all-wheel drive facility, which
employs a special 3-point
high-articulation suspension system.
Advanced winching equipment has been
developed for the alternative roles of
recovery and oilfield equipment loading/
haulage. Additionally, the vehicle can be
operated as a cross-country drawbar or
fifth wheel tractor.
Unique suspension
High mobility over rough terrain is
achieved with a unique pivoted front
suspension system. The arrangement is
considerably more sophisticated than
centre-pivoted front axles as featured
on agricultural tractors, since the pivoted
suspension frame also carries coil road
springs and dampers.
Deflection of the road springs, coupled
with a 584.2 mm (23 in) wheel-to-wheel
vertical displacement available from the
articulating axle and high flotation from
wide section low-pressure tyres, means
tenacious front wheel traction under the
severest ground conditions. At the rear
end, a high-articulation twin-beam bogie
suspension is featured, with centrally
mounted balance beams giving a
304.8 mm (12 in) fore/aft and a
431.8 mm (17 in) cross articulation at
the track centre.
Individual propeller shafts are used to
drive each of the three axles from a
mid-mounted single speed transposing
box attached to the rear of the gearbox.
The drive to the front axle is
disengageable and can be switched in
or out regardless of vehicle speed.
Powerful reduction gears were
developed for the Super Constructor’s
axles to allow only 2.4:1 crown wheel
reduction at the axle centres - a vital
factor in obtaining the high ground
clearance for which the vehicle is
renowned. Crown wheels are spiral
bevel and overall axle reduction is
10.25:1. Each axle is located by
specially designed fore and aft torque
arms and long transverse panhard rods.
At the apex of each torque arm is a ball
and socket attachment to the frame.
Both are of trailing configuration (unlike
the leading/trailing arrangement on some
two-spring bogie suspensions) to
eliminate torque reaction from the large
vertical wheel motions encountered in
cross-country operation. The bogie
suspension is completely non-reactive
so that braking and driving torques are
balanced out and weight distribution
undisturbed. Steel sliders in
phosphor-bronze housings at the end of
the main suspension beams of the rear
bogie are arranged to isolate the beam
from twisting and end-load.
Clutchless servo-shift gearbox
While the Super Constructor’s advanced
transmission and suspension design
caters forthe roughest of terrains, the
vehicle is nevertheless simple to drive,
two-pedal control and air gear-shifting,
power steering and servo braking all
make for lightness of control and ease
of handling.
The 8-speed semi-automatic gearbox is
the Self Changing Gears epicyclic RV30
unit, mounted behind a Fluid Drive 550
stepped fluid coupling for optimising
engine power and cushioning the
vehicle's drive line.
There are safety interlocks on the gear
shift to make driving foolproof.
A Scammell-designed direct pneumatic
control gear shift ensures only one gear
is changed at a time and maintains the
gear in any hand control position.
Gear shift is based on a ratchet-change
principle pushed back to change up and
forward to change down. A further
important safety feature is a governor on
the gearbox input shaft which prevents
changing down at excessive road speed.
There is also an interlock to avoid the
engine being started outside the neutral
gear position, and a push button
prevents accidental gearchanging from
a forward gear to neutral.
Power in all conditions
The Super Constructor is powered by a
205 kW (275 gross bhp) Rolls-Royce
C6TFL six cylinder diesel which produces
a massive 1060Nm (782 Ibf ft) torque at
only 1400rev/min. Air is drawn into the
engine via twin 254 mm (10 in) diameter
oil bath air cleaners, with twin
pre-cleaners-a system which can cope
with the most severe dust conditions or
even desert sandstorms. Engine exhaust
is carried vertically upwards behind the
driver’s cab. A massive radiator,
soft-mounted to the chassis for
protection on the roughest of terrains is
specified for the hottest tropical climates.
Detachable cast iron top and bottom
tanks are featured and the core is of
robust gill tube design.
Super Constructor extras
Special services on the Super
Constructor are well catered for by a full
engine torque power take-off from a
rearward flange coupling on the
transposing box. Any of the eight speeds
of the main gearbox are available.
