OPINIONS ON AUXILIARY GEARS FOR FORDS.
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There are Many Supplementary Gears on the Market, and We Receive Numerous Inquiries Regarding Them ; Therefore These Opinions by Users and Others Will be of Interest.
NO one can gainsay the fact that the Ford, whether we consider the light van or the larger model, is a really remarkabli vehicle, not only because of its unique design, but because it has undoubtedly had a greater success in the markets of the world than -any other type or make, but, naturally, it has its limitations: being built for all purposes it cannot be quite as efficient for certain classes of work as would a vehicle especially designed for these, and this is one reason why the Ford has received such marked attention from those concerned in the supply of accessories and fitments of all kinds, which, if they were employed together, would practically convert the Ford into an entirely differeet vehicle.
One of the most debatable points to the Ford user who has not had previous experience is whether or not advantages are to be gained by employing one or other of the many supplementary gear devices which have been placed upon the market, Some have the idea that they, or, perhaps, we ought to say, their vehicles, are being made the victims of dealers who merely wish to exploit sales, others feel that the two speeds of the Ford are insufficient, but are doubtful as to the quality and wearing life of auxiliary gears, and it was in order to clear up some of the doubts upon these points that, some little time ago, we included a paragraph in our feature, "Making Best Use of the Ford," asking those having had experience with these gears to give us their opinions on their merits or demerits and, as a result of this, an interesting and useful batch of replies has been received.
For obvious reasons we have refrained from publishing the names of the writers, but may mention _that the first is from an engineer who has had much experience with Ford vehicles. Ile gives general aspeets of the question, as apart frqm detailed mechanical descriptions of particular gears.
In his opinion the real use of all supplementary gears with ratios above and below those provided by the makers is to enable light but bulky loads, such as those met with in the cardboard-box and straw-hat trades, to be carried at higher speeds than those permissible with the standard gearing over fairly long distances. The choice of two gears is provided by the makers in connection with the Ford tonner. These are 7i to 1 and ti& to 1, the latter being for use where the size and weight of the loads are disProportionate. Animportant point is that, as stated by the makers, the lower gearing is the standard one ; therefore it follows that the standard engine is capable of pulling 1-ton loads over giveand-take roads.
The common argument which has been advanced by makers of auxiliary gearboxes and the like is that the standard truck is undergeared and is capable of carrying greater loads than a ton, but owing to the limitations of the planetary transmission higher gearing mould necessitate too great a gap between the two gears and so make changing up too difficult.
To this he answers that top gear on the 71 to 1 ratio may be negotiated at 7 or 8 m.p.h., which seems to allow an ample margin, and, moreover, on the higher-geared model no difficulty is experienced in changing up, the vehicle merely being allowed to gain greater headway before changing.
Dealing with the first part of the argument, he says that if undergearing is a fact, he fails to see why the makers do not marls-et their product as a 30cwt. or 2-tan model. The Ford engine, like all others, performs most efficiently at a given manlier of r.p.m., these being
equivalent to a road speed of from 18 to 20 m.p.h. Here lies the point for would-be purchasers of these fitments to decide upon in order that the real object of these additions may not be confused.
The standard truck will carry 1 tan at 18-20 m.p.h. with an all-round efficiency. To carry 2 tons at the same speed the engine must be geared down —in other words,,it is turning over at a higher number of revolutions than that for which it was designed in order to extract from it its maximum efficiency, and it is from this malady that the majority of 1-ton Ford trucks suffer.
In his opinion, therefore, the supplementary gear should not be looked upon as a device which will permit the hauling of heavier loads. Its real purpose, as has before been stated, is to enable the conveyance of light but bulky loads over long distances.
An Advocate of British-made Gears.
Our next contributor points out that, whilst it is true that for all ordinary purposes the standard Ford gears are satisfactory, still, at times, the need is felt for something in addition. The Ford engine is powerful enough to give a higher speed than that which can be achieved with the standard ratios, and it is very noisy and slow on the low gear. From the point of view of economy as well as of speed supplementary gearboxes are very effective.
As it is possible that one may slip or miss a gear on hills, some makers advocate and provide an extra brake on the rear wheels, and in at least one type it is impossible to bring the gears into neutral while driving, so that this danger does not exist.
The writer points out that be has used two types on mail vans during the last two years. On the level a higher speed is obtained, and on slight hills Climbing is easy. The noise and vibration of the engine are much reduced and there is a material saving in the consumption of oil and fuel, whilst the life of the engine, tyres, bearings, etc., is increased. In consequence, he advocates the employment of British-made gearboxes, even if the user has to pay slightly more for these.
A Warford on a Bus.
