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Ford's new Dover engine operator's experience

23rd January 1982
Page 26
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Page 26, 23rd January 1982 — Ford's new Dover engine operator's experience
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Two drivers tell Bill Brock how things arE going so far; fuel economy is proving similar to that of D-Series

THE DOVER engine range announced in CM on January 9 is only the third generation of Ford diesels to be produced in Britain over the past 35 years.

In the early days, the diesel had only an agricultural application but, with increased engine speeds uprating the available power range, four units were introduced in 1952 for road machines. The Thames Trader was the first Ford model to be offered with a diesel fitted.

Ten years later the D-Series was introduced and along with it a revamped engine design which included a Simms Minimec injection pump and larger inlet ports. The largest 5.4-litre diesel had its power output increased to 86kW (116bhp) at 2,500rpm.

At the same time, a mechanical governor was introduced. Many drivers discovered that it was possible to turn the wick up on the previous vacuum system to gain faster road speeds.

Three versions of the Dorset engine were introduced in 1965 ranging in size from the fourcylinder 4.0-litre through the 5.4litre and on to a six-cylinder 6.0litre unit. Greater volume and faster engine speeds of 2,800rpm gave more power — about 18.5 per cent more than with the original Trader engine — with new outputs of 62, 86 and 95kW (83, 115 and 128bhp).

Ford engineers soon appre ciated the benefits that could be derived from turbocharging and with the six-litre engine in 1968 were the first in Europe to produce turbocharged diesels.

During the intervening period up to the present time there has been a steady flow of changes to meet changes in the requirements on smoke levels and to improve fuel consumption. In 1978 the naturally aspirated engines were de-speeded to 2,600rpm; at the same time viscous fans were introduced. Better matching of the turbocharger claimed further improvements in reliability, durability and economy.

More than a million Dorset units were produced by 1979. Throughout the Seventies, Ford developed its computer modelling technology. As a bank of information grew it became possible to define accurately power output, fuel consumption, exhaust temperature and heat rejection for any given set of parameters.

Prototype engines, codenamed Dover, gave correlation results to within five per cent of the levels predicted. Analysis of Ford's own warranty claims and operator fleet repair records over a three-year period confirmed areas where the Dorset had reliability shortcomings.

Detailed examination of a number of units returned for reconditioning highlighted the components which needed further development.

Although the new generation of engines is geometrically similar to its predecessor, of the 600 or so parts which go to make up any engine the only common components between the two generations are the flywheel and most of the main bearing caps.

To be forewarned is to be forearmed, and Ford followed a course adopted by most major manufacturers today. It introduced pilot-build production engines into high-mileage fleets for customer evaluation.

With durability levels set at 50 per cent up and improved reliability assessed at about 40 per cent, it is still early days to gain a clear picture of the long-term performance.

Three months before the replacement of the D-Series 20-14 tractive unit, Neff a German company which manufactures kitchen equipment and has a distribution centre at Hayes in Middlesex, was in the market for two new vehicles. Transport manager Les Merritt operates an all-Ford delivery fleet, consisting of four articulated combinations, one 16-tonner and five non-hgv rigids. When offered the new 15 Cargo model ahead of general release, he was plea to accept and go along with arrangement. The compar service van fleet is made entirely of VW Transporters.

By the time I went along to Les, the new vehicles, engal on multiple-drop work all o the UK and covering up 3,200km (2,000 miles) a WE had clocked up just os 1,400km (8,700 miles) each.

Already, with smaller Ca models on the fleet, Les s, glad of the opportunity to prove the working environm for at least two of his lightwei articulated drivers.

Neff's products, consisting cookers, fridges and dishwa ers, are not heavy but can bulky. Payloads average ab the eight-ton mark while combination as a whole gros t at about 16 tons.

York 9.1 and 12.2m (30 and It) dropframe trailers, bought .ough Godfrey Davis, the local rd main dealer, have expected as of 10 years — two to three les that of a tractive unit.