Winches include the well-known
Scammell vertical spindle winch,
controlled by an air valve from the cab
and driven via the power take-off to
provide a line pull up to 15.2 tonne
(15 ton) with 131 m (430 ft) of 22.2 mm
(0.875 in) rope. Also available are
horizontal drum winches with a line
capacity up to an incredible 36.2 tonne
(35.7 ton).
 Crusader 6x4... high speed heavy haulage
with on-off highway mobility
Servicing made easy What keeps Crusader ahead Ease of service inspection even extends
The vehicle is packed with easy servicing Many super-premium specification items to the all-bolted chassis frame where
features; even the remarkably simple set apart Crusader when compared with main nuts are outward facing on the
engine change procedure is virtually conventional max-weight tractors. sidemember. Detachable engine cowl top
unmatched in civilian or military trunking Schrader valves at junction points in the and side panels allow easy removal of
vehicles. Besides a lift-up cab front panel brake servo lines simplify system service the engine/cylinder head. Removal of the
and hinge-open radiator which allow checks. Steel-braided flexible brake and entire cab takes less than two man-hours
access to engine front-end items like the fuel lines give extra protection for long and the operation is eased considerably
alternator, water pump and fan belt, life. Spherical spring-slipper pads ensure by the use of multi-point electrical
entire engine/clutch removal is twist-free suspension springs for connectors. An extra safety feature
extremely easy. This is via engine side the tandem bogie. includes a master switch on the side of
rollers which can be fitted to let the the chassis which totally isolates the
engine roll forward on the chassis vehicle's electrical system.
sidemembers and out through the Crusader front and rear suspension
radiator aperture. requires minimal lubrication and a split
spring hanger bracket arrangement allows
damaged front or rear units to be
Crusader 6 x4 is Leyland’s premium Although the crossmember at the rear of removed and replaced in a matter of The cab design reflects genuine
heavy haulage general service military the engine bay is used for power-unit minutes. The tandem bogie rear scientific consideration for driver
vehicle with on/off road capability. With mounting, removal of the engine need not suspension is of non-reactive design so well-being. Large flexible cab mountings
a high-mounted sleeper cab, Crusader is disturb this member. Secondary mounting that minimal interaction of braking and provide a soft damped ride without
fully equipped for long distance haulage of the engine/gearbox assembly is driving torques occurs between fore and uncomfortable side motions, which are
and has been designed throughout to by means of a transverse leaf spring aft wheel pairs. reduced by radius rods.
minimise service downtime. The long which helps to isolate drive-line vibration High mounting of the cab, with complete
wheelbase of the Crusader tractor is an from the chassis frame. insulation of floor panel and foot boards,
important feature in providing ride provides a comfortable working
comfort levels superior to conventional
short wheelbase high-cabbed tractors.
r environment with minimal noise intrusion.
There’s a pleasing wood-veneered fascia,
The sleeper cab featured on the Military two sections of which fold down to form
Crusader is appropriate to the very long meal trays, with recessed flask containers
hauls associated with general service for both driver and mate. These sections
transport. also give easy access to electrical
Coupling of extra long trailers is feasible equipment.
on Crusader as a side benefit of the Careful attention to detail covers such
very short cab front overhang. A carefully items as fingertip switching of horn and
stressed chassis frame is flitched to direction indicators from a 'hands-on-
achieve desired strength with minimum wheel' position, bottom-mounted screen
weight penalty beneath the turntable, wipers and an easy-to-read instrument
which is positioned for optimum display.
front/rear axle distribution of the
imposed load. The Military Crusader's 227kW (305 bhp)
Rolls-Royce diesel engine takes high
speed trunking in its stride.
A massive 1161 Nm (8561bf ft) torque
provides the hill climbing performance
and acceleration for which the model is Jfc
renowned. With 15 forward speeds in the
generously specified twin-countershaft
gearbox for the higher payload model,
drivers can cope with Almost any road
condition. Engine operating temperature
is optimised under all conditions by
automatic radiator shutters.
Safety and stability on the road results
from Crusader’s extra wide spring base
front axle, but at the same time there is
no compromise in turning circle. Steering
is light and easy with the power-assisted
recirculating ball type gear. Total brake
lining area is 7895 cm2 (1224 in2)
to give a comfortable margin against fade.
The two-line air braking system is
(
effective on all axles and first and
second axles are fitted with fail-safe
spring parking brakes.

