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THE COST OF EFFICIENT AAINTENANCE

26th February 1943
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Page 18, 26th February 1943 — THE COST OF EFFICIENT AAINTENANCE
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Which of the following most accurately describes the problem?

Following the Previous Article on this Subiect Dealing with the Engine, Our Costs Expert Now Presents Data for the Transmission and Chassis Parts

IN my previous artick on this subject, in the issue dated January 29; I confined my remarks entirely to the engine of a 5-ton vehicle. I took an oil-engined chassis as an example and showed; by a method similar to that which I shall use in this article, that the cost. of engine maintenance, carried outapproximately in -accordance with the maker's instructions is between ,0,66d. to 0.76d. per mile.

The lower figure is an indication of wlfat the cost is likely to be if as much of the Work as 'possible be carried out by the driver of the vehicle. The higher figure indicates the expenditure involved: if the maintenance be entrusted to the local agent and paid for at retail prices.

As a basis for costing, I assumed that the rate per hour for labour, as Charged by the motor agent, is 5s. 6d., but that the cost to the operator, including provisi,on for-overheads, is '3s. per hour, if his driver does the wort The question as to whether it is profitablefor an operator to put his driver on to maintenance work, notwithstanding the apparent saving of 2s. 6d: per hciur, was not discussed.

It will readily be appreciated, however, that the answer to that question will depend on the circumstances. If the driver can be fully and profitably employed in driving, for upwards of 60 hours per week, as is the case with the majority of operators, it is more economical to utilize the services of the motor agent. Otherwise, savings can be effected by having the work done on the operator's premises.

An 'Excellent MaIntenance.Schedule

_Turning over to the cost of maintenance Of the. trans; mission and Cha..ssis pats, I propose to. use, as a basis for' assessment, that excellent schedule of -maintenance operations—to which I have frequently referred in these columns —drawn up by Capt. J. Walton, of S.P.D.,.Ltd.

At 2,500 miles, . arid each succeeding 2,500 miles, it is advisable, according to that authority, to carry out the -following operations:—Top7up oil in gearbox and back axle; check Condition of brake facings; examine grease nipples and spray or otherv:ise lubricate springs; .test for lift in steering wheel, rock in swivel pins and bushes, wear in steering worm and sector shaft; examine.spring holdingdown belts, centre bolts, shackle pins and brackets, wheels and studs.

A point to be noted, in passing, is that Capt. Walton regards all these operations as . duties of ' a qualified mechanic. It follows, therefore, that 'unless the vehicle driver is also a mechanic, and a good one at that, the work will have to be done by either a mechanic employed for that purpose by the operator or be entrusted to the local motor agent.,

I, have: therefore, three sets of figures to consider, for if' the mirk be done by a mechanic in the operator's own workshop the cost, taking overheads, establishment costs and incidentals into consideration, cannot be less than 4s.6c1. per hour.

, Save in exceptional circumstances, the time needed to complete the operations described above should not exceed an hour-and-a-half. The cbst, if the driver does the work, will thus be 4s. 6d.; if it be done by a mechanic employed in the operator's own repair shop the cost will be 6s. 9d.; if it be farmed out to the local agent it will cost 8s. Sd. There will be A slight addition on 'account of sundrymaterials. I shall make provision for that later.

Jobs to Do at Specific Mileages • After 5,000 miles of running, rind at each successive 5,000 miles, it is recommended that the clutch plate be removed and examined,the operating levers lubricated and adjustment made if that be necessary. This work May take half-an-hour, and will thus cost is. 6d., 2s. 3d., or 2s. 9c1., according to the procedure adopted.

After each 7,i500 miles of running examine transmission, universal ccruplings, intermediate-shaft .bearings; take up play in ball pins and Cups of steering gear and check .track; check thrust and wear in"differential;• change tyres over, according to wear. If I alloW•three hours for -that work the Cost will be 9s., 13s. 6d., or 16s. 6d.

. Every 15,000 miles the following work should be done:— Drain gearlici".x,' wash out, examine and replenish; examine gear and lOcating plungers,selectors and reverse -catch; drain, wash out and replenish the rear-axle case; exarninck and adjust' clutch stop and nOte wear on.spllnes of clutch shaft; rembve brake drums, examine actual conditions of brake facings -and drams, carry out necessary lever adjustments and re-assemble. • In the case of cable-operated brakes, the inner cables should be removed, cleaned, lubricated and replaced. All yoke pins should be removed, inspected and lubricated and renewed, where necessary. Lubricate or renew pins on rod-operated brakes; check play in worm (in worm-driven a.xles1 and adjust differential thrust; renew lampbulbs and re-focus head lights; dismantle wheel hubs, check bearing wear, make such adjustments as are necessary and replenish lubricant; carry out repairs to bodywork.

Here we are, obviously, considering work which cannot be carried out by„a driver-mechanic. The time necessary will vary considerabTy according to the condition of the parts and the amount of renewals and adjustment needed. Probably, 20 man-hours will be necessary for the work, which will thus cost, for labour, 24 10s. if the work be done hi the operator's repair shop, or 25 10s. if it he farmed out.

At this juncture there may be a substantial account for materials. Here, again, there is ampl^ margin for assessment. At a maximum, it may be found, necessary to renew Some gearbox and clutch parts, to renew brake facings throughout; to replace certain brake cables, pins, etc., and to purchase—or take from stock—materials for body repairs. At a minimum, nothing but new lamp bulbs may be required. I am going to assume that the average lies between these two extremes and allow £3 10s. for it.

At 30,000 miles, one operation only on the chassis, additional to those already specified, is suggested, namely, that the gearbox be taken down and clutch and gears, ball races, etc., be thoroughly overhauled, as appears requisite. An allowance of six man-hours should suffice for this, costing either El 7s. or £1 13s., to which must be added an average amount of £2 for materials needed.

When 60,000 miles have been run, the chassis should be overhauled from end to end and complete replacement of all worn parts undertaken. All needed adjustments must be made' to clutch, gears, transmission, brakes, wheels and

tyres. This coincides with the recommendation, made in the previous article, that a complete engine overhaul should be carried out after 60,000-miles.

The work on the chassis -will involve, say, from 80 to -100 man-hours (take an average of 90 man-hours)'costing from £20 55. to £25; £15 should be allowed for materials.

I have prepared two schedules only .of the above costs. In one I have taken the figure of 4s, 6d. per hour, the charge when the work is carried out in the operator's own repair shop. In the other I hare taken 5s. 6d. per hour, the charge made by the motor agent for doing the work. No good purpose would be served by compiling figures relating to the

driver, because the bulk of the work is not of a character that can be done by the driver.

The total cost is thus shown to be from £79 to £90— omitting odd shillings—that is from 0.32d. to 0.36d. per mile. The cost of engine maintenance was shown to be from £165 to 2.190 per 60,000 miles, or from 0.66d. to 0.76d. per mile. The total cost, therefore, for maintenance (e) is from £244 to £280 per 60,000 miles, or from 0.98d. to I.12d. per mile,

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People: J. Walton

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