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Power steering scores as safety aid

22nd November 1968
Page 43
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Page 43, 22nd November 1968 — Power steering scores as safety aid
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• Cost, extra weight, and added complications were the major obstacles to the general adoption of power-assisted steering but these were outweighed by the advantages said Mr. John A. Davies, technical service manager of ERF Ltd, addressing the IRTE North Midland Centre at Sheffield last week.

Although power steering had been used by British manufacturers for many years it was only during the past decade that it had become widely accepted. Advantages included reduction in driver fatigue, also better control in emergencies and over rough terrain, so there was an important safety factor. Control was also better over soft ground and steering wheel kick had been practically eliminated.

Substitution of a lower ratio steering box reduced the number of turns from lock to lock so the driver could change direction more quickly in an emergency. The extra weight that had been mentioned was only marginal while, although this had been the source of some trouble in earlier days, time lag in operation had virtually disappeared. Both hydraulic and air-assisted power steering were used in the UK, the former being much the more common. Air actuation was not so popular at home as in some overseas markets. Overseas the advantage was that hydraulic fluid was not required so there was no chance of leaks and contamination by dirt or other foreign matter. He had found it particularly suited to Australian and South African conditions where a great deal of dust was liable to be encountered in vehicle operation.

Quoting from his own experiences with ERF designs, Mr. Davies said that a 24-ton gross eight-wheeler would have a working pressure in the steering system of 650-850 p.s.i. The flow rate was of the order of 3.5 gal /min at 1,000 rev /min and the task of driving the pump absorbed about 3 hp. The oil under pressure entered the hydraulic valve gear and when the wheels were in the straight ahead position was fed through a return pipe to the reservoir. Thus it was important that when maintenance was being performed the wheels should always be in this position. Different sizes of power cy

finder were available for different models. The 'average in the 24-tonner already mentioned was approximately 2.5in. diameter but they could go up to 3.5in. for vehicles working in desert conditions, say largely on sand instead of hard surfaces.

In many cases in the past maintenance staffs had been reluctant to tackle work on power-assisted steering but there was no reason for this whatever. The power cylinder should require little or no maintenance for 100,000 miles but it was important to keep to the maker's schedule which included the change of filters at 6,000 miles. This frequency, the speaker explained, might be regarded as a precautionary measure and certainly this interval was as much as could be expected in South Africa or Australia.

On no account should normal engine oil be used in the power steering system for which it was necessary to have Type A Suffix A fluid, with a viscosity of approximately SAE 5-SAE 10 with a non-frothing, non-foaming additive, such as Castro! TQ.

In maintenance it was important that a pressure test gauge be used, as without this instrument correct diagnosis of faults was unlikely. Since as a result valuable time might be lost its lack was liable to increase the cost of repairs. Other basic points that needed watching to ensure efficiency were that the pump drive was in order and the shaft in alignment (or if a belt drive were used that tension was correct), that there were no fluid leaks, that the rubber powercylinder boot was not damaged and that the cylinder operating shaft was not damaged or bent.

In the UK and other places where winter could be severe, air-assisted steering was not uncommonly employed because of the possibility of freezing. ERF used the Air-0Matic system for all export chassis. There was an increase in weight and bulk with the air system since a larger operating cylinder was needed, air pressure normally being 100-110 p.s.i. compared with 650 psi. on the hydraulic system.

Pater F. Cutmore has been appointed Scammell Lorries Ltd. service manager, responsible for the service department at home and overseas. Mr. Cutmore is a previous AEC export service manager. Victor Henry Wilkes, since 1967 Scam mell Lorries' assistant chief buyer, has been appointed chief buyer.

A. J. Spriggs becomes senior buyer.

D. G. Curtis. 33, is the new transport manager of Plymouth Co-operative Society. Mr. Curtis was formerly with the Greater London Council's transport department.

Derek Stocking, sales director of the Arlington Motor Co., who is in the Nuffield Orthopaedic Hospital at Headington, near Oxford, after a motor accident, is making good progress. Mr. Stocking hopes to be back in his office in about a month's time.

Brian W. Homey has been appointed managing director of USI Engineering Ltd., of Burtonwood, Lance, a member of the Materials Forming and Handling Group of US Industries Inc. Mr. Nurney was formerly deputy managing director.

B. M. K. Horner has been appointed deputy traffic manager of the South Wales Transport Co. Ltd., with effect from December 1 1968. E. C. Hill, the present traffic manager, will retire at the end of April 1969. and Mr. Homer will succeed him on May 1. Mr. Horner will retain his appointment as traffic manager of United Welsh Services Ltd.

J. T. E. Robinson has been appointed a director of Thomas Brothers IPort Talbot) Ltd. G. M. Newberry and T. V. Woods have resigned from the board. R. S. Boshell has been appointed director and general manager of Charles H. Roe Ltd. This follows the retirement of J. E. Peason, director and general manager since 1952. John Mclndoe has been appointed director and assistant general manager. Both Mr. Boshell and Mr. Mclndoe joined Roe in 1931.

George Brook has been elected chairman of W. C. Standerwick Ltd. and Scout Motor Services Ltd., wholly owned subsidiaries of Ribble Motor Services Ltd., and of Blackpool Omnibus Stations Ltd., an associated Company, in succession to A.F.R. Carling, who has resigned from the boards of the three companies. The resulting vacancies on the boards have been filled by the appointment of W. Leese, General manager of Ribble, who has succeeded Mr. Brook as managing director of those companies.

Ron Rodgers, deputy manager of Southend-on-Sea Corporation Transport since 1955, is to take over as passenger transport manager on 7 December on the retiretnent of the present general transport manager, W. Bexendele.

Dr. G. A. W. Pike. managing director of NI Components Division, has been appointed chairman of Amal Ltd., Birmingham.

OBITUARY

We record with regret the death of Eric Page, aged 57, of Kingston, Surrey. For the past 17 years Mr. Page had been coachwork sales manager of University Commercials Ltd, Hayes. Middlesex.


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