As Bush Tractor or 25.6 tonne (25.2 ton)
gross Dump Truck, the LD55 is one of
the toughest 6 x 4 off-roaders on the
world market. Simply and sturdily built,
it has a tough all-steel cab,
uncomplicated normal-control layout
and a deep section straight-frame
chassis well able to tackle the most
difficult terrains. Throughout the world,
the LD55 works tirelessly in conditions
which defeat conventional heavy
haulage models.
LD55••• the dual role all -terrain vehicle for up to 66 tonne
(65 ton) gross train weight
As Bush Tractor, the LD55 is a chassis/ At the heart of LD55 Leader in its class
cab tractor with a heavy duty fifth wheel Powered by the 158kW (212bhp) The LD55 has a high articulation two-
coupling and/or drawbar trailer coupling Leyland AV760 engine, driving through a spring tandem bogie suspension which
designed for gross train weights of 66 431.8 mm (17 in) diameter single plate locates the double helical drive hub
tonne (65 ton) on-road, 50.8 tonne clutch and a 5-speed constant mesh reduction rear axles of 19.5 tonne
(50 ton) on bush-roads or tracks and gearbox, the LD55 has an 811 Nm (19.18 ton) capacity.
41 tonne (40.15ton) for off-road (600 Ibf ft) torque to provide a level of Front end protection for the vehicle is
applications. tractive effort which will overcome the provided by a robust sump guard and a
The LD55 690 Dump Truck has a toughest gradients and ground safety framework forward of the
14 tonne (13.8 ton) payload when fitted conditions. A 6th (overdrive) is standard radiator. The bonnetted cab features a
with the general purpose quarry body, on the Bush Tractor and optional on the reverse raked windscreen which avoids
which has a 9 m3 (11.75 yds) heaped Dump Truck, and a choice of power loss of visibility during loading operations,
capacity with twin tipping rams,underbody take-off arrangements is available. and eliminates glare from the sun. A fuel
- mounted, providing a 70° angle of tip. tank of 182 litres (40 Imperial gallons) is
positioned across the chassis,
immediately aft of the cab, for maximum
safety when the vehicle traverses
rough ground.
Total brake lining area on the LD55 is
7100 cm2 (1100 in2) and spring brakes are
fitted to all four bogie wheels, actuated
by a hand control in the cab. As an
optional extra there is a tractor
protection valve in the airbrake system
with take-off points for two-line air
connections to the trailer.
In addition to the standard general
purpose body, heavy duty quarry and
coal carrier bodies are available, the
former having a heaped capacity of
18.3 m3 (24 yd3) and the latter having
double the capacity of the standard body.
 Nubian Major... a high speed off-road
middleweight equipped as a fire crash tender
Designed principally as a 20.83 tonne
(20 ton) gross fire crash tender, Nubian
Major is a highly developed all
wheel drive three-axle military chassis
with lightweight flexible frame and high
powered Cummins V-8 engine. Rapid
acceleration and all-terrain mobility
characterise the vehicle which is
purpose-designed for crash tender
bodywork.
Tailored transmission
A simple semi-automatic transmission
comprising epicyclic gearbox and fluid
coupling gives the benefit of two-pedal
control and a facility for fast gearshifting
at full engine power. The epicyclic
gearbox provides five close ratios to the
transfer box from which the front wheel
drive can be switched in or out whilst the
vehicle is on the move. Further speed
ratios are available in the transfer gearbox
which has either 1:1 drive or 1.26:1
reduction. Power-take-off is operable
while the vehicle is stationary or in
motion so that continuous foam
discharge can be-tnaintained as the
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Nubian pedigree... and purpose
Developed from the successful wartime
4 x4 Nubian Fire Crash Tender and
4 x 4 Military Load Carrier, the 6 x 6
Nubian Major is now operated by most
British Airways, municipal airports and
other airports around the world.
Specialised chassis equipment such as
an engine coolant pre-heater, sump oil
heater, and subsidiary heat exchanger
for the engine cooling system (using
bypass water from the fire pump), all
mark the vehicle for its special
operational role.
