OPINIONS FROM OTHERS.
Page 20
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Partial Standardization.
The Editor, THE COMMERCIAL MOTOR.
, [1628] Sir,—I do not know whether I am opening up new ground or not, as I have been out of touch with all motor manufacture since 1914, but I write on the chance that a suggestion may be of some interest to British manufacturers of commercial vehicles, in view of the coming struggle for the world's markets. Through the medium of a mobile workshop, operating at the back of the Front, which has to repair all the leading makes of lorries (and other makes 0, the beneficial effect that would have resulted from a partial standardization of parts has been illustrated very convincingly.
If half-a-dozen well-known makes of 3-ton lorries are examined it will be found that, in many details of design, they are, within narrow limits, practically identical. Further, it will be found that. these almost identical parts are usually those most subject to wear, and therefore are most likely to require replacement. As an easy example, the leather rings used by so . many manufacturers for propeller shaft flexible joints may be considered. As things are, these rings differ slightly in size, so that, even if the difference is only a fraction of an inch, they are not interchangeable. If a medium size could .be adopted as a standard, it would surely be an easy matter for the makers of the slightly larger, or smaller, types to alter their parts to fit, The list of other similar parts which are almost but not quite identical on a, large number of lorries is too long to set down here. But a little consideration will prove that the same idea might easily be applied to them all, with very advantageous results, both to the manufacturer and to the buyer. It is not suggested that a firm which pins its faith to ball or roller wheel bearings should change to the floating bush type ; or that the devotees of the leather-lined clutch should come into line with the metal-to-metal variety. But the different sizes of floating bushes could be standardized as easily as the leather or Ferodo clutch linings.
It may be argued that the supply of parts, under war conditions, Will not be repeated at home, but if it is regarded simply as a question of the rapid supply of parts which are usually needed, i.e., parts which are subject to the most wear, I suggest that the trouble is one which has been and, unless something is done, always will be with us. The trials and tribulations of a peripatetie lorry hospital have only served to emphasize this point. The manufacturer may object to building a chassis similar to that of a trade competitor. It is not suggested that he should do so, but that he should get into touch with other makers, parts of whose lorries approximate to his own in dimensions and design, and that they should then set to work making as many parts as possible interchangeable. Manufacturers cannot easily be represented in every small town, and even in places where they have agents it is a great drain on the resources of the agents to keep an adequate supply of the parts likely to be wanted. If parts were standardized wherever possible; the agent could reduce his stock with safety and also increase the number of his clients, and thus turn over the money which is otherwise locked up, often for a considerable period. It should not detract in any way from the reputation of a manufacturer if one of his vehicles is enabled to keep on the road through the owner being able to utilize a spare part made by another concern.
It would help manufacturers of components to standardize and to reduce prices. Reliable agents would find their sphere of activity increased, and it
1340 would give buyers and prospective buyers more confidence when considering the purchase of lorries, particularly large fleets of them. •
Manufacturers should remember that their repute.tion rests on the success of their clients, and eases innumerable occur every day of money being lost, contracts broken, and disputes arising through the failure of some small but vital part of a vehicle.
Many manufacturers would be surprised at the large number of parts on their vehicles which, with very little trouble and without losing the individuality of their design, could be standardized with the other leading makes. It is the leading firms and the leading firms only which will count after the war, and amongst them • such partial standardization should be a useful talking point. And, in conclusion, I would suggest that it would materially assist in securing overseas trade. —Yours faithfully, It B. JaainsoN, Mech. Staff Sergt. Workshops, " X" Siege Park.
" X " Corps, KA., B.E.F.
Electrics and Long Hauls.
The Editor, THE COMMERCIAL MOTOR, [I629] Sir,—The performance mentioned in your issue of 22nd August is certainly unusual, at present, for an electric delivery wagon as regards distance travelled; a. trip of 110 miles would, in fact, be considered by many as altogether beyond its range. Yet there are in reality no valid reasons why an " electric " 'should not maintain this service all the year round, working day and night if necessary. Tyres and batteries guaranteed and renewed periodically, the chassis would last eight ..to ten. years even then with systematic attention to wearing parts at the
garage. It is merely a question of wearing parts stet
tions ' en route where the batteries can be given boosting charges or, if no time be available for these, where a battery exchange system has been organized. All this has been tried out and adopted as standard practice in the U.S. for several years to the entire satisfaction of vehicle owners who, no matter how low may be the running costs and upkeep expenses, naturally prefer to delegate these responsibilities, to contract out for them, No doubt similar facili-. ties will be at the disposal of owners in this country also presently. Then you simply buy the wagon, and the service garage—with branches in suitable centres—runs and maintains it for you at an agreed cost per car-mile.
The total energy consumption, however, as stated on page 556, to have been 137 ampere hours for 110 miles, is a result too good to be true--given either of
the standard voltages usually employed on self-propelled electric vehicles, A two-ton wagon, for ex
ample, fully loaded and equipped with " ironcladExide" cells (gross weight about four tons) will take less than one h.p. hour average per mile to propel on roads of moderate quality and grades. The even distribution of weight, reduction of friction losses to a minimum, and the fact that no energy is consumed while the wagon is coasting or at, rest, account for
this low horse-power expenditure. Assuming five tons carrying capacity of the Ward electric vehicle
you mention 10 to 12 amp, hours per mile over indifferent roads would be the regulation allowance through an 85 v. motor. But, in that case the total amp-hours consumed during a run of 110 miles (except they are downhill nearly all the way) would be going into four figures! On a 1-loaner for fhat distance one would expect to record between 500 to 600 amp. hours.
I venture to think that there must have been some misprint.—Yours faithfully,
L. BROCKMAN.