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Spinning Out the Ration

23rd November 1956
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Page 52, 23rd November 1956 — Spinning Out the Ration
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Which of the following most accurately describes the problem?

Fuel Cut Coincides with Increased Consumption Caused by Cold Weather and Extra Care is Needed to Economize

By John F. Moon, A.M.I.R.T.E. IN view of the Minister of Fuel's decision to re-introduce fuel rationing on December 17, passenger and goods-vehicle operators are faced with the prospect of greatly reduced services. Rationing has come at a particularly bad time, because at this season the fuelconsumption rate of any vehicle increases because of the cold weather.

This increase, which is now accepted as a fact after many years of research into the subject, normally reaches a peak during February. Consumption rates are then likely to be 10 per cent. higher than in July. This will have the effect of making the ration allowance per vehicle even smaller.

Passenger transport operators, who are subject to a.10-per-cent. cut in fuel supplies, will find little solace in possible gains in fuel economy arising from less-congested traffic conditions caused by the reduced mileage allowed to private motorists. Indeed, heavier loadings will tend to militate against economy.

Driver the Key The deciding factor in fuel conservation is the driver. To a large extent . he controls the nation's consumption of road-vehicle fuel under his right foot. Without trying to detract from the good work that most drivers do—particularly those engaged on long-distance services—it cannot be denied that signs of unnecessary use of fuel are all too common. , Operators cannot, however, by any means be absolved from blame. In their hands rests the responsibility for seeing that their vehicles are at the peak of condition, subject to practical limits, and that their running schedules do not invite extensive speeding. They should ensure that every ounce of energy in every gallon c12 of fuel is used to the utmost benefit by reducing unladen running and, if necessary, re-routeing certain of the deliveries to avoid hilly or busy areas.

Addressing the driVer first, the most telling advice that can be given is: drive as if you were paying for the fuel. All drivers must surely know when the techniques they adopt either waste or save fuel, and now, more than ever, is the time for them to adopt their most economical style.

This is a national emergency, so high-speed driving must be cut out even if it means a five-minute reduction in the tea break. Similarly, fierce acceleration is completely unnecessary and is one of the greatest wasters of fuel. Once he has reached a reasonable cruising speed, the driver should try to stay at that speed with a steady throttle opening, in top gear if possible.

Anticipation of road conditions ahead is another vital feature, applicable to driving in towns or on the open road. Ease back on the throttle as soon as it becomes apparent that braking will be necessary and brake slowly and steadily to a standstill. But do not coast— there are more commercial vehicles on the scrap heap through coasting than for any other reason.

The driver's, responsibility for fuel economy does not, however, end on the road. Fuel wastage by stationary vehicles can be appreciably cut. Do not leave the engine idling at long halts: the starter is there to use. If it is unreliable, it should be attended to at once.

The choke or, in the case of oil engines, the excess-fuel device, is a demon. Frequently, petrol-engined vehicles are seen parked with the engine running on the choke, but the driver nowhere to be seen. He is, presumably, attending to some other business while his engine warms up.

Aim Defeated In fact, little warming up is taking place. Instead, neat petrol is pouring into the cylinder bores, with subsequent increased wear of 'the engine parts, and wastage of vital fuel. The best way to warm up an engine once it is started is to take the vehicle out on to the road as soon as possible, although this might not always be practicable when depot work has to be done before the journey starts.

Oil engines are not such great offenders in this respect when starting, but the excess-fuel device is often regarded as the only way of getting uphill quickly, and much easier to use than a gearbox. Black exhaust smoke in many cases denotes the use of this device and indicates that fuel is being wasted.

,Drivers must not use this control when on the road, neither must they make any other adjustment to the fuel-pump setting in an endeavour tc get more power or greater speed. Ir most cases the pumps have been se. correctly by he manufacturers to give the best and most efficient performance.

Apart from anything else, the black smoke belched out by heavy vehicles on today's main roads is an abomination and, fuel-saving reasons apart, this excessive smoke emission, which is not in any way excusable. is a legal Offence.

Other than scrupulous attention to his driving technique there is little that any driver can reasonably be expected to do in the present emergency conditions other than to report to his depot or garage any noticeable defects in his vehicle.

For instance, the radiator may have been blanked off and in the driver's opinion this might be causing overheating. It would be unwise of him, however, to remove any part of the blanking material without first confirming that the engine is not overheating, but merely running at a higher and, therefore, more efficient temperature Similarly, should a driver notice a strong smell of fuel, particularly after his vehicle has remained stationary for a time, this should be reported and attended to immediately. Such a smell would, in all probability. indicate a leakage in the fuel system, and is more likely to happen with petrol-engined vehieles, particularly at the carburetter.

Binding brakes can have a serious effect on fuel consumption. A worthwhile daily check is to see that thevehicle will roll freely when standing on a slight gradient with the brakes released.

One latt point for drivers to consider concerns tyre pressures. Without suggesting that a driver should apply a gauge to every tyre every day (this should be done by the maintenance staff), he can give a visual check to the tyres when the vehicle is laden.

