For H series read Transcontinental
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by Graham Montgomerie
THE LONG-AWAITED heavy from Ford which has been seen in small numbers on British roads in prototype form over the past 12 months was officially unveiled this week. Known as the Transcontinental, the range covers a weight category of 34 to 42 tonnes (33.5 to 41.3 tons) in 4x2 and 6x4 configurations with power outputs of up to 254kW (340bhp).
In contrast to the usual Ford policy of using as many " home-made " components as possible, the engineering philosophy behind the new model has been to use already proven proprietary units available throughout the world. Engines from Cummins, gearboxes from Fuller, clutches from Dana Spicer, axles from Rockwell and cabs from Berliet—all these are combined in the Transcontinental which will be built at the Ford factory in Amsterdam.
The new trucks, which went through their prototype stages under the code name H-series, will be available in Britain, Eire and Germany immediately; in Finland, Sweden, Norway, Denmark, Switzerlandand Austria in July; Italy in November; and lastly France and Belgium. The big Fords will not be immediately available in all markets because of the long lead time required to homologate vehicles in those countries.
Naturally aspirated for the UK
Four different power outputs are available from the chosen range of Cummins engines to suit the particular application —179kW (240bhp), 240kW (273bhp), 230kW (308bhp) and 254kW (340bhp). All four engines are in-line six-cylinder designs with the common bore diameter of 139.7mm (5.5in), the lowest output engine being naturally aspirated and the rest turbocharged. This NA engine designated the NH 250 is available only in Britain and has a cubic capacity of 15.18 litres (927cuin). The forced induction engines by reason of a shorter stroke are of 14 litres (855cuin) capacity with the two top-rated units featuring charge coolers.
All the engines use Cummins' own PT fuel-injection system whereby the fuel is continuously fed to the injectors and back to the fuel tank by a lowpressure rotary pump with the actual injection pressure being developed in the injectors themselves.
Great attention has obviously been paid to the need for clean induction air with the provision of a large air filter —a two-stage Farr Unipamic which has a moisture eliminator for water and a replaceable filter cell for dust particles.
Rather surprisingly, the Jacobs exhaust brake is not an option for the Ford although the Cummins engine range is one of the few that can use the device. The reason is that fitting a Jake brake would increase the height of the engine which in turn would mean raising the already-high cab. A slide-type exhaust brake is used instead,