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Standardization and Production

23rd May 1947, Page 25
23rd May 1947
Page 25
Page 26
Page 25, 23rd May 1947 — Standardization and Production
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Which of the following most accurately describes the problem?

DESPITE all that has been done in the motor industry and others to effect higher degrees of standardization, the results have not, at least in the commercial-vehicle industry, proved altogether successful. There appears to be an innate objection on the part of some manufacturers to adopt measures in this direction which would seem to be helpful both to themselves and operators, as well as to the economic position of the country as a whole.

It may be that certain designers, and those who have to approve what they have achieved, have an instinctive belief that standardization may cramp initiative. This is not necessarily the case, although we fully admit that, carried to extremes. this might be the result, but it is unnecessary to go so far.

We may refer, as a good example, to a criticism raised at the Eastbourne Conference of the Public Transport Association by Mr. Liardet, of Simms Motor Units, Ltd. He pointed out that some years ago his concern designed and built a 7,in. dynamo which was intended as a standard equipment to meet all the requirements and possess all the necessary qualifications; but not one of these machines was ordered. Instead, this concern had to produce 66 variations, with the consequence that there can be no proper sequence of production, each variation taking far more labour and time than the standard product would have absorbed.

Position Is Not Improving It seems that instead of improving in this direction we are getting farther away from it, particularly in connection with engine auxiliaries. Sometimes an operator wishes, for one reason or another, to replace a power unit by one of a different make or type. In such cases there is often considerable difficulty because of lack of standardization in the mountings. There is no real reason why those for, say, a proprietary form of oil engine should not be the same as for a corresponding type of petrol unit.

The annoying part is that there is seldom any particular technical merit in the alterations demanded by or desired by makers or operators. Far too often the matter is purely a personal one, an individual whim, or we might almost say, eccentricity. A designer employed by, say, a chassis maker, may pro duce a new model, but almost the last thing he thinks about, at least this is the impression far too often gained, is what equipment is to be employed and how. In other words, the accessory manufacturer is called into consultation at the last moment, whereas he should have been brought into consultation at the earliest stages.

Too frequently important auxiliaries are situated so awkwardly and inaccessibly that they can hardly be expected to receive the attention which even the best of them must have periodically in order to work at their full efficiency and without giving excessive trouble. Dynamos are often so positioned that they are subjected to considerable heat from the engine, and carburetters which, owing to the cutting of costs, usually have to be constructed of zinc-base alloys, are expected to carry large and weighty air cleaners, with no support other than their base flanges. Again, in the realm of injection pumps, the makers of these . have at least achieved some measure of standardization in main dimensions, but they are often asked to make modifications.

Other Parts Need Attention We have, so far, alluded only to auxiliaries concerning the engine, but there are others in connection with the remainder of the chassis which also deserve attention.

Even in respect of tyre equipment, whilst there have been considerable reductions in the number of sizes which have to be produced, the list is still quite formidable.

Chassis makers often complain that their production is held up because the component manufacturers have not risen to the occasion. The latter would be able to do far more in this direction if they did not have to produce such a wide variety of designs.

Initiative and individualism are all very well in their place, but they do not marry well with rapid production, the lowering of manufacturing costs and good servicing. These factors may not be quite so important in the home market, but they are vital in respect of machines going abroad. Such an auxiliary as a dynamo should be interchangeable between different makes of vehicle. In this way, the carrying of an excessive stock of spares would be avoided, and there would be little or no question of holding up vehicles through the lack of some small but essential part.

When carried out in a properly co-ordinated manner there should be no danger of stultifying design. It is usually only the major dimensions which require to be controlled, although in some cases attention must also be paid to the method and means employed for• the drive. It is certainly galling to an operator to find that his machine may be out of action for a matter of weeks for the want of some small part, although he.may have in stock corresponding spares for other makes, which, however, cannot be utilized in the particular vehicle which is out of commission.

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