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FORDSON V8 with a BE

12th April 1935, Page 60
12th April 1935
Page 60
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Page 60, 12th April 1935 — FORDSON V8 with a BE
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)CKHOUSE SEMI-TRAILER

Subjected to Test

Road Test No. 212

THE inclusion of the eightcylinder chassis in the standard range of goods vehicles marketed in this country by the Ford Motor Co., Ltd., is a comparatively

recent event. Still more so is its employment with a semi-trailer. Accordingly, it is natural that an operator acquiring a machine of this type would do so with the feeling that he was embarking upon a course that was in the nature of an experiment, there being available but little information concerning the performance of such outfits.

For this reason, we willingly accepted an invitation from J. Brockhouse and Co., Ltd., to conduct a test of an outfit, consisting of a Fordson VS tractive unit, coupled to one of this concern's Kwikfiks semitrailers carrying a pantechnicon body, built by the Metropolitan Transport Supply Co., Ltd., the owner of the vehicle, which concern kindly agreed to lend it for the purpose.

Before proceeding with our re port, however, we wish to point out that, for a number of reasons, it must not be . regarded as strictly representative. It will be noted from the accompanying specification table that a non-standard axle ratio was employed. Moreover, the circumstances of the test afforded the maker of the tractive unit no opportunity of co-operating in its execution.

With a load capacity of 4-5 tons, the vehicle weighs, unladen, under four tons. In view of the size of the body, this represents something of an achievement in bodybuilding, whilst a portion of the credit is also due to the chassis builder. The weight, of course, includes the rocking carriage with its quick-coupling mechanism, the jockey wheels and the lifting gear, whilst it should be noted that the trailing unit is of the heavier dropped-frame type.

The Ford VS engine has gained much fame and enjoys great popularity in private-car circles. In view of this fact, of its high power output, of its flexibility and of the smooth-running properties of the type, we anticipated a performance of a high order. We were not disappointed. Fully to appreciate the qualities of this power unit, however, one must experience them.

Without sound or vibration, a surge of power is the instantaneous response to a touch of the accelerator pedal. The acceleration at the driver's command is exceptional and provides a valuable advantage in enabling him to take every opportunity that a momentary opening in the traffic affords for overtaking other vehicles. Furthermore, it greatly lessens the difficulty of maintaining a high average when the 20 m.p.h. limit must not be exceeded.

As is shown in an accompanying graph, 30 m.p.h. can be obtained from rest in about 24 secpnds. This is better than the average for the 2-ton class, based upon the results of past road tests which we have conducted. A graph showing these average figures was published in this paper, dated August 10, 1934.

In respect of hill-climbing, we were compelled to limit our observations to a restart on a gradient of

about 1 in 9. This was accomplished effortlessly in first gear and was found to be practicable in second gear without undue slipping of the clutch. From the driver, employed by the Metropolitan Transport Supply Co., Ltd., who accompanied us and who takes this vehicle regularly between London and Exeter, we learned that it invariably makes the ascent of Frome Hill— about 1 in 7, and so situated that it cannot be rushed—in second gear at a constant speed of 12 m.p.h.

Our consumption test gave a return of 9.8 m.p.g., a rate that was corroborated by a personal inspection of the records kept by the owner of the machine. In considering this consumption, it must be remembered that these records are for journeys that involve crossing London from east (Bow) to west, or vice versa, on every journey.

In view of the fact that the Fordson chassis in other respects is similar in specification to the 2-tonner, which was described, and its performance reported, in The Cornmerria2 Motor, dated May 4. 1934, there is no need to deal with its other features

The Brockhouse semi-trailer is equipped with Dewandre vacuum brakes, which are operated by a cylinder mounted on the chassis of the tractive unit. Two points in favour of this practice are the avoidance of adding equipment to the trailing unit, which is of importance when more than one is generally employed with a single tractor, and the minimizing of the length of the pipe line. The braking force is transmitted through the king-pin mechanism.

While on the subject of braking, the results we obtained are shown in an, accompanying .graph and may be considered as quite satisfactory.'

During our negotiation of the thick London traffic, through which we passed on our outward journey from

Bow, innumerable occasions when quick retardation was essential

arose, and these alone satisfied us with regard to the efficiency of the braking systems. The vacuum valve is opened by a control mounted on the brake pedal plate.

The graph figures show an efficiency of about 40 per cent. An investigation of the adjustment of the vacuum-brake mechanism, however, revealed that an improvement could easily be effected, but the policy of the owner of the machine in to set the gear to give maximum safe retardation without affording a violence of application that might have .harmful effects upon tyre wear, or prove likely to accelerate depreciation.

In connection with the former point raised above, namely, the use of more than one trailer, three are operated, in this case, with the Fordson. One is unloaded and loaded at Exeter and another fn London, while the third is on the road, an arrangement which is proving highly economical. It is of interest to add ' that, at the farther point, only one loading bay is normally available; thus, when the driver arrives with one trailer, before he can park it in this bay he must move the other— a process that has involved no less c40

than six coupling or uncoupling operations by the time he is ready to depart on his return journey. However, the Kwikfiks gear, in conjunction with the easily operated jockey wheels, facilitates his task immensely, and only a matter of minutes is necessary for the whole series of operations.

During our test of the outfit, we timed an uncoupling operation and observed the jockey wheels screwed down to lift the front of the laden trailer by one man, the attachments disconnected and the tractor drawn clear in under 11 minute.

Even more impressive, however, was the connecting of the two units, when at less than a right-angle to one another. With the trailer front just high enough for the lower end of the rocking carriage turntable plate to slide below it, the motive unit was backed into position from the side, lifting the trailer as the rocking carriage levelled itself. An

accompanying picture was taken while this feat was being accomplished. A little care is necessary, but there appears to be no risk of overturning the trailer 'or damaging its support, whilst the 45-degree jaws of the plate guide the king-pin safely into position. The screw gear by which the jockey wheels are controlled is one of the easiest to manipulate we have encountered; 20 turns of the handle lower the wheels to the ground, and five more are required to relieve the motive unit of weight.

Another point about the trailer chassis is the use of progressive springs in the suspension of the trailing axle.

In so far as the road worthiness of the whole outfit is concerned, we have nothing but praise for the manner in which it smoothly traverses badly surfaced roads. It is light to steer and rounds corners in a manner that demands little exertion on the part of the driver, and creates an impression of entire security.

For certain classes of haulage, this type of outfit meets requirements admirably. Although, as pieviously mentioned, the use of the V8 engine is experimental and, in some respects, may show little advantage in the long run over the normal Ford four-cylindered engine, other than in relation to its remarkable accele• rative powers and luxurious smooth running, our impressions of the behaviour of this motive unit and of the Brockhouse semi-trailer were most favourable. _Furthermore, the selection of these units by so . prominent a concern as the Metropolitan Transport Supply Co., Ltd., is itself a recommendation.

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Organisations: SEMI
Locations: Exeter, London

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