Another writer mentions that one of his Ford buses is fitted with an auxiliary gearbox known as the Warford, marketed by Brame°, Ltd., St. Nicholas Street, Coventry. This gearbox is fitted at the end of the standard type, and the only alteration required is to shorten the propeller shaft. It gives three speeds itself, which, with the Ford gears, provides a total of six. The advantages on the road are more flexibility, as suitable ratios can be provided to meet the varying conditions; greater speed, as the vehicle is not only faster on top gear but. can maintain a better average ; better hill-climbing and a lower consumption of petrol; so far as starting is concerned, this is rendered much easier, and even if the car be left in the Ford gear the auxiliary gtarbox can give a neutral, allowing the vehicle to be started without fear of running forward, and there is no resistance-due to a sticking clutch. The only inconvenience is that the foot brake cannot be employed when the auxiliary gelirbox is in neutral. '
The Ford Transmission Replaced by Rhodes.
Another of our readers has had experience with a Ford 1-ton chassis carrying a 15-seater coach body weighing 10 cwt. This chassis was purchased in March, 1925, when it was equipped with a low-geared back axle, and after running for three months the Rhodes three-speed gearbox was fitted, this being the direct model. Surprisingly good figures as regards oil and petrol consumption were obtained after employing this new equipment. Before doing so, one gallon of petrol averaged 12 miles and a gallon of oil 250 miles, whilst, after fitting, the corresponding figures were 16 miles and 280 miles.
This coach ran 70 miles per day for seven months with only one breakdown, due to ignition trouble. The only drawback was that she was still too low geared in first speed. Nothing but the direct model would be recommended for
&mob work, but for a bus running on fairly level roads the standard model would be better. The .coach climbed any reasonable hill in second gear, there being only three in Jersey (where it is employed), which forces a drop into first, and this in spite of the fact that there are really some very bad hills in that island.
The makers of the Rhodes are Messrs. Rhodes Gears, 153, Manningham Lane, Bradford. Yorks., and it is the type which entirely replaces the ordinary transmission.
Ford and Supaphord.
Writing in respect of his experience of the Supaphord gear on a ton truck, one user says that he has had this type of gear in service for about a year. There has been no trouble with it, and he con
siders it to be almost fool-proof. It has given a 50 per cent. increase in
speed and is certainly a great improvement. A comfortable speed on the level is 25 m.p.h., and moderate inclines can be surmounted on top gear with full load. It was also found that the machine coasted down hills much better with the clutch pedal in neutral. The gear lever itself cannot be placed in the neutral position unless a special locking plate is dropped, and this is a wise precaution because placing the gear itself in neutral cuts out the use of the foot brake.
Another great advantage of the gear Is that it provides easy starting. Its operation is extremely simple and the changes of speed are effected by dog clutches.
One small disadvantage is that the foot brake tends to wear out more rapidly, for it will be seen that by using the high gear the foot brake becomes less effective.
Another User's Experience with the Rhodes Gear.
Three years ago a user in Sunderland started a 2i-mile bus route, at one end of which is a hill about one-third of a mile long with a gradient of 1-9, and on this route he uses a 14-seater Ford bus. The hill required much low-gear work, and it was tiring for the driver to hold down the low-gear pedal for such a long time, whilst the bands required relining at least three times a year. Owing to vibration of the engine an engine lug broke off, and, in addition, two lbw-gear B30 drums and a reverse drum were broken ; decarbonizing was also required at least twice yearly (which does not seem excessive) and timers lasted about two months.
In 1924, however, during a visit to Bradford, Yorks., this user heard of the Rhodes Fordgear, the address of the makers of which has already been given. Mr. Rhodes advised the direct gear with the high-geared back axle giving total ratios of : First, 17.5-1;
second, 8.8-1 ; top, 5.16-1. The only doubt of this user was whether the ratio of the first speed, Le., 17.5-1, would be too high, as he had often seen other Fords held up with ratios of 20-1. However, this gear has been in use for about 20 months without the slightest trouble, doing 50 miles a day for seven days per week on a mileage approximating 17 per gallon of petrol and about 200 per gallon of oil. On a long run the petrol used is about one gallon for 20 miles, and a timer now lasts about four months. The same driver has been employed throughout this period, and he expresses great satisfaction at the change. The starting is always easy and there are other advantages.
A Mileage of 37,000 with a Worthrnore.
I have had a Worthmore gearbox on a ton truck for two and a half years, says another contributor. This vehicle, he informs us, has run at least 37,000 miles. It is on the road five days a week and averages 60 miles a day. The loads rise to as high as 26 cwt., and are scarcely ever below 18 cwt. Actual repairs to the gearbox during this period have been two new ball bearings to the layshaft and a new brass bush to the primary shaft, these being fitted about two months ago. One new stud has been fitted to the side of the casing where the rear radius rod is fitted, as the old stud had worked loose in the aluminium.
He points out that the advantages of such a gear are numerous, but that the greatest is, in his opinion, the saving of wear in the pistons, bearings, etc., us the engine is running at a slower speed for a greater vehicle speed. The oil consumption is considerably below that of a standard chassis and 16 m.p.h. can be obtained on average roads. The neutral position of the gearbox makes
coasting possible on the slightest gradient, and starting the engine on the coldest morning is an easy task.
