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THE RANGE:
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from 6cwt payload to 28 tons gross
ESCORT
THE Escort is made in two van versions —with capacities of 6cwt and 8cwt—and these are based on the car of the same name. The Escort vans were introduced on April 5 this year and use the front-end and floor pressings of the car. They also have the same basic suspension with MacPherson struts and coil springs at the front and leaf springs at the rear.
The Escort 6cwt has a 1,098 c.c. fourcylinder petrol engine but in the case of the 8cwt there is a choice of this unit or a 1,298 c.c. version. Maximum net outputs are 49.5 bhp at 5,500 rpm and 58.0 bhp at 5,000 rpm respectively.
Transmission is through a 7.5in. diameter clutch through a four-speed synchromesh gearbox and optional axle ratios of 4.44 and 4.125 are listed. On the 6cwt, two-leadingshoe drum brakes are used at both axles but there are servo-assisted disc brakes at the front of the 8cwt.
Compared with the Anglia van which the Escort superseded, the latest model has a Icwt greater carrying capacity in both versions and with an 82 cu.ft. load space has 9 cu.ft. greater internal capacity. When a passenger seat is fitted capacity is 70 cu.ft.
Escort Road Test
Two weeks after the announcement of the new Escort, a road test was published in Commercial Motor. The 6cwt version was the subject and gave extremely good results. Fuel consumption worked out to be between 23.3 and 43.1 mpg when fully laden accord ing to the speed at which the vehicle was driven and the number of stops per mile made. The lowest figure quoted refers to four stops per mile which was similar to the figure obtained on a motorway test.
On brake tests, locking of all wheels caused the van to move from a straight line but not to an excessive degree and the figures were very good. The handbrake performance was disappointing which was put down to the need for adjustment. The Escort was a very lively performer and acceleration from 0 to 40 needed only 11.3sec.
TRANSIT
THE Transit is a semi-forward-control vehicle and in addition to van versions it can be obtained as a chassis/cab and chassis/windshield. Six basic models in the range allow for load capacities from 12cwt to 35cwt and there are two wheelbases. The three lowest-weight models have this 8ft 10in. dimension giving a body capacity for the van of 178 cu.ft. and the three larger models have a 9ft 10in, wheelbase; the van based on this has a capacity of 261 cu.ft.
There are 9and 12-seat bus versions based on the shorter wheelbase and a 15seater on the 9ft 10in. wheelbase.
From a basic-mechanical-specification angle there is not a lot of difference between the six payload categories. This is so far as general design goes for there are two output versions of the Ford V4 petrol engine used for the Transit and a Perkins diesel is an option in 12 to 25cwt models. The gearbox is the same throughout and as an option to manual transmission, the Borg-Warner automatic box can be specified.
Altogether there are over 500 basic-specification variants. In addition to those mentioned already there is a Custom version of the Transit which has a higher standard of interior fitting than the normal model.
With the V4 engine located above the front axle and the entrance behind the front wheel, access to the cab area of the Transit is easy. The step is only 15in. from the ground and it is located inside the door which means it is protected from the weather. The floor-mounted gear change lever is positioned so that it does not interfere with across-cab access.
There is a choice of sliding or hinged cab doors or any combination of them and at the rear there are double doors checked at 90deg by retaining straps but able to be opened to 180deg when the straps are released. A hinged side-loading door is an option—it can be on nearside or offside or on both—and another option is a full-height lifting tailgate.
As well as the normal-type van there is a parcels-van version of the Transit on each of the wheelbases. These are known as the Transit 290 and the Transit 390 and the figures indicate the cubic capacity of the square-design body. The ratio is increased from 8.0 to 9.1 to 1 and this increases the net output to 68.5 bhp and the net torque to 90.5 lb.ft.
The four-speed all-synchromesh gearbox drives to a three-quarter floating rear axle with a capacity of 2,7501b on the 12cwt and 3,4001b on the 17 and 22cwt. Dimensions of the two-leading-shoe brakes are 9in. by 2.75in. at the front on the 12 and 17cwt and 10.7in. by 10.75in. on the 22cwt while at the rear there are leading-and-trailing shoes and in all three cases the size is 9in. by 1.75in.
