Perkins Engine for U.S. Ford F.600 Chassis
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THE new I54-in. wheelbase Ford F-600 truck, of United States origin, is to be offered, on a first equipment installation basis, with a Perkins 6-cylindered oil engine. The power unit selected is the F.340, manufactured by F. Perkins, Ltd., at Peterborough: it Will be available from all Ford sales and assembly plants outside the U.S.A.
Ford F-600 trucks have a gross vehicle ,weight of 19,500 lb. The Perkins engine is rated to develop 110 b.h.p. at 2,850 r.p.m. and has a• maximum torque of 240 lb. ft. at 1,700 r.p.m. Bore and stroke are respectively 4 in. (101.6 mm.) and 4+ in (114.3 mm.). The engine, less flywheel, housing and starter motor, weighs approximately 914 lb. dry. Cubic capacity is 339.3 cu. in. (5.56 litres).
Fuily Tested Design
The F.340 follows the general lines of the majority of engines in the Perkins range, particularly as regards camshaft position and cylinder head design. It has, however, several features dictated by the requirements of the Ford application.
The high duty cast-iron cylinder block is cast integrally with the crankcase and has dry shouldered .liners also of cast iron. The valve rocker gear is mounted on the head and is protected by a die-cast aluminium cover. One inlet and one exhaust valve per cylinder are provided. All valves have double springs with two damping coils.
The camshaft is mounted high on the off side of he cylinder block. The forward bearing is lubricated under pressure, the other three by an oil bath formed by a series of weirs, the oil draining through a cored hole in the front of the block and a passage at the rear. The. seven-bearing crankshaft is a chrome . molybdenum steel forging with thin-wall, prefinished, steel backed, lead-bronze-lined bearings. The front oil 'seal is of synthetic rubber, fitted in the timing case cover, and 'the rear seal is of rubber core woven asbestos rope in a split housing.
Both camshaft and fuel pump are driven from the front end of the crankshaft, through a triple roller chain, by a steel sprocket keyed onto the shaft. The chain is tensioned by a rubber-faced slipper and the tensioning load is supplied by hydraulic:pressure from the engine oil supply. Chain whip is controlled by four nylon reaction pads.
Engine lubrication is by gear type pump, located in the die. cast aluminium sump and driven by a straight spur gear on the front end of the crankshaft.
The large in-line fuel pump, of the A.A. type designed by C.A.V., Ltd., has a nonreversing camshaft driven in tandem with the Clayton-Dewandre exhauster.. Engine speed is controlled by pneumatic governor, and there is also a pneumatically operated idling control and automatic altitude control giving fuel supply cornpensation at varying altitudes.
The spherical combustion chambers are formed half in the cylinder head and half by. detachable steel caps on the left side of the engine. The injectors are accessibly located and have two sprays, one directed into the combustion chamber, the other into the cylinder. The aluminium induction manifold is on the right of the head, the exhaust on the left. Cold starting is aided by a 12-volt single pole heater plug in the induction manifold, A large capacity centrifugal water pump. driven from the front of the crankshaft, circulates cooling water. Rapid warming up is aided by a thermostat mounted on the front of the cylinder head. A fan can also be supplied.