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First impressions of Ford's H Series
Page 23
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'Worth waiting for' is the German verdict
by a special correspondent
AMERICAN truck building philosophy the assembly of well-established units and components to provide equipment capable of high performance and sustained reliability — swell justified in Ford's new H Series heavy truck range, according to the first European journalist to drive the truck.
First impressions of the new model, only brief details of which have been announced in the UK, appear in the February issue of Lastauto und Omnibus, a German magazine not known for undue flattery. The magazine's editor spent two days driving and riding in one of the long-term prototype test units in regular service with a Continental operator.
A number of test units are also in service with British operators and the vehicle is expected to be • officially launched here in late April. It should be remembered that Lastautors impressions were gained on a prototype vehicle and that spec if ications for the UK market maywell varyconsiderably. A spokesman for Ford in Britain told CM that final specification had not yet been settled.
The H Series, it will be remembered, uses a version of the Berliet sleeper cab. Having saved development and tooling costs for the cab, Ford has not been stingy in interior trim and equipment, reports Lastauto. Instrumentation is well arranged, fresh air ventilation and heating, insulation against engine noise and heat have been given much attention. Cab access is described as "a climb" but is rewarded by the excellent driving position and visibility. Comments on the arrangement of the sleeper bunk and absence of quarter lights can be put down to personal likes and dislikes.
The vehicle travelled in during two successive nights on autobahn trunk journeys between NW Germany and the southern part of the country was a 16 tonnes rigid with a 22 tonnes drawbar trailer. The power unit in this particular combination was the Cummins NTC/355E 13.98 litre charge-cooled diesel of 308 DIN-h.p. at 1950 rpm. Alternative engines for the H series are the NTC 335E of 273 DIN-h.p. and the charge cooled 340 DIN-h.p. NTC 355.
While there is insufficient German operating experi-, ence to determine engine life and durability the road performance startled Lastauto into a glowing account of "steam-engined" characteristics when climbing and overtaking. The drawbar trailer combination was laden to the German maximum of 38 tonnes and returned a fuel consumption of 5,6 to 6,1 mpg. The high torque of the Cummins engine is lauded (not for the first time) as a "Swede beater" and as a greater contribution to keeping up with traffic flow than installed horsepower. Optimum use of the Fuller constant mesh transmission (2 x 4 plus overdrive) is aided by the rev, counter located in an ideal sight line.
Burman power steering is fitted and here the Lastauto man expressed some concern in the constant small corrections required on a straight course. Steering gear ratios could not be bettered while transmission of road shocks to the steering wheel is negligible. There was no opportunity to carry out brake tests during the runs which were part of the operator's normal trunk work but use and response of the braking system is described as satisfactory. A minor point concerning wheel arch dimensions is made with regard to the rear wheels where clearances appear to be very tight for fitting snow chains, for example.
Lastauto remarks on the amount of roll but otherwise compliments the design of the suspension for its equable temperament under light and laden conditions. The diff. lock, a feature usually offered as an option, is a standard fitment on the H series and scores a bonus point in the magazine's assessment.
-Two nights and a day with the vehicle left us pleasantly surprised and we are convinced that the H-series will not remain a rare sight (in Germany). If the growth of the service and spares organisations continues on the lines prepared by Cologne the future holds much promise for Ford heavies," concludes Lastauto.