Ford gets Elm NCL order for new baby artics
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• Artie operators having to make small -.;onsignmcnt deliveries over long distances,
as well as in congested city conditions, can now specify a purpose-built Ford tractive unit costing £2130.
The new model, called a DA1110 artic; has been developed by the Ford Special Vehicle Orders department from the D300 model, now redesignated DA1007. An early—and major—order for the, new artic has come from National Carriers Ltd, who will take delivery of 220 units, worth nearly £4,-m, during 1971.
The vehicles will be distributed among 38 National Carriers service centres through out Britain and used principally for collection and delivery and short road trunking services.
A major factor in the new model's configuration is its six-cylinder 365 diesel engine in place of the 255 four-cylinder unit—increasing the net power available by over 40 per cent, from '73 to 103 bhp.
The five-speed (Turner T5A-301C) gearbox has ratios matched by computer to the larger engine. In conjunction with a higher axle ratio, it gives the DA1 110 a performance capability which extends from motorwa,,, cruising at 54 mph to a first-gear gradient-ability of 18.7 per cent (1 in 5.4).
Gross combination weight is raised to 112 tons, giving a payload rating of over 6 tons with nearly all automatic-coupling semi-trailers. The plated front axle weight is increased from 2 to 2.2 tons, in line with the change to a heavier power unit. At the rear, the axle is plated at 4 tons—a heavy-duty option on the DA100`7. Wheelbase on the DA1110 is up from 76 to 84 in. giving greater stability during fast inter-urban running. Overall length of the chassis becomes 176in.
Hands B-type automatic coupling gear is used, the turntable load being imposed—as with the lighter vehicle-1.25in. ahead of the driving axle centre-line. Instead of a cable-operated release mechanism, the DA1110 coupling has an air release device, actuated by a simple air valve control in the cab. Power is tapped from the pneumatic side of the chassis air-hydraulic brake system and piped via the control valve to a small diaphragm chamber actuating the coupling hooks.
Engine output data and information on minimum road performance requirements for urban and town-to-town operation were . fed into a computer by SVO engineers in order to calculate the optimum transmission ratios. The computer produced a set of five gear ratios for the DA1110 which were obtained by matching a Turner T5A-5013 five-speed synchromesh gearbox to a Ford I3A spiral-bevel driving axle of the type used on several of the lighter D-Series models. But the reduction ratio of 4.71 to 1 is a new one for artic use.
Similarly the gearbox ratios (6.47, 3.74, 2.045, 1.465 and 1 to 1; reverse 7.2 to 1) are new to Ford, although the casing is common to other Turner units fitted in D-Series chassis. Calculated , full-throttle speeds in the gears are 8.4. 14.4, 26.5, 37 and 54 mph.
With a revised braking system Ford has modified the layout of air and hydraulic pipes on the new chassis. The pipes are now pre-assembled in the same way as an electrical loom, each pipe separated horizontally from the next with plastic spacer blocks. Identification of individual pipes when diagnosing faults is simplified and damage to pipes or joints can be spotted more easily. An additional catwalk 18in. wide protects the braking pipework towards the rear of the chassis.
Because of the higher plated axle weights, Ford has increased the minimum tyre rating on the DA1110 to 7.00-16, RSC. Alternatives are 7.00-16, 12ply; 7.50-16, or 10 ply. The fuel tank holds 20gal and a spare wheel carrier is listed as standard equipment.
Optional equipment includes: Neiman steering lock, coupling illumination spotlight, roof-mounted front flashers, security grilles over rear cab windows, axle-mounted rubber rear fenders of frame-mounted units, and extra document boxes inside the cab.