Bodybuilding par excellence
Six UK specialist bodybuilders are
approved to fit the fire-fighting
equipment to Nubian Major: Gloster Saro,
HCB Angus, Pyrene-Chubb, Carmichael,
Merryweather and Dennis, as well as
various overseas builders. Water
capacities up to 8190 litres (1800 gal)
with 1140 litres (250gal) foam compound
tanks are feasible with pumping rates up
to 24843 litres (5460 gal) per minute.
A jet monitor is geared to spray up to
3180 litres (700 gallons) per minute over
37 metre (220ft) jet range.
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Performance plus
Powered by the 14.82 litre 903 in3,
224 kW (300 bhp) Cummins V-8 diesel,
Nubian Major has power to weight ratio
of 11 kW/tonne r15bhp/ton) providing
exceptional accelerative performance to
International Civil Aviation Organisation
specifications.
Facility to 'hot' shift under full power is
another important advantage. And the
centrifugal clutch built into the fluid
coupling means a smooth get-away
without any power loss. Drive to all three
axles is an important asset under soft
ground conditions; Nubian Major is
designed to reach crashed aircraft well
away from airfield runways.
Direct-drive power-take-off on the
vehicle is on top of the main gearbox,
driven from the input shaft via an idler
gear stepping up 1.225:1-pto speed is
therefore dependent only on engine
speed. An air switch in the driver's cab
ates a multi-plate clutch for
ging the pto. A power output of
kW (150 bhp) at 3000 rev/min can
delivered - with no limit on duration -
with a torque capability up to 814Nm
OOlbfft).
With maximum gross weight of 20884 kg
(460001b), axle weights of 6100 kg
(134401b) front and 16474 kg (362881b)
rear provide generous load tolerance of
out of centre loads. Unladen weight of
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' e is 8086 kg (178101b).
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The Leylanfl 4 x 4 military truck is a Stopping power to match the corrosion prevention treatment and is
dia cowled cooling fan is crankshaft- structured to permit the installation of a
medium mobility logistic vehicle which is mounted and the radiator features a performance
first choice for today’s fast-moving Premium specification brakes of 419 mm roof-mounted machine gun.
header tank with expansion space; Driver comfort is assured by a multi-
modern armies. With a 134.2 kW (180bhp) total system capacity is 38.9 litres (16.5 in) dia are 178 mm (7 in) wide front
engine, the vehicle has an installed and rear providing an enormous lining adjustable single seat trimmed ■in black
(68.5 pints). An oil /water heat exchanger 'Ambla’ enclosing a non-sweat centre
power/weight ratio of 7.71 kW tonne is fitted to improve lube-oil temperature area to protect against fade. Actuation is
(10.5 bhp/ton) at 16.25 tonne gross via a full air servo-system, with spring panel of brushed nylon. Foam-backed
control. trim panels keep interior noise to a
vehicle weight giving a maximum level Transmission is via a 12 in dia twin plate chambers for all brakes.
road speed of 85.5 km/h (53.4 mile/h). An engine-driven compressor charges minimum and double-action suspension
clutch and Turner M6-476 six speed dampers on all four wheels provide an
This multi-role all-wheel-drive truck has synchromesh gearbox. Drive to both axles the system through a wet tank with
been developed for on and off road automatic drain valve. A dual line foot excellent ride.
is via a Rockwell T-226 transfer box with
operation, and is convertible from cargo two-ratio facility (1.00 and 1.62:1) and a valve controls service brakes and a
dropside to tanker or end tipper. disengageable power-take-off. hand valve the parking brakes, with both
It will maintain sustained cross-country Rockwell-Maudslay hub reduction axles systems acting on all four wheels.
speeds from 20-30 km/h (12.4-18.6 are featured front and rear, and front Brake lining thickness of 19 mm (0.75 in)
mile/h), with a nominal cross-country steer axles have constant velocity joints is exceptional for this class of vehicle,
range of 549 km (341 miles). of the ball and track type. Final drive ratio giving long intervals between overhauls.