The gear ratios are : Ford low, 20-1; auxiliary low, 12-1; Ford high, 7-1; auxiliary high, 4.35-1. Changing gear is quite easy, and in the unlikely event of a gear being missed on a hill extra brakes, supplied with the gearbox, ensure safety as they are strong enough to hold the loaded vehicle on any gradient. These brakes are of the external-contracting type operating on the rear-wheel drums. They and the gearbox take about three hours to fit.
This owner considers that the gearbox has already paid for itself twice over in repairs, petrol and oil.
Considerable trouble was experienced during the first 12 months through breakages of the engine arms, which may possibly have been caused by the extra strain thrown upon them by the weight of the gearbox. However, fitting a Super-Stay, which relieves the engine of torque strains, cured this trouble. Incidentally, this article is marketed by most factors, such as Brown Bros., Ltd.
The letter finiqhes with a note that the writer has no interest whatever in the Worthmore Motor Co. (whose address is 32-34, Victoria Street, London, S.W.1) except as a satisfied user of their auxiliary gearbox.
Economies Obtained with a Miller Bros. Gear.
Auxiliary gearboxes appear to be particularly poplar in Yorkshire, and regarding one in use near Pontefract a driver says he has had a Ford tonner under his charge for over two years. This is equipped with a Miller Bros. gearbox, and up to about six months ago not a penny had been spent on it except for grease. At that time it was sent to the makers, Miller Bros., Clifton Road, Brighouse, who reconditioned and brought it up to date with their latest improvements, which include a strong spring to keep the gears in mesh. The total cost of this overhauling was £2 10s.
With regard to the benefits accruing from the use of this box :—About five more miles are obtained to the gallon of petrol and there is also a very big saving in oil, whilst engine wear and tear are reduced to the minimum. The writer drove this Ford vehicle himself for over 12 months with the same trans mission-band linings made by the Ford Motor Co., which, good as they are, is certainly exceptional. .
--The Supaphord on a Hackney.
Carriage.
A hackney carriage proprietor, writing from Bucks, mentions that in February, 1924, he bought a second-hand Ford tonner, on which he mounted a 14seater but body weighing about 18 cwt.
• Ile and a friend fitted a Supaphord gearbox in two hours. Since that time this box has been cleaned out with paraffin, examined and-refilled with gear oil twice wily. The mileage per gallon of fuel works out at 15, and the vehicle averages 475 miles per week over very bad roads. No extraneous fittings of any kind other than the gearbox are employed.
The makers of this gear are the Elm Street Engineering Works, 188, Gray's Inn Road, London. W.C.1.
Our contributor points out that he has no connection whatever with the makers and has not even written to them since fitting the box, but, in his opinion, it is the best. All that has to be done is to fit it, drive slowly for the first 100 miles, and then trouble DO more. No hill has ever baulked the vehicle and the transmission bands last much longer. The vehicle, which is on regular service, can be inspected at any time, and to any of our readers who are interested we shall be prepared to give the name and address of this writer.
Comments on the RucksteIl Axle,
The Ruckstell axle is a particularly interesting inechanistn and is the only one of its type. It replaces the ordinary Ford axle, but closely resembles this except in one respect, that is, in the provision of a two-speed epicyclic gear, which, normally, is locked, and, there fare, the final drive is positive.; but when this gear is brought into operation by means of a special clutch, the drive from the crown wheel is taken through the planetary gearing before going to the wheels. This has the effect of giving the vehicle four gear ratios in the forward
direction and two in reverse. It also provides added engine braking power when descending hills.
Several letters have been received from users regarding this axle. The first writer states that he usually runs halfa--dozen Fords, both tonners and light vans, equipped with Ruekstell axles. On the ton truck it allows a high average speed-to be maintained with a full load, Whilst the bottom gear is low enough to enable the vehicle to climb practically any hill or to extract itself from soft ground. With the lighter models it will be found that the Ford can keep up with most ears on the road, whilst its hill-climbing abilities are not sacrificed. In both cases a considerable saving in running costs, both as regards fuel and repairs, has been effected.
In one or two eases a slight amount of trouble lies been experienced owing to jumping out of gear, but this was on earlier models, and with the new type lock now fitted it has been entirely cured. No spares have been required so far.
Another user has had one of these axles in constant employment for ten months on a Ford high-geared ton truck, and it has never caused a moment's trouble. It is estimated that the running expenses have been cut down to the extent of 20 per cent.
It is interesting to note that the author of "The Book of the Ford" has one of these axles on a Fiord vehicle. He finds that the gears are easily controlled and work easily and silently. The range supplied by this axle in conjunction with the Ford gears is wide enough to answer all requirements, and the satisfaction of having intermediate gears is, lie states, great.
The sole agents are Alfred Dugdale, Ltd., London Aerodrome, Hendon, London, N.W.9.
From 2 m.p.h. to 30 m.p.h. with a Giant Jumbo.