Dana makes it to the UK OE market
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Who uses what? Survey by Bill Brock
SHORTLY after the turn of the century — in 1902 — Spicer invented the constant velocity universal joint and later with Dana's business accumen began to manufacture propshafts for the rapidly growing automotive industry. This formed the base of the Dana Corporation's international manufacturing, which now runs to hundreds of different products.
The Corporation's interests are divided between industrial and automotive products. On the commercial vehicle side represented by the TurnerSpicer Drivetrain Group, the range includes .gearboxes, clutches, driveshafts and pt-os. The Drivetrain Group has three factories. They are at Wolverhampton, Northampton and Colne. All divisions produce components used by British and European vehicle manufacturers as original equipment.
Although the complete range of American transmissions is available, production here concentrates on the light and medium-weight range, catered for by four, five and six-speed boxes with input torque capacities ranging between 136 to 680Nm (100 to 5001b ft) covering a vehicle weight from 3.5 to 32 tons and a 10-speed gearbox with input capacities up to 1,630Nm (1,2001b ft) rated at 27 tons to 44 tons and above to 150 tons.
Choice of drive-line components is determined by the characteristics of the engine, the gross weight of the vehicle and the type of work it will have to do.
The crankshaft converts engine power into torque which, in a conventional drivetrain, is relayed to the drive wheels via the clutch, gearbox, propshaft and axle differentials.
Versatility and flexibility are obtained by the provision of a range of gear ratio options to match different axle and tyre combinations.
In production vehicles, however, it is more normal for the manufacturer to rationalise on one or two gear spreads and ring the changes with the axle gearing.
About 10 to 12 per cent of off-road running, which puts a greater strain on all of the drive-train compbnents, is allowed for in normal operation. Regular off-road use might mean that the next-sized unit should be specified or that the existing units should be modified to suit the heavier stresses.
Turner-Spicer's main success has been with the five to 24-ton vehicles, but Leyland's decision to take the SST-10 unit for its new Roadtrain and Constructor models has been a major breakthrough in gaining acceptance for maximum weight premium vehicles.
At the light end, Dodge offers wide and close ratio versions of the T5 200, a five-speed synchromeshed box matching the Perkins 4 236 and 6 247 diesel engines and the Chrysler 225 petrol unit specified in the 50-Series ranging from 3.5 tons through to 7.5 tons ovw.
For all the D-Series, still made for export and dispatched in CKD kits, Ford uses the 15 300 rated for light and mediumduty vehicles up to 19.7 tons gvw.
Leyland Vehicles specify four and five-speed boxes in their Bathgate models. Terrier models rated at 6,610kg, 7,500kg, and 9,660kg maximum design weight give a choice of either the T4 200 as standard or the T5 200 with overdrive as an option, while the T5 300 is standard on normally aspirated Boxer and Mastiff models up to 16,260kg. The T5 400 is standard on turbo charged Boxer models and on the Mastiff.
Bedford too uses the T5 300, on its TK 860 to 1260 4x2 rigids and the new TL equivalents. Heavier models in these ranges employ the T5 400 boxes with overdrive ratios. The TM 1700 equipped with Bedford 8.2-litre Blue Series diesel engines rated at 113.7kW takes the Tbrner 6-400, a six-speed box with synchromesh on all ratios except first, which is a constant mesh gear. At the top end of the weight range, the TM 1900, a 4x2 rigid vehicle designed for drawbar work up to 40 tonnes, and the TM 3800 tractive units, are equipped with the Spicer SST 10. Because of its weight advantage when fitted with an alloy body it is popular with the oil companies. It is also specified by ERF on the lightweight B Series while Seddon Atkinson uses it on the 401 and Sandbach Engineering (Paccar) includes it in the specification for the Fleetmaster.
Specialist manufacturer Hestair Dennis also specifies Turner gearboxes and makes use of the pt-o facilities positioned at the side and rear, for some fire fighting and refuse collection vehicles.
Shelvoke and Drewry's Revopack and Maxipack municipal range make use of five and six-speed boxes from the 400 range.
A significant breakthrough has been made into the off highway market by the application of a modified 14 200 to the latest JCB back loader.
Not surprisingly, the Clutch Division, a title embracing clutch, service, parts and Chelsea pt-o production, also supplies to all major UK bus and truck manufacturers.
Clutches first introduced in 1972 and made under licence claim over 60 per cent of the heavy vehicle market over 26 tons, but are also fitted to vehicles down to 16 tons supplied either as first or second choice to all UK manufacturers.
By including a clutch in the drive-train, changes of gear ratio can be made while inter
rupting the torque transmitted from the crankshaft. Its efficiency to transmit torque relies on a combination of the coefficient of friction contact area, pressure between the plates and the mean radius of the friction discs.
Turner-Spicer manufactures two clutch sizes, 14 and 151/2 inches in diameter, and two types manual and selfadjusting with either organic or higher friction ceramic disc material. Automatic adjustment is proving to be the most popular and now represents about 70 per cent of production. The twin-plate, pull-type clutch allows good leverage, and automatic adjustment ensures consistent clamp load throughout the life of the component.
Ford's Transcontinental, Leyland's Roadtrain and Tiger coach, Bedford's TM range powered by six and V8 cylinder engines, Seddon's 300 and 401, ERF export models and all types of vehicle produced by Sandbach Engineering are fitted with Dana clutches.