High power, outstanding acceleration is 6.563:1. Built with the crew in mind
A gradient ability of 1 in 3 or 1 in 4 with Axle load capacities of 8.0 tonne front Recirculating ball power-assisted
an 8 tonne gross weight trailer in tow is and 11.5 tonne rear give one ton steering gear gives 5.3 turns of the
available from the Perkins V8-540 tolerance for eccentricity of loading on steering wheel lock-to-lock;
naturally-aspirated diesel which develops the 16.3 tonne gross vehicle weight. a between-kerb turning circle of 19.2 m
544 Nm (400 Ibf ft) torque at 1650 The standard drop-side body is (63 ft) is obtainable. The two-spoke
rev/min. Maximum tractive effort of designed for 6 NATO pallets and can steering wheel provides an excellent
5840N/tonne (1340Ibf ton) gives the accept normal lorry-mounted cranes. view of the instrument panel which is
vehicle outstanding accelerative Alternative end-tipping or 10000 litre positioned immediately ahead of the
performance; top gear time from (2200 gal) tanker bodies can be fitted. driver; light switches however are
30-70 Km/h is only 39 sec. separately mounted on the windscreen
Fuel consumption is 3.04Km/ I The 204.3 litre (45 Imperial gallon) fuel header rail. An auxiliary centre-mounted
(8.56 mile/gal) on road, falling to tank provides a range of 550 km (340 warning lamp panel is hinge-mounted to
2.68 Km/ I (7.48 mile/gal) cross-country. miles) while fully damped suspension give access to the fuse box.
The Perkins V8-540 engine is an 8.84 litre front and rear ensures optimum ground/ The all-steel 3-crew cab is generously
(539.1 in3) unit featuring Simms Minimec wheel contact. The turning circle is trimmed, tiltable for engine access and
fuel-injection pump. Cooling is by a 5-row exceptionally small for a four-wheel provided with additional access panels
0.42 m2 (4.6ft2) radiator pressurised to drive truck at 19.5 metres (64 ft) in the engine tunnel for minor service
0.48 bar (7 lb/in2). The 584 mm (23 in) between kerbs. tasks. The cab receives a 23-stage
%
Contractor 6 x 4
Basic
On off road 6 x 4 tractor for up to 244 tonne
(240 ton) gross weight
Variants
a) A high speed on-road articulated tank transporter
with off-road capability at low speeds
or
b) An extra heavy haulage general service drawbar
tractor with slow speed gross weight capability of
. 244 tonne (240 ton) and - in suitable combination -
up to 488 tonne (480 ton) gross weight
Super Constructor 6 x 6
Basic
Cross-country 6 x 6 tractor for all-terrain operation,
hauling up to 101.7 tonne (100 ton) gross weight
Variants
a) An all-terrain recovery vehicle with a 12.2 tonne
(12 ton) crane and 15.2 tonne (15 ton) winch pull
capacity
or
b) A heavy duty cross-country motive unit for
gross weights up to 101.7 tonne (100 ton)
Crusader 6 x 4
Basic
An on-road tractor for up to 61 tonne (60 ton)
gross train weight
Variants
a) A heavy haulage general service tractor with
maximum gross weight capability of 61 tonne
(60 ton) typically 35 tonne (34.4 ton) payload, for
use by the British Army Royal Engineers
or
b) A long range haulage tractor with sleeper cab
for high speed trucking at up to 38.6 tonne (38 ton)
gross weight typically 20 tonne (19.7 ton) payload
for the British Army Royal Corps of Transport
LD556x4
Basic
An extra-rugged vehicle for on off highway
haulage up to 66 tonne (65 ton) gross train weight
and 40.8 tonne (40.15 ton) gross vehicle weight,
off-highway
Variants
a) A 14 tonne (13.8 ton) payload off-road Dump
Truck with quarry body
or
b) A 66 tonne (65 ton) gross weight Bush Tractor
for on-highway operation or 40.8 tonne (40.15 ton)
gross weight off-highway for haulage of
construction plant and similar payloads
Nubian Major 6 x 6
Basic
A 20.8 tonne (20.5 ton) gross vehicle weight high
speed off-road Aircraft Crash Tender
Leyland Military 4 x 4
Basic
An all-terrain load carrier of 16.3 tonne (16 ton)
gross vehicle weight
Variants
a) A medium mobility multi-role Load Carrier for
8 tonne (7.8 ton) payloads
or
b) Tanker Tipper application with full torque power
take-off facility for special equipment