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Lindley Tests with Harrington Coach Reveal No Weaknesses

26th December 1952
Page 31
Page 31, 26th December 1952 — Lindley Tests with Harrington Coach Reveal No Weaknesses
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STRAIN-GAUGE tests carried out on a Commer-Harrington Contender chassisless coach at the Motor Industry Research Association's proving ground at Lindley proved conclusively that no structural weaknesses exist in the

design. Twenty-six live strain gauges and 12 dummy ones were installed in the vehicle, operated in conjunction with the M,I.R.A. four-channel dynamic strain-gauge recording equipment located immediately behind the entrance of the coach. A generator was mounted in the rear luggage locker.

The vehicle was then evenly loaded and the equipment calibrated by a series of runs all made at 20 m.p.h. over the single-bump test section. This was followed by heavy braking from 25 m.p.h. and by a sudden turn at 32 m.p.h. These tests lasted a day and a half.

Tapley meters were next installed to give readings of braking, deceleration and cornering acceleration. Three preliminary runs were then made on the Belgian pay6, one on the corrugated section, and a final strain-gauge recording was made on the steering pad, where it was found that a turning circle of 50 ft. was possible.

A number of runs on the pitching

wave and shallow-dip sections of the proving ground followed. Alternative rear springs giving greater deflection were next fitted, the set being provided by CommaCars, Ltd.

The vehicle was then unloaded in preparation for a static deflection test, using an 11-gauge bridge and galvano meter. A run on the cross-country track Was also undertaken by the contender.

In the meantime, short performance tests were made which established that with an average load, the coach accelerated from 0-30 m.p.h. through the gears with the lower axle ratio in use in 20 secs., the time in the high ratio being 24.5 secs. To accelerate from 20-30 m.p.h. in top gear with the low ratio took 14 secs. Fuel consumption over the entire test period worked out at the rate of 10.3 m.p.g.

On its return to the works at Hove, a thorough examination was made of the vehicle and of mechanical components. No loosening or distortion of the engine mounting brackets, springhanger brackets or of their associated bolts could be discovered. An examination of bolts, rivets, panels and underframe failed to reveal signs of distortion.


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