3elivery is made mainly to reoutlets, and the Cargo 20.15 upled to the 30ft dropframe her is said to be able to get o sites which might prove difult for a 16-ton rigid. A drop frame gives a low loading height. I asked Les if he experienced overheating problems when running at sustained high speeds. He pointed out that the light axle weights reduced that likelihood.

The two drivers, George Bird and Mike Lane, do not, however, use the motorways very much. It soon became apparent that they had not had the opportunity to compare their views on the vehicles before talking to me.

Until we met they had not realised that there were differences between the two vehicles. Outwardly they are the same, equipped with the six-litre 150-Series turbocharged unit, rated at 114kW (153bhp) at 2,400rpm and with a torque of 495Nm (3621b ft) at 1,700. But one has a close-ratio six-speed gearbox and an axle ratio of 5.29 to 1 while the other has a wide ratio box and axle ratio of 4.81 to 1.

To confuse the situation still further, each was operating in its least conducive environment. The slower machine was running around the flats of the East Anglian countryside, while the higher geared vehicle was directed against the hilly West Country. Understandably, Mike thought his machine was a bit under-geared with a top speed of only 52mph while George was much more content with a maximum 5Bmph.

Both vehicles are fitted with the Ford roof-mounted and adjustable air deflectors and the overall gearing is reflected in the fuel consumptions of 10 and 12mpg overall.

Coming from th D-Series machines, both drivers were impressed with their new environ ent. "Steering is much lighter," Mike told me, "and the long windows in the doors give a bit more visiblity low down so that cyclists, who creep up on the inside at the traffic lights and roundabouts, can be seen. It is also a help when in congested traffic or in restricted conditions at a delivery point."

The cab is roomy and much quieter than on the previous model, with fewer rattles and squeaks. This is what one might expect from a new vehicle. The gearbox is not yet free of clatter. Fitted with a Bostrum suspension seat, George's vehicle was thought to be the more comfortable of the two.

Both men liked the Americanstyled dished instrument binnacle, but if left to them would have included a tachometer as standard. At 16 tons the vehicles pull well enough, but neither driver thought they would perform nearly so well at the maximum gross of 20 tons.

An inspection panel across the front of the cab speeds up the routine of daily checks. With the assistance of the torsion bar, the cab can be lifted manually to give access to the engine. This is inclined in the chassis, which minimises the height of the floor pan of the cab above, making for a low entry height. The door's openings are among the tallest I have encountered.

All of Neff's servicing is carried out by Godfrey Davis. Oil and oil filters are changed at 10,000km (6,000 miles) intervals. Initially, oil consumption was high but now has settled down on both machines to two litres every 1,900km (1,200 miles). An engine oil feed to the fuel injection pump eliminates separate topping up and accounts for some of the oil use.

A change in valve-gear design is said to reduce wear so that clearance checks need only be made after every 30,000km (18,000 miles). Other useful servicing details include screw thread for belt tensioning and peg timing for the injection pump hub.

On Neff machines no problems have been experienced which can be directly related to the engine, but both machines have had trouble with the vehicle electrics. The heater did not work after the radio was fitted and the lights have failed on a couple of occasions.

The green and gold livery is kept smart by the drivers. Mike told me: "The mirrors stay clear most of the time and the only part of the cab to really collect the dirt is the back panel."

Two 70-gallon tanks give the vehicle a good operational range, often enough to last the threeto four-day delivery sequence. Extra fuel is purchased on the road when and where required. In the event of a breakdown, Les Merret plugs into the Ford Motor Care scheme.

It is much too early to say how successful the Ford engineers are in their bid to improve reliability and durabilitY. Fuel economy remains much as it was with the D-Series.

Improved engine design, giving more power and better torque, should be beneficial, but overall performance and driveability are determined by the driveline specification in its entirety. An operator must spec the vehicle for the appropriate task.


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