Dodge and Commer Oil-engine Conversions
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THE road test of the Meadows oil-engined Bedford 5-tonner, a report of which appeared in The Commercial Motor on February 20, aroused great interest, and operators of Dodge and Commer vehicles, for which conversion kits are also available, wish to know the extent of the modification's needed for the reception of the Meadows unit. G. E. Neville and Son, Ltd., Mansfield, Notts, the concern responsible for the kits, say that there are two versions in the case of Dodge chassis. The first concerns the Model 105, in which the Meadows 5.43-litre oil engine. normally set to develop 85 b.h.p. and 230 lb.-ft. torque, is derated to develop 73 b.h.p. and 180 lb.-ft. torque. It drives through a Borg and Beck II-in, clutch assembly.
In the case of Dodge Models 123 and 125, the engine is used at its normal rating, the clutch assembly having a I3-in. component.
A common form of engine mounting is used in these chassis, consisting of two Metalastik bonded-rubber sandwich-type units at the front, and bobbin-type mountings at the rear. The engine cowling is widened by approximately 3 in. to provide for the additional width of the Meadows engine, and readily removable engine-cover sections are introduced inside the cab to provide access to the fuel and lift pumps.
With the exception of the engine cowling inside the cab, )the sheet-metal work is unaltered and the chassis frame is not cut. In all cases 24-Volt lighting and starting equipment is 'employed.
Complete with exhauster, 24-volt dynamo and starter, this B16 conversion kit, in derated form, costs £534 17s. 6d., and in fully rated form, complete with Borg and Beck 13-in. clutch assembly, the price is £542 17s, 6d.
A fully rated unit with 13-in, clutch is used in the Commer chassis. The Meadows engine is carried vertically on Metalastik rubber-bonded mountings in a similar manner to that adopted on the Dodge chassis. It protrudes into the driving compartment, as with normal forward-control vehicles.
The metalwork in the cab is altered to provide for an engine cover with removable sides and top section, and the bench scat is rebuilt to form two separate seats. Whilst no alteration is made in the driving position, the hand brake is rearranged to lie closely alongside the engine cover on the driver's left.
The original header tank of the radiator is raised and provided with a water inlet to the rear. From the header tank the water passes through the original radiator, which is not disturbed, and into the inlet of the water/pump.
Another modification concerns the fan, which is arranged to be driven direct from the crankshaft pulley. A special cowl is built on to the radiator to suit the Meadows sixbladed fan.
The Commercial .Motor understands that Commer vehicles converted in this way have returned fuel-consumption figures of 17 m.p.g. when carrying 61-ton loads on the outward trip and returning empty. At the moment the price of the Commer conversion kit has not been definitely settled, but it is expected to be about £590.