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Passenge
4-khassis TODAY (July 23) Ford Motor Co. Ltd, announces a new passenger chassis and a number of changes to the Thames 36 18-ft. 10-in-wheelbase passenger chassis which will in future be known as the Ford R226. The new chassis, which is to replace to 17-ft. 6-in.-wheelbase Thames model, is called the R192 and has been designed to accept bodywork of up to 32 ft. length and 8 ft. 2.5 in. width. There are three optional engines offered and in all cases these are models from the Ford D range of goods vehicles announced earlier this year.
Unlike the engines fitted in the goods chassis, which are set at an angle of 450 to the nearside, the passenger chassis engines are mounted vertically. They are the 330 cu. in. diesel engine, which develops 104 b.h.p. net at 2,800 r.p.m. and 237-5 lb. ft. net torque at 1,700 r.p.m., or the 300 Cu. in. six-cylinder petrol engine developing 130 b.h.p. net at 3,400 r.p.m. and 256 lb. ft. torque at 1,600 r.p.m.
i These two engines are standard options, unlike the third unit which is an optional extra. This is the 360 cu. in. diesel engine developing 115 b.h.p, net at 2,800 r.p.m. and 263 lb. ft. net torque at 1,500 r.p.m. Important changes made in the engines used in this vehicle compared with those employed in the previous Thames p.s.v. chassis are the use of dry liners, more robust timing gears, an increase of 0-125 in. in crankpin diameter and the use of larger bores. Other changes are a different piston ring arrangement, an increased capacity engine-coolant circulating pump and larger valves. In the case of the 330 cu. in. diesel engine the Simms Minimec in-line fuel pump is used, whilst on the 360 cu. in. diesel engine the fuel pump is of the CAV distributor type.
The petrol engine is a well-established unit in the USA, but was new to the UK for the D range. It features the use of hydraulic valve gear and self-adjusting tappets and, a seven main bearing crankshaft; it is equipped with a single venturi down-draught carburetter.
c24 When either the 360 Cu. in. diesel or the 300 Cu. in. petrol engine is fitted it is mandatory to use the Clark 2651-V5 five-speed gearbox and a 13 in.-diameter singleplate clutch. When fitted with the 330 cu. in. diesel engine the vehicle is equipped with the Ford T98A four-speed gearbox with a direct-drive top gear and a 12 in.-diameter clutch. The ratios available with the Ford gearbox are 6.398, 3-092, 1-686 and 1 to 1 forward and 7-903 to 1 reverse. With the Clark transmission the ratios are 7-58, 4-38, 2-40, 1.48 and 1 to I forward and 7-2 to I reverse.
Standard equipment on the vehicle is the Ford 14A single-speed rear axle, which is a fully floating hypoidbevel unit having ratios of 5.29 or 6.17 to 1. The Eaton 16802 two-speed axle with ratios of 4-88/6.77 to 1 is available as an optional extra. The drive between gearbox and axle is by a two-piece propeller shaft supported at the third cross-member from the front of the chassis.
The engine cooling system is pressurized to 4 p.s.i. and in the case of the diesel-engined chassis has a four-bladed fan and a capacity of 32 pints. With the petrol engine it has a capacity of 33.25 pints when the fan has five blades. Frame construction is of the standard straight-ladder type utilizing pressed-steel side-members with six crossmembers riveted into position when the chassis is fitted with the diesel engine, and seven when fitted with the petrol engine. Suspension is by semi-elliptic springs at each axle, these being nine leaf, 4 ft. long by 3 in. wide on the front axle, and 14 leaf, 5 ft. long by 3 in. wide at the rear axle. Lever-type hydraulic dampers are fitted at each axle. Steering is through a Burman recirculating ball steering box and power-steering is an optional extra.
Girling hydraulic brakes with two leading-shoe units at all wheels are used and these are powered by a Clayton Dewandre air -hydraulic booster. The handbrake lever is of the single-pull type and is linked mechanically to the rear axle only. The dimensions of the brakes are 15 in. by 4-25 in. at the front axle and 15-5 in. by 6 in. at the rear axle.
The electrical system is powered by 185 a.h. 12V batteries and charging is by a 60 amp. alternator. There are numerous specifications for lighting, depending on whether the vehicle is to operate on leftor right-hand drive roads. Instrumentation is ample without being owes sive and those instruments using electrical connections are served by a printed circuit. The panel includes a speedometer and odometer, fuel gauge, water-temperature gauge, air-pressure gauge, an audible brake-warning device and warning lights for the main beam, charge indicator and oil pressure.
By keeping the chassis kerb weight down to 6,527 lb. (2-9 tons) the overall capacity of 21,000 lb. (9-4 tons) allows ample margin for bodyweight and payload. A standard 28 gal, fuel tank is fitted on the right-hand side of the frame and a 45 gal. tank is optional. Wheel and tyre equipment is 10-stud three-piece fitted with 9-00-20 12-ply tyres.
The R226 passenger chassis now also has engines as fitted in the D series, but unlike the R192 only two options are offered in this chassis. These are the 360 cu. in. diesel engine and the 300 cu. in. petrol engine. Other major units employed in this chassis are identical with those described for the R192 with the exception that the Ford T98A gearbox is not used.
Unlike its predecessor, the R226 is now fitted with a 60 amp. alternator, the same as that used on the R192. Capable of accepting bodywork up to a length of 36 ft. and a width of 8 ft. 2-5 in., the chassis is designed again like the R192 for forward-entry bodywork. Additional optional extras available on the R226 are an air-operated exhaust brake and the inclusion of the Clark 2621-VI fivespeed gearbox for use with the two-speed rear axle only. Also available is the Ford 15C single-speed rear axle, which with the diesel engine can be supplied with ratios of 5-14 or 5-57 to 1 and with the petrol engine 5-14,5'57 or 6-14 to 1.