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A "Pick-up" in the Rough

14th April 1950, Page 37
14th April 1950
Page 37
Page 37, 14th April 1950 — A "Pick-up" in the Rough
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How a Ford Pilot Pick-Up

Overcame Adverse Conditions on a Run Embracing

a Famous Trials Route

By Alfred Woolf, B.A.

PURELY personal observations, like wholly technical dissertations, are not entirely satisfactory evicl..•nce upon which an intending operator can base his judgement of a particular vehicle. Nevertheless the opportunity of accompanying a new version of the Ford Pilot pick-up on a severe test in Devonshire last week-end was gladly accepted aa a method of assessing its performance under severe conditions.

Based on the well-known Ford Pilot chassis, the vehicle has a roomy cab and an open load-carrying section. The wheelbase is 9 ft. OL in. and the body is 6 ft. long. 3 ft. 11 ins, wide and 1 ft. 9 ins, deep from the floor level to the top of the 2-ft. 8-in, high sides, thus differing from that described in "The Commercial Motor" dated November 25, 1949. A load of 10 cwt. may be carried, although the body is obviously arranged for bulky rather than heavy loads. All-metal construction is used for the body which has a hinged tailboard and neat square sockets in the sides for the erection of hoops to carry a canvas tilt

Designed for Overseas Built by P. and S. Motors, Ltd.. Teddington, Middlesex, the vehicle has been specially designed for use on the Gold Coast and in Africa generally, by F. A. Thompson, Ltd., London, E.C.3. Intended for use by an owner-driver as a vehicle of general utility, it retains the driving compartment of the Pilot private car, which includes a benchtype front seat and comprehensive equipment and instruments. Space for personal effects is provided behind the front seat and under the dashboard. Such items are important in view of the likelihood that the vehicle would normally be used to provide fast transport for officials, farmers and others to distant towns and yet enable quantities of any kind of commodity to be carried on the return journey.

The performance of the vehicle was therefore tested under three conditions. First carrying 10 cwt. of sand as well as a crew of three and 60 lb. of equipment, then with a load of 5 cwt. and lastly unladen, apart from the driver and passengers. Unladen weight was found to be 30 cwt., petrol and water weighed 109 lb., and passengers 470 lb.

Top-gear Performance

In the fully laden condition, the vehicle impressed me by its ability to surmount main-road gradients of the order of 1 in 20 in top gear athigh speed. Alternative ratios of 4.11 to 1 or 3.78 to 1 are available in the rear axle, and the test vehicle was fitted with the higher. Main-road running with the load proved entirely satisfactory, rapid cornering along the winding roads of Somerset being encouraged by the absence of roll and the safety of the hydro mechanical two leading shoe brakes. The suspension, by the transverse semi-elliptic springs, was excellent.

On Easter Saturday the Pilot was used as the official car in the Land's End trial, now limited to a 60-mile run over a course in the Lynton-Minehead district. Opportunity was thus afforded to see how this quite standard commercial vehicle would respond to conditions picked for their severity. In deference to the reported exceptional conditions resulting from a prolonged period of rain, half the. load was removed, and the Pilot, with its crew of three, set off to open the course for the Motor Cycling Club, a few minutes ahead of the first motorcycling contestants. Leaving the main road to begin an assault on the notorious Beggars' Roost. a steep and winding path surfaced wilh 16ose flint, it became evident that a mistake had been made itt retaining tyre pressure of 34 lb. per sq. in., in the 6.50 by 16 equipment, and wheelspin brought the vehicle to an unintentional halt. Undeterred by this, the route was followed and the next hill, Barton Steep, characterized by a greasy mud surface, a maximum gradient of 1 in 4 and several sharp turns, was surmounted with ease, speed scarcely dropping below 25 m.p.h. A stop-and-restart test was made at the top, the vehicle getting away easily, despite both curve and gradient. Subsequently, Southernwood, Hookway and Stoney Street were negotiated at speed.

Up 1 in 21 Gradient At Porlock an assault was made on Doverhay hill, a long climb culminating in a sharp turn and a 1 in 2.1 gradient with a loose-earth surface. By somewhat extreme methods, bearing in mind the theoretical maximum gradient of 1 in 4 climbable with the high axle ratio, the hill was surmounted although for a moment the engine almost stalled. Under the conditions the particularly robust commercial vehicle clutch of 11 ins, diameter was welcome.

It was obvious throughout the test that the axle ratio in use was unsuited to the conditions, and only the propensity for revving which the 3,622 c.c. engine revealed overcame this drawback. The eight-cylindered sidevalve engine produces 85 b.h.p. at 3,500 r.p.m., but the engine speed exceeded this figure frequently. No signs of distress were forthcoming despite brutal treatment.

0 to 30 m.p.h. in 6 Secs.

Marshalling duties were required of the crew of the Pilot during the trial and the test had temporarily to be abandoned. On the following day. acceleration tests revealed that the vehicle had not suffered, and 30.m.p.h. was reached from rest in 6 secs. in first and second gears. Acceleration from rest to 50 m.p.h. through the gears gave a best figure of 12.4 secs.

A series of braking tests from 10 m.p.h. were made and a consistent stopping distance of approximately 36 ft. was obtained. Fuel consumption, measured over 40 miles of main-road running covering Porlock and Countisbury hills, both including gradients of I in 4, approximated to a rate of 16 m.p.g. Marks made on the body and cab before the start of the test to indicate any distortion showed that none had taken place.

Night driving proved pleasant with the excellent headlights fitted, and their ease of adjustment was valuable. In the unladen condition, the power of the engine was such as entirely to eliminate the need for gear-changing for long periods, top gear sufficing for all con

ditions. Tractability in • all circumstances was the outstanding feature of he Pilot pick-up.

Tags

Organisations: Motor Cycling Club
Locations: London

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