Ford's bodybuilding code gives security
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Defined procedures are laid down for mounting all types of body and equipment, but only 125 firms are entitled to display the Dagenham company's symbol that offers purchasing operators an engineering guarantee. By Bill Brock
-IE MASS of new legislation hich came out at the end of the ixties, plus increased demand )r specialised vehicles, rompted Ford to produce a )de of bodybuilding proceJres.
The scheme, established in le early Seventies, protects [aerators by providing for an exlenge of technical information atween Ford and those body -id equipment specialists who -e prepared to follow its gu ide Using know-how collected ver many years, a manual was roduced to cover the general rinciples of body mounting as 'ell as giving the defined proceures for mounting all types of pdy and equipment. Some rea-ence to basic vehicle compoants such as the electrical 'stem, brakes, engine and ame, is also made.
Unreasonable down-time conibutes to loss of use and ultilately loss of profit for which le vehicle operator would be ght to look for some redress, ord always indemnifies the ealer against mechanical defect ut does not normally extend is cover for problems that may rise owing to bodywork.
While 320 companies are reularly circulated with Ford odywork bulletins, only 125 eve signed an agreement ,hich entitles them to display le "Ford Code" symbol that ves the purchaser a formal Jarantee of body and equip
meat mounted to the highest engineering levels.
The Ford commercial range includes classes of vehicles from 6cwt, with the Escort van, up to and above the existing UK weight limit of 32 tons with the Transcontinental.
It is, however, Ford's middle ranges that have become most popular with bodybuilders. The versatile Transit comes in two basic wheelbase dimensions offering gross weights from 2 tons to almost 3.5 tonnes. A choice of diesel and petrol engines is offered from 1.6 to 3 litres for both chassis-cab and chassis-cowl models.
Produced in chassis form with various wheelbase dimensions, the A-Series is equipped with a cab which shares some features with that of the Transit. The weight range spans 3.44 tons to 6.2 tons, and although all these models are subject to drivers' hours regulations all can be driven without an hgv licence. The smaller D-Series, between 5.8 and 7.37 tons, can also be driven without an hgv licence, but this range is fitted with a forwardcontrol tilt cab and extends up to 28 tons gtw.
Just 25 of the larger companies on Ford's mailing list hold a bank stock of vehicles ready built-up to allow quick delivery. Each bodybuilder tends to specialise in a certain aspect of the industry and normally carries stock only in those classes which are found to be in greatest demand.
Whether or not they are a bank stockist, all bodybuilders carry some stock of the basic vehicle. Therefore they all have to cope with storage problems.
In an ideal environment the vehicles would be parked under cover —protected from industrial fall-out from factory chimneys, rural hazards of resin and decomposed leaves from trees, and kept free of condensation. Over a prolonged period the lack of these precautions will affect paint finish.
The parking vehicles too close together has often been found to be at the root of the cause of damage in looms and brake piping; size ten boots scrambling from one chassis to another can do a lot of damage.
Ford knows that problems can arise from two definitive areas. Where either the standard electrical or air circuit is tapped to provide power for auxiliary equipment, there is a risk in overloading the system. Where a tail-gate, refrigeration or air conditioning plant is to be fitted it is as well to include a heavyduty electrical pack. Abuse of the air supply cal immediately decrease brakin efficiency and lead to prematur exhaustion of the system. As general rule it is suggested thz new pipe and cable runs folIce the manufacturer's existing run
Servicing standards must b watched. It is all too easy to reE trict the cab's tilt, make the rE moval of an engine cover mor difficult and, an even more Cam mon fault, affect access to th fuel filler. Putting the faults righ can be expensive and will be, e the least, inconvenient for th operator. They should not occu in the first place if a clos relationship has been built ul between factory, dealership am bodybuilder.
Numerous factory specie vehicle options provide a wicli spread of chassis on which th, dealer is able to advise thi operator on compatibility of use Close conformation to the Bod and Equipment Mountin; Manual will 99 times out of i hundred steer the bedybuilde on an uncomplicated path, am where difficulty does exist then is always the SVO section a Ford to help out.
Whatever type the body is, it must be fitted securely yet allow the frame to be able to flex in order to relieve stress on frame members, springs and other chassis components. The centre of gravity must be kept low and if exceeding 50 per cent of the wheelbase on A-Series or 60 per cent on D and N-Series with a full payload the SVO department can give advice on special chassis equipment that may be needed.
Some body shapes may affect under-the-belly ground clearance as well as the approach and departure angles. Body extensions will reduce departure angles and so will the inclusion of rear steps, tail-lift and spare wheel.
The minimum angle is 15 degrees for general use, but for high-ground-clearance vehicles 20° is mandatory and 35° for tippers.
Body length affects axle weight distribution. Calculations normally assume an evenly distributed load over the platform length, but for some types of operation the axle capacity may need to be increased.
Only Transit chassis are supplied with body sub-frame mounting brackets attached as standard, but these brackets are available as a factory option on some models. With A, D and NSeries, mounting brackets should be bolted to the frame side-members, which are drilled
at equal spacings for this p, pose.
Whether or not Ford brackets are, the use of pedest type ones, with location lips, recommended, and as a gene rule the use of U-bolts should avoided. If longitudinal timt runners are included, cut-ot are needed to clear the lip of t outrigger bracket. For the hea of rivets to ensure a firm locati along the full length of the t flange, separate plates e needed to hold them in pia. Steel and alloy runners are fitt directly on top of the bot mounting brackets.
Tipping bodies present spec problems. Unless the suppi brackets provide positive loc tion the body will hammer aw at the chassis until the frar fails. The front support has prevent sideways moveme and besides the rear pivot t body needs support in t middle in order to prevent SC ging.
The rear hinge mounting the top flange is normally po tioned above or directly behi the rear spring hangar brack and body overhang is arrang so that it will clear the load wh tipping. If it is found that t body digs into the partia tipped load, the remedy is lighten the drive axle and so I duce traction.
Pivot brackets, fixed to t side web member, are specifi for front and under-floor-re mountings with the pivot po close to the top flange to spre the loading over a wide base.
Three-way tipping rams ha their mountings incorporated a full-length channel secti. sub-frame.
Ford recommends that vehicles should receive a saf€ and legislative check from a Fe dealer before final delivery the customer. This should co,. such items as tail-lamp locatic steering, brake-line connectc and brake performance.
A service check is also worthwhile precaution. It shot make sure that neither body n equipment interfere with routi servicing, especially in the ar of the engine.
Anything which makes sel ing more difficult is bound to unpopular in the long run.
Ford claims to produce chi sis with wheelbase dimensio to suit every known body len,c required by any operator and be willing to produce layc drawings for every model ty that is built.
There is more to building L dies than fixing them correctly the chassis frame, but that's t best place to start.