HELP FOR HAULIERS.
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The Economies in Running Costs and Maintenance to be Secured Only by Choosing an Entirely New Vehicle.
/T IS well worth the while of every user of commercial motor vehicles, and hauliers as much as any, to pay a good price for his chassis—and body too, for that matter—although at the moment I am mainly concerned with the "works of the car. It is advisable not only to pag. a good price, but to buy a new machine, and not merely a new one, but also one of most modern design.
Some of this advice will be recognized as simple common sense, of course. Certainly, the wisdom of paying a good price, as one means of ensuring the acquisition of a good article, needs no advertisement, here or elsewhere, concerningpiotor vehicles or safety razors, houses or rabbit-hutches. That it is also desirable that the chassis purchased shoulct be a new one is, perhaps, not quite so obvious. There may be room for argument on that score. At least, it has to be admitted that there are many good second-hand machines always to be had, particularly from those manufacturers who are reconditioning their own war-returned vehicles. Still, a new machine is better. The view that it is the most modern machine which should be chosen will, I know, not merely be regarded by most readers ae calling for explanation, it is likely to be challenged outright. Nevertheless, I hold to it, and have some realand definite grounds for my belief, although I am also bound to admit that my own realization of the fact, or at least of its present importance, is of recent -growth, actually presenting itself with full significance only the other day, when I learned something new about running costs.
Last week, you may remember, The Commercial Motor was given up almost entirely to consideration of light vans. The Editor, with the brutal lack of consideration which, I may say, is characteristic of editors as a whole, only informed me of the fact the day before he usually expects (but seldom receives l—En.) this article from me, and at the same time demanded some figures of running costs for that type of vehicle. Which was all very well, but our running coats were due for most drastic revision before being published again. The cost of materials, labour, chassis—indeed, everything appertaining to the operation of a commercial vehicle—has decreased considerably during the time which has elapsed since our last publication of these costs. The prices now current, however, appear to be nearly stable. That is to say, we seem now to have reached what will most likely prove to be the after-the-war normal level of expenditure in this direction. I felt, therefore, that the next published wale of costs would be valuable for purposes of reference for some time to come, so that the importance of being exact, always considerable, was this time more so than usual. Its compilation involved an unusual degree of labour, including a thorough examination and sifting of all my records bearing on the matter, records dating back, by the way, to 1905. Hence my annoyance with the Editor, and hence too, my discovery.
Both running costs and standing charges are considerably less to-day than they were the last time I revised them tables—nearly a year ago. Decrease will be noted in nearly every item of the former, and in at least two of the latter. These were to be expected. Tyres are cheaper, as are materials and labour (affecting maintenance), while the considerably reduced first cost of new vehicles has its corresponding effect on the figure for depreciation, as it has on that for interest. Wages are lower. The cost of a licence, however, is as yet unaltered, and there is little alteration in the charge for rent. Insurance has actually increasedl but as I had foreseen that on the previous occasion, and made due allowance for it, the old •figures are sufficiently indicative of actual present-day premiums to be allowed to stand.
Lubricants show a considerable percentage decrease, which is obviously not all due to price reductions. It is with regard to eco.• many here that the improvement in chassis construction shows more markedly than in any other department. Present-day engines contume less than half that which was required by their predecessors of eight to ten years ago, and by eliminating, so far as I could distinguish them, chassis of pre-war date, I reduced the lubricant figure by from 40 to 50 per cent. Most of this economy is due to the adoption of well-designed pump lubrication instead of the old-time splash, and much of it also, no doubtcto better piston design and pistonring arrangement. The elimination of oil leakages from engine' gearbox, and axle case, is a great help too apart from the improvement in cleanliness which is a concemitant feature. It is not, of course. merely on account of oil economy that I favour modern chassis. I have drawn attention to this particular point because it is the one which is the most apparent. It is also, however, symptomatic of the general improvement in tone which the chassis has undergone throughout, an improvement whicn manifests itself in the improved behaviour of every detail, and in the increasing economy which can be effected. The mere fact that efficient lubrication is possible with half the quantity of lubricant is in. itself a sure and certain sign that the lubrication itself is being better done. This connotes a longer life in all the bearings; it means an easier running
chassis, and a smaller consumption of fuel. It ensures a reduction in maintenance costs, and, owing to the more efficient operation of the clutch and transmission, less wear of tyres. All these advantages are directly conferred on the purchaser of new, up-to-date chassis. Hence, my decided preference for that type; and my advice to users.