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)RDS to Scratch
By Adopting a Simi Scheme of Rout\ine Servicir Expensive Major Outlays Repairs Can be Avoid
By P. G. TUCKER
WHEN dealing with vehicles that are 10 or more years old, it is not unreasonable to assume that maintenance will be heavy, and that the overall operating cost will be higher than that incurred with new vehicles of comparable .laden weight. On closer analysis, however, it has been found possible to revise this broad statement and to
• say that, unless the vehicles have . been grossly neglected, particularly in respect of regular and correct lubrication, there is no logical reason
;Why .a, 1939 machine should be sub
. , .
• ject to more breakdowns than a 1949 model.
All the components in a Bedford are renewable and fairly readily obtainable, so that there is little excuse for a vehicle being allowed to run with sloppy wheel bearings, excessively slack steering, or badly worn shackle pins.
Engine Exchanges
So far as the major components are concerned, Vauxhall Motors. Ltd.. runs an engine-exchange scheme whereby the operator can obtain a works-reconditioned engine for about £40: it is it connection with this. service that some operators cherisherroneous ideas of the economics of carrying out their own reconditioning.
One concern that ran its own repair section found, 'after careful analysis, that each reconditioned unit was costing E70, or nearly double the price of the factoryreconditioned unit. This certainly raises the point as to whether it is more economical to -put all repair work into the hands of a Bedford service depot, or to maintain one's own fitting section.
This question is usually resolved into one of fleet size, it being often asserted that whereas a large fleet would justify the employment of a staff of mechanics, the operator of B6 two or three vehicles is better advised to make use of a service depot.
If every member of the repair staff can be kept fully employed, has the requisite skill, and has the right equipment available, there is a strong case for the maintenance of a repairs section in the organization. Another point, and an important one, is that unpredictable repair work
can be undertaken with a minisinim loss of vehicle availability.
Investigations have shown, however, that if the staff be sufficient to. deal with all emergencies, there. is' great waste of manpower, taken over a period of, say, 12 months. Again, in the majority of cases, the standard of skill of .the average fitter is not high, and certainly not on a par with that of works-trained men.
The equipment available is not always all that it might be for expeditious and good workmanship, which is one reason why Vauxhall Motors, Ltd., makes available to Bedford operators specialized .. tools and equipment at net cost.
In North London there is an operator running 95 Bedford machines, most of which have covered 100,000 miles. Every one of these vehicles still gives excellent service, and in no case has age intro
duced troubles of frequent occurrence. The transport manager of the undertaking told me that he kept only two men on the service staff, and their job was mainly to see the vehicles off in the morning, and to effect only minor adjustments.
General maintenance and all repairs are carried out by a local garage, all machines being oiled and greased every 14 days, and sumps drained and replenished every 1,000 miles. This operator pays particular attention to tyre pressures, a feature which has a marked influence, not only on tyre wear, but on the chassis in general.'
One One particular case worth recording is that of an operator running a number. of 3-toimers, which were never loaded above 30 cwt. Complaints 'Avere-' made of excessive tyre wear, the rear tyres standing up for only 10,000 miles. Rear doors persisted in swinging open, and body repairs became far too frequent.
The explanation was that the tyres were correctly inflated for maximum payload and, of course, the suspension was designed to meet that loading. The cure was found by reducing tyre pressures and. by fitting lighter springs.
Correct and periodical lubrication of all chassis parts is, perhaps, the most important of all maintenance operations. Most breakdowns are brought about by sheer carelessness in not keeping the chassis parts correctly lubricated. A Bedford operator complained about the harshness of the rear suspension, and an examination showed that the rearspring shackle-pips had never been greased, simply because the body— which was a special one—made it impossible to apply the grease gun.
The unit-exchange scheme of Vauxhall Motors, Ltd., is excellent, but it applies at present only to engines of current manufacture. Why not to other major components, such as gearboxes and back axles?
The answer is that when trouble is experienced with either of these units, the time taken in reconditioning is comparatively small, and the work merely resolves itself into the replacing of faulty parts with new ones. It is not a. question of reconditioning, as with a crankshaft or cylinder block. Nevertheless, some Bedford dealers already have such a scheme in operation.
• A particular Bedford vehicle which had previously given .exemplary .sorvice developed -trouble in the direc
tion of broken axle shafts. The maker's fleet engineer suspected a slack bearing, but the operating concern, which ran its own service and repair section, was sceptical until' it was revealed that it was possible to give four complete turns to the bearing lock-nut.
Old vehicles frequently develop overheating troubles, and 'the • Bedford is no exception. The cause can usually be traced to impeded water circulation in the Cooling system.
Vauxhall Motors, Ltd., has., a special flushing device for introducing into the lower radiator lead. On applying this to the radiator of an engine which persistently boiled,a quantity of paper passed out with the water, in addition to a mass of scale and other contaminating material.
After this treatment the engine ran normally Similar radiator flushers are available, at cost price, from the Vauxhall concern.
Far too little attention is paid to the steering units, and although the necessary equipment may not be readily available, it is strongly recommended that such parts as steering heads, drag links, drop arms and track rods be periodically tested for crack's.
A system in vogue with some operators is to make the drivers responsible for greasing and oiling, and this work is frequently scheduled
to be carried out before the men leave on Saturdays. Usually thi arrangement is most unsatisfactory and a check has shown that drivers are far more concerned with being present at the " kick-off " than they are about ensuring that no lubricating point is missed.
As to the fuel consumption to' be expected from, say, a 30-cwt. Bedford, one large operator obtains an average rate of 9.6-10 m.p.g., the . vehicles having to make anything up to 60 starts and stops per day.
The Vauxhall concern puts at tho disposal of fleet operators the services of works-trained engineers whose job is to put the repair facilities of the operator on a correct footing. No charge is made for this Service, but it is Somewhat limited at the present time, and is thus mainly directed towards the bigger undertakings.
If I were setting out a policy for operators of Bedford vehicles, it would be this: Where vehicle availability is so vital that the overall costs of maintaining a repair staff is of secondary importance, the operator is justified in running his own scheme, always provided that his fitters are skilled and have the right equipment In the case of the small operator, who cannot afford to keep a Skilled titter and mate on the staff for what may amount to Occasional repair work, the obvious answer is the Bedford service depot, or, maybe, the local garage.