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THE DODGI VAN PROVES ITS VALUE

20th March 1936, Page 36
20th March 1936
Page 36
Page 37
Page 38
Page 36, 20th March 1936 — THE DODGI VAN PROVES ITS VALUE
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for speedy delivery work

ATHOUGH the new Dodge 15cwt. van was introduced but a few weeks ago, reports from the maker's factory at Kew show that an encouraging number of orders is in hand. The machine has already made a wide appeal to operators of the earlier model, whilst we have no doubt, after spending a day on one of the latest vans, that it is destined to make a host of new friends.

The first announcement of this model was made in the issue of Tim Commercial Motor dated January 31 last. At first glance, the chassis has the appearance of a high-grade private car. Closer inspection shows, however, that whilst externally the lines are fully in keeping with modern private-car practice, the chassis has been carefully designed to withstand the greater loads and more arduous operating conditions of high-speed delivery work.

The frame is of sturdy construction, and massive box-type crossmembers give adequate bracing to the longitudinals. Anti-roll shackles are provided at the rear end of both the/ front and rear semi-elliptic springs, the forward shackle in each e26 case being of the rubber-bushed type.

The six-cylindered power' unit is similar to that employed in the earlier model. Various modifications have, however, been made in accordance with the latest practice, also in the light of extensive operating experience. Rated at 19.8 h.p. the engine develops a maximum of 65 b.h.p. at 3,600 r.p.m. The bore and stroke are 73.02 mm. and 111.12 mm. respectively, giving a capacity of 2.79 litres.

Amongst the salient features of the power unit are the use of inserted alloy valve seats for the exhaust valves and anodized aluminiumalloy pistons. The crankshaft is carried in four large copper-lead steel-backed bearings and is equipped with a vibration damper.

The drive is transmitted through a single-plate clutch and a threespeed gearbox built unit-wise with the engine, thence by an open tubular propeller shaft, equipped with two needle-roller universal joints, to the spiral-bevel rear axle.

A feature of the four-wheel brak ing system — which incorporates Lockheed hydraulic operation—is the provision of a neat distributing device mounted beneath the bonnet on the inner face of the near-side' frame member. The fluid is delivered from the master cylinder by a single tube to this distributor, from which three pipes lead to the nearside and off-side front brakes and to the rear brakes.

This resume of the leading features of the chassis will serve to illustrate the fact that the design has been carefully studied from the point of view of the operator, and the results of our tests show that, in addition to giving attention to first-class performance, the Dodge engineers have sensibly allowed a good margin of strength and power.

That the Dodge was no mean performer was demonstrated on our hillclimbing test, and to extend the machine to its limit we made two climbs of Nightingale Hill, which ascends from Petersham Road, Richmond, to Richmond Hill. Access to this acclivity is gained around a sharp corner, so that the possibility of rushing the ascent is ruled out. As the gradient steepens, 'there is a: sharp left-hand bend, above whiclk comes the steepest section, which is in the order of 1 in 5.

As the hill ends with disconcerting

suddenness by emerging into a main road running at right angles to the test hill, this gradient forms a useful test not only for engine power, but for the brakes and general controllability of the vehicle.

way up. Just above the corner the minimum speed was 8 m.p.h. and this was maintained until the right-angled corner at the top necessitated a stop ; from rest the machine got away with ample power in hand.

Whilst the length of the hill is but *-mile, it is note worthy that the temperature of the cooling water after two climbs in quick succession was only 160 degrees F.

On our second attempt, a stop was made to obtain photographs and this presented a useful opportunity for restart tests. These were made both on the corner and again on the steeper section -beyond it.

In each case the machine pulled away with certainty; somewhat care

ful manipulation of the clutch was necessary, however, if judder was to be avoided. This trait is noticeable even when starting from rest on the level, and was manifest when the pedal wai treated gently. Firm engagement with plenty of engine revs. eliminated this tendency.

The holding power of the brakes was tested on the descent'of Nightingale Hill: The foot brake easily brought the vehicle to rest on the steepest section and held it without slip, whilst the hand brake, which works on the transmission, held the machine as in a vice. A somewhat • rash experiment of stopping the machine on the hand-brake alone, from a speed of 10 m.p.h., merely provoked an unpleasant smell of burning and no phenomenal stoppage ensued. It should be pointed out that the hand brake is intended purely for parking and, as such, fulfils its purpose admirably.

The results of our acceleration tests are shown in an accompanying graph and the excellence of the topgear performance will be noted. From 10 m.p.h. in direct gear the vehicle pulled away rapidly, and although road conditions prevented our reaching the maximum speed this would appear to be in the neighbourhood of 60 m.p.h.

Rapid gear. changes could, we found, be made with ease and precision, and nearly 45 m.p.h. was attained in second gear. From 5 m.p.h. in this ratio the maximum was reached in just under half a minute.

Sudden and fierceapplication of the foot brake resulted in locking the wheels, and experiments showed that progressive pressure obtained the best results. An accompanying graph shows the stopping distances and times to be well up to modern standards, the brake efficiency being slightly over 50 per cent. The hand brake was not tested as a service brake, for reasons previously explained.

For our consumption test we adopted the method of stopping twice each mile to simulate delivery conditions. This was carried out over an out-and-return course from Kew to Esher, via Richmond, Twickenham, Kingston and Hampton Court. Few hills of any consequence are encountered on this route, but fairly heavy traffic conditions were found at Richmond and Kingston. The distance was 19 miles and was covered in exactly one hour, whilst the fuel consumption worked out at 16.95 m.p.g.

During those periods when we were at the wheel, we were impressed with the delightful ease of control. As previously mentioned, gear changing was simple and rapid. The steering was exemplary, light and yet positive, with a good degree of selfcentring action.

The body has a capacity of 119 cubic ft. and has an interior length and width of 6 ft. 6 ins. and 4 ft. 7 ins. respectively. The rear doors open to the full width and are equipped with a three-way lock. Two good-size rear windows are of value when manoeuvring the vehicle in a confined space.

Full equipment is provided and the electrical system is of the 12-volt type; the battery has a capacity of 84 amp.-hours.

To-day, the appearance of a vehicle in this class has important sales and publicity values, and in these respects the new Dodge is in the forefront of fashion. The plain surfaces of the body sides lend themselves admirably to attractive display work and this-, combined with the modern appearance of the front end, is a valuable asset to the publicity-conscious operator.

Allied to sound engineering practice, sturdy construction and good performance those features combine to make the new Dodge van a particularly attractive proposition at the price of £215 for the complete vehicle. The chassis costs £175, which figure includes the windscreen, as well as wings and running boards.

WAD SURFACE DRY TARMAL

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Organisations: Hampton Court
Locations: Richmond, Kingston

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