Tyre equipment is 6.50-14 on the 12cwt, 7.00-14 on the 17cwt and 7.50 14 on the 22cwt, in all cases on five-stud wheels. Fuel tank capacity is 9.25ga1.
An option to the V4 petrol engine is the Perkins 4.108 diesel which has a maximum net output of 49.0 bhp at 4,000 rpm and a maximum net torque of 77.5 lb.ft. at 2,100 rpm. And instead of the 1.7 litre unit, the 2litre V4 petrol used in the long-wheelbase Transits can be specified.
L.w.b. (25, 30 and 35cw)
DETAILS quoted in the first section have been restricted to those components which do not differ between the longand shortwheelbase chassis. The engine in the highercapacity Transits is a 2-litre V4 with a maximum net output of 74.5 bhp at 4,500 rpm and a maximum net torque of 107.5 lb.ft. at 2,750 rpm. The Perkins diesel is available as a standard option on the 25cwt model but on the 30 and 35cwt versions it can be obtained on approved applications only. The rear axle has a capacity of 5,2001b for all three weights and is a fully floating design.
Brake sizes vary according to the carrying capacity and the 25cwt chassis has 10in. by 2.25in. units all round (two-leading-shoe at the front and dual-servo at the rear) while the 30 and 35cwt have 10in. by 2.75in. all round of the same type.
The long-wheelbase Transits have twin tyres at the rear axle as against singles all round on the lighter-weight models. Sizes are 6.50-14 on the 25cwt, 7.00-14 on the 30cwt and 7.50-14 on the 35cwt. In all cases six-stud wheels are employed.
P.s.v. and Kombi
THERE are three Ford-built bus models in the Transit series, two of them being based on the short-wheelbase van design and the other on the long-wheelbase 25cwt model. They have the same body structures as the vans and the short wheelbase has two windows on each side behind the cab doors while the long wheelbase has three.
There are 9and 12-seater models on the short wheelbase and 14and 15-seaters on the long wheelbase. All seats face forward and a rear step is fitted as standard except on the 9-seater. A side door with an automatic step is available as an option on all of the buses. If a higher quality interior trim is required there is a Custom Bus in which the seats are tailored in Cirrus p.v.c. and the inside of the bus is trimmed in black, blue or cinnamon p.v.c. to waist level.
The Transit Kombi, a new departure for a British manufacturer, is in effect the van with additional windows in the sides as fitted to the bus. It is ideal for special body conversions—ambulances, mobile shops and so on. There is a Kombi version of all Transits except the 12cwt model and although the basic versions have only the driver's seat and a two-man passenger seat, various passenger-seat layouts in the rear of the vehicle are obtainable.
Transit Road Test
ROAD TESTS have been carried out by Commercial Motor on three Ford Transits. The report of the 17cwt van appears in the issue of November 26 1965; a test report of the 30cwt van was published on July 1 1966; and on November 17 1967, shortly after the automatic transmission was introduced as an option, a test report on the 17cwt with the Borg-Warner 35 box was published.
In the first test report the van was said to have justified in no uncertain terms most of the claims made for it by Ford. The model was found to be light and easy to drive with good braking characteristics although it was felt that the axle ratio selected by Ford for the test vehicle was on the high side. This had the effect of making direct-drive acceleration tests difficult but good performance was obtained on the through-the-gear accelerations.
Another thing that the high axle ratio did was to give a high top speed to the vehicle-81 mph—and on one half of the motorway fuel consumption check on average speed of 60 mph was returned. Fuel consumption at high speed was about 17 mpg and for normal-road work an average of 28.25 mpg was obtained when fully laden and limiting the speed to 40 mph. On the fuel consumption checks when making one stop and four stops per mile the consumption dropped as would be expected but not too greatly, the lowest figure being 16.6 mpg at four stops per mile when fully laden.
A similar performance and maximum speed as with the 17cwt were obtained on the 30cwt road test. Extremely good braking was a feature of this road test. Acceleration times were better than with the 17cwt—possibly due to a lower rear axle ratio, being fitted—although the power-to-weight ratio was slightly below that of the first test vehicle.
