1936 Models Will Cost Less to Run !

8th November 1935, Page 141

8th November 1935

Page 141

Page 141, 8th November 1935 — 1936 Models Will Cost Less to Run !

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A Survey of Those Features of the Latest Commercial Motor Vehicles that have a Favourable Effect on Operating Costs and Revenue

By S.T.R.

" The Commercial Motor.Costs Expert THE experienced operator must view with mixed feelings the advent of another Commercial Motor Exhibi tion. He has a fleet, and the Show offers him an opportunity of bringing it up to date. At the same time, the Exhibition definitely depreciates the existing vehicles. The owner who has written down his assets in the appropriate fashion can view the latter aspect with equanimity. He is in a position to make purchases of new vehicles and discard his obsolete rolling-stock without seriously disturb

ing his balance sheet. '

Commercial vehicles, whether for goods or passengers, are purchased with the object simply of increasing tha efficiency of the fleet. In that connection, there is little difference in the points of view of the ancillary user, the haulier or the passenger-vehicle operator.

In considering the appeal of new vehicles, I can dismiss the sulrject of appearance in' few words, and in so doing I am not to he understood as attaching anything but considerable value to that factor. Commercial-motor manufacturers have, 'this year, devoted more than the usual ineed of attention to the matter of appearance.

Economy .of operation: is achieved principally by two factors present idthe vehicles on exhibition at Olympia, namely, provision for easier maintenance, and reduced unladen weight. So far as the first of these factors is concerned, the modern trend--and it is undeniably sound— is to concentrate on increasing the interval between routine mainteuance operations rather than merely to make parts accessible when those operations must be carried out.

A typical. example of this tendency can be cited in relation to brake gears. A feature of 1936 chassis, according to several makes, is the considerably increased thickness of the 'brake-shoe liners. They last much longer, so that the interval between brake-refacing periods is greater. At the same time, the design of the brake cams has been amended to enable these facings to be worn right down without removing the wheels or drums.

Improvements in Brake Drums.

The material of brake drums has received attention, and drum linings of Nitralloy or other .special wear-resisting metals are common, thus not only reducing the rate ot wear of the brake drums, but, as is perhaps more important, eliminating the tendency to grooving.. The area of brake shoes in contact with the, drums has been enlarged, thus again increasing the period of weal': Moreover, attention has been paid to the selection. of the material of facings of brake shoes, also with the object Of redueing the tendency to groove.

A similar improvement is to be noted in clutch facings. One maker of passenger vehicles claims that in his chassis these facings will withstand 75,000 miles of wear on urban bus services, which figure must be nearly a record. it does at least indicate that prolonged periods can elapse between occasions on which clutches must be dismantled for refacing.

In engine design the use of Stelae seatings for exhaust valves, a novelty at the previous Show, is general in 1936 models. This fact portends longer life of those seatings and a considerable extension to the periods which can be allowed to elapse in between one refacing and the next.

The use of renewable linings for cylinders, these linings also of special metal, is another feature having a similar end in view. This has; however, a double effect, so far as economy is 6:dicer/led: Not. only does it extend the time to the need for reboring; but it saves petrol and oil.

The bearings of oil engines arearaStly improved in .cornpariarm with thoSe:.current-in 1933; and,with the same end

in view, there are detail improvements in the oil-injection apparatus. A particular feature of oil engines which must not pass unmentioned in this connection is the use of fuel filters, which can be cleaned without being moved or even opened up.

In the other direction of improvement—the diminution of unladen weight for a given load capacity—some striking developments, all contributing to reduction in operating costs, are to be noted. Undoubtedly, the most important line of progress is in respect of those vehicles which, whilst capable of carrying 4-5 tons of pay-load, come within the limit of 2-i tons unladen weight. This, of course, is the dividing line between vehicles which may legally travel at 30 m.p.h and those which must not exceed 20 m.p.h.

A good deal of its importance in respect of operating cost is due to the fact that the greater the annual or weekly mileage of any motor vehicle, the less is the cost per mile. This fact can be illustrated most strikingly by an example. Assume a common case: the operation of a ileet of vehicles carrying 4-5-ton loads, but Of old-fashioned type, thus coming outside this limit of unladen weight.

Cost of Running a New 4-5-tormer.

The maximum mileage per eight-hour day 'can be taken as 120, allowing a couple of hours for stoppages, delays, loading and unloading. That figure represents 600 miles per five-day week and the cost per mile, according to The Commercial Motor Tables of Operating COsts,.-is 6.09d. With a new machine, carrying the same load, but weighing under 23.. tons unladen, 180 miles per day, or 900 miles per week, would be practicable. The-cost per mile is then only .5.43d., a saving of rather more than /el. per mile. (This comparison takes no account of the saving in taxatioa on the lighter vehicle.) it is assumed, of course, that work can be found to enable the maximum mileage to be covered during the week;

The reduction in unladen weight is of advantage to the operator, no matter what type of vehicle he customarily uses, and it is of corresponding interest to note that it is exemplified throughout the whole range of load capacities. Many eight-wheeled machines carry 15 tons; six-wheelers, 121 ton's, and the four-wheeled maximum-load vehicle can be loaded with 8 tons. In these vehicles, the advantage over the older type is the extra ton of pay-load. A new vehicle, in actual fact, gives the Operator free transport of a ton of goods every time it makes a journey ; that is, as compared with an older and heavier machine.

Economies of Maximum-load Vehicles.

Here, again, it is of interest to cite a particular example

of economies made possible. The cost of operating a maximum-load four-wheeler, on the basis of a '600-mile week, is 8.32d. per mile, or slightly less than £3 ,10s for a 100-mile journey. If the vehicle carries' Only 7 tons, • the cost is 10s. per ton. Many 1936 models will carry 8. bins and thus cost only 8s. 9d. per ton.

it is safe to say that, taking into consideration the saving in maintenance, resulting from improved design to that end', from economies in fuel, oil and weer of tyres, and from the extra load capacity of these new goods vehicles, the purchaser of a 1936 machine can anticipate a saving in operating cost of not less than 10 per cent., and sometimes More, as compared with the use Of older ones.

In coaches and buses, development has followed the iamb. lines. In place of additional weight-carrying capaCity, the operator is offered vehicles more scientifically planned, 'so' 1 3 give him either more seats. per vehicle or better' accommodation for the same number of seats.

1936 Models Will Cost Less to Run !

Page 141

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