The operators' primary duty in this battle for fuel economy will naturally concern keeping all vehicles up to the maximum running efficiency.

Mechanical efficiency is allimportant, but it is worth considering the type of fuel used in the case of petrol-engined vehicles. Tests have shown that it is possible, in certain cases, to save up to 8 per cent. in petrol by using a premium-grade fuel, subject to the ignition having been revised accordingly.

A 50-50 mixture of premium and commercial-grade fuels should, therefore, achieve economy, but it is important to read the ignition in order to take advantage of the higher octane rating of such fuel.

Engine lubricating oils have been the subject of continuous discussion and argu.nent over the past few years, but one fact seems now to be generally accepted by fleet operators. This is that the use of an S.A.E. 10 oil will produce a definite improvement in fuel consumption, although the oil-consumption rate might be 'increased: As, however, it is fuel that must be saved, the additional oil cost is a relatively small consideration.

It can safely be said that nothing higher than a 20W oil should be used in any engine during the winter months: 10W oil should suit most oil engines, whilst 10W/30 can safely be used in petrol engines.

Low viscosity oils have anti-wear advantages apart from shortening the warming-up time (causing less need for the choke and throttle "blipping"). Furthermore, because of the reduction of frictional losses in the engine, less fuel is used during the first mile or so of running. A 6-8 per cent, improvement in the fuelconsumption rate should be obtainable by the use of these thin oils.

Operating temperatures are particularly important in normal circumstances at this time of the year, and even more so during the present emergency. As a rough guide it can he said that a change of 4° F. in the ambient temperature will affect fuel consumption by 1 per cent. unless precautionary measures are taken.

This increase in consumption with drop in temperature is caused mainly by extended warming-up periods, lower running temperatores, quicker temperature drops in the coolant when the vehicle is stationary, and the greater use of indirect gear ratios as necessitated by slippery roads.

Under-bonnet Heating

Most commercial vehicles are .unavoidably parked in the open air at night. This presents problems which materially effect cold starting and warming up, but the use of electric or paraffin under-bonnet heaters and the shrouding of bonnets by sacking or similar material can help to reduce this difficulty.

Operators should not be afraid of

running their engines at an appreciably higher temperature than that to which they are accustomed.This is particularly .so if the engine cooling system is of large capacity, as any temperature rise caused by running in hilly areas will be absorbed by the coolant without causing boiling.

It is important to check that the thermostat has not been removed, that the right type is fitted and that it is functioning correctly. Should a cab heater have been fitted since the vehicle was originally purchased it will be necessary to change the standard thermostat, and on this point the heater manufacturers or agents will give advice.

Temperature can he raised by removing the fan blades on certain c13 vehicles, particularly those engaged on long-distance haulage and certain classes of delivery work where the engine is not given time to warm up properly. In addition to helping to raise the running temperature, a power increase is derived from the removal of the blades, because of the losses associated with driving a fan, but it is important to remember not to remove the fan belt if this will make the water pump and dynamo ineffective.

Anti-freeze containing glycol can assist in maintaining an efficient jacket temperature because of the lower heat-transference properties of glycol. There is no need, however, to put more glycol into the cooling system than that recommended by the anti-freeze manufacturers.

Clogged Filters Air filters can have a serious effect on fuel consumption, and it is essential fo check that they are not clogged. Whilst the air cleaner can be removed from a petrol engine without detrimental effect to the running of the engine, but with a beneficial effect on consumption, cleaners must not be removed from oil engines.

A petrol engine has a weak spot in the shape of its carburetter, particularly in cold weather. A frequent cause of excessive consumption is icing-up, and certain premium-grade petrols contain additives to overcome this difficulty.

Otherwise, a reasonable cure can be effected by keeping the underbonnet temperature as high as possible by ensuring that most of the air forced under the bonnet passes first through the radiator block. In many cases this might not be practicable, but it is worth while checking that all bonnet apertures other than

the radiator grille can be blanked off to reduce the amount of cold air passing into the engine compartment.

Carburetter settings should be as recommended by the manufacturers, but it is sometimes possible to employ smaller jets without detriment to the engine. Certain carburetters have mechanically actuated accelerator pumps which could in some cases be disconnected, although this would probably cause flat spots when accelerating.

The ignition system must be in Lip-top condition and it is imperative to ensure that the correct heat range of sparking plugs is tilted, that they are clean and that the gaps are correct. Similarly, the contact breaker gap can haveo marked effect on fuel economy.

Ignition timing should be set according to the makers' recommendation, but a rule-of-thumb method could be applied. The best way of doing this is to take the vehicle out on to a level road and pull away at full throttle from about 12 m.p.h. Should pinking occur the ignition should be retarded slightly and the test repeated until a satisfactory setting which just avoids pinking has been arrived at.

Most operators already practise the utmost fuel economy, but now is the time to seek that little extra. The co-operation of all concerned in road transport is imperative.

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