With a lower axle ratio and higher weight the fuel consumption figures were naturally not as good as the 17cwt and on a normalspeed trunk-road-type test fully laden, 20.8 mpg was returned. At four stops per mile in the fully laden condition the figure was 12.6 mpg and this time the lowest consumption recorded was on a high speed run on the motorway. This was 11.8 mpg but again a very high average speed had been put up—over the whole journey it was 58.5 mph and on one stretch of the run it was more than 66 mph.
General handling of the 30cwt was found to be first-class and the steering as near perfect as possible. The only criticism that could be made was of the mirror equipment and this in respect of the interior unit only which did not give an adequate view to the rear; the exterior mirrors were found to be quite satisfactory.
Automatic transmission made driving the Transit 17cwt van much more like private-car motoring. Specification of the Borg-Warner unit was felt to make the vehicle even more ideal for delivery use particularly where an operator has difficulty in getting drivers who will treat a van sensibly.
There was a fault in the differential of the test vehicle which was felt to have worsened the fuel consumption figures which were about 16 to 25 per cent down on the previous 17cwt van tested. But some of the fuel consumption difference could be put down to the fact that a lower rear axle ratio was employed with the automatic transmission. Confirmation that the faulty axle was having an effect on fuel consumptions was provided on the acceleration tests when in spite of the lower rear axle ratio almost identical times for acceleration tests were recorded.
D SERIES
THE current trend is for manufacturers of medium-weight trucks to offer basic models but with as many interchangeable components as possible so that specifications tailored to suit requirements of individual operators can be supplied from production. This is the case with the Ford D Series and more than 500 variations can be offered from the basic standard and optional equipment offered.
Even if this is not sufficient to cater for every need, Ford has a Special Vehicle Ordering section where individual fitments are incorporated on a special line and this aspect of the work is dealt with elsewhere in this supplement.
In brief, the D Series range consists of rigid models from 5.1 to 12.75 tons gross vehicle weight, tipper models from 10.8 tons to 12.75 tons g.v.w., tandem-axle 6 X 2 and 6 X 4 rigids for 17 tons g.v.w. and tractive units for 15.6 to 20 tons gross combination weight.
In spite of the variations in mechanical equipment that can be supplied there is one thing that is common to the whole D Series and that is the cab although here again there are two versions, a standard and a luxury design called the Custom. The engine is mounted at an angle under the floor of the forward-control cab which allows "walkthrough" across-cab access and the design allows the cab to be tilted forward for accessibility to the power unit. Operation of the tilt is simple, there is a quick-release mechanism and raising the cab is assisted by a torsion bar. Forward-entry steps make for easy access to the cab.
In the basic cab there is a single-man passenger seat but in the Custom unit a double-width seat is supplied. The more luxurious cab has improved trim including lining across the back panel and the unit is proving to be popular with operators as illustrated by the fact that 60 per cent of all D Series are specified with the Custom option.
0200, 0300 and 0400
THESE three models have a number of things in common including the standard power unit which is the Ford 240 cu.in. diesel giving a maximum net output of 74
bhp at 2,800 rpm and maximum net torque of 177 lb.ft. at 1,500 rpm. As an option to this the D300 and D400 can be supplied with the Ford 330 cu.in. diesel when the output is increased to 102.5 bhp net and the torque to 239 lb.ft. at the same engine speeds. All three chassis have a four-speed direct-top synchromesh gearbox.
Two wheelbase versions are offered on the three chassis-10ft and lift 2in. The D200 is only available rated for 5.1 tons gross and the D300 for 6.3 tons gross but the D400 comes in 7.1 and 7.4 tons gross ratings, in the latter case the 330 cu.in. engine being mandatory. Using estimated chassis /cab weights, these gross figures indi
cate body and payload allowances for the three chassis of 2.8 tons for the D200, 4 tons for the D300 and 4.6/4.7 tons for the D400.
There are important differences in the braking systems of the three models. The D200 has plain hydraulic brakes but the D300 has vacuum assistance and the D400 air-pressure assistance. Brake sizes on the D300 and 0400 are the same but smaller units are fitted on the D200 and the suspension and tyre equipment varies with the model. Wheels are 16in. diameter but in all three cases 20in. wheels can be supplied and on the D200 with this option vacuumassisted brakes have to be fitted.
0500, 0550 and 0600
MECHANICAL specifications of the D500 and D550 are similar to the three smaller D-Series chassis. They have the 240 cu.in. engine as standard and the 330 cu.in. as the option. Maximum gross weights are 8.1 and 9.0 tons respectively and as well as 10ft and 11ft 2in., there is a 13ft wheelbase version.
The D600 which comes in the same wheelbases as the D500 and D550 is designed for a maximum weight of 10.0 tons and has the 330 cu.in. engine as standard (no option) and while all three have a four-speed synchromesh gearbox in the basic model, a five-speed unit is available on the D600. Braking on all three is by an airassisted hydraulic system with the same size brake units on the D500 and D550 and bigger ones on the D600. And while the two lighter chassis have 16in. wheels as standard, the D600 has 20in., this size being available on the other two also.
All three chassis can be supplied with two-speed rear axle, dual-line air-assisted hydraulic brakes and power-assisted steering.
The designed maximum gross weights provide for payload and body allowances of 5.5, 6.25 and 7 tons respectively.,
0100, 0150 and 0800
THE D700 and D750 have a similar mechanical specification to the D600 but the D800 is produced only with the Ford 360 cu.in. diesel engine which has a maximum net output of 113.5 bhp at 2,800 rpm and maximum net torque of 262 lb.ft. at 1,600 rpm. The bigger engine is optional in the D750 chassis and while the D700 is made in wheelbases to the same dimensions as the D600, the D750 and D800 are made with 9ft, 10ft, lift 2in., 15ft 2in. and 17ft 2in. wheelbases.
A four-speed synchromesh gearbox is standard in the D700 with the option of a five-speed unit and the latter unit-available with wide-spaced or close ratios-is employed in the D700, D750 and 0800. Single-speed or two-speed axles can be specified on all chassis. Brake sizes are increased according to the weight rating.
The D700 is designed for 10.8 tons gross, the D750 for 12 tons and the D800 for 12.5 or 12.75 tons. These ratings allow for body and payload allowances of about 7.7, 8.7 and 9.0 tons respectively.
The D800 has as standard equipment a dual-line air-hydraulic system and this is the option on the other chassis where the basic fitting is air-assisted hydraulic on a single circuit.
01800 six-wheelers
THERE are both 6 x 2 and 6 X 4 versions of these six-wheelers which are based on the D800 rigids. With the 6 X 2 model and a 6 X 4 fdr on/off-road operation there is a choice of I ill 6M., 12ft 10in., 14ft 10in. and 15ft 10in. wheelbases while the cross-country 6 X 4 is made in 12ft 2in., 14ft 10in. and 15ft 10in. The lift 6in., 12ft 2in. and 14ft 10in, wheelbase models are specially designed for tipper work.
The rear bogie on the 6 X 2 has a two-speed leading axle while the 6 X 4s for on/off road use have an Eaton 30DT through-drive two-speed leading axle with lockable third differential coupled to an Eaton 16802 two-speed trailing axle. The 6 X 4 for cross-country has the same but the Eaton 300T has a lockable differential and two-spring suspension is used.
All versions of the D Series six-wheelers are plated for 17 tons gross which allows for a payload and body of about 12 tons.
0300 tractive unit
HANDS TRAILERS combined with Ford in producing the D300 artic. It is a completely matched outfit with automatic coupling and allows a genuine payload of 6 tons to be carried.
Specification of the tractive unit is similar to the basic D300 four-wheeler. It has the 240 cu.in. engine driving through a fourspeed gearbox and tyre equipment is 6.50 or 7.00-16; the smaller section tyres are for use when the outfit is to be operated with a
maximum payload of 5 tons only.
Wheelbase of the tractive is 6ft 4in. and the model is plated for a gross combination weight of 10 tons. The Ford part of the outfit has dual-line air/hydraulic brakes and a secondary braking system is added which is actuated through a separate lever. This operates a mechanical linkage operated by the tractive unit secondary system to a spade on the coupling gear.
0600 and D/00/800 tractive units
THE lightest of these tractive units is based on the D600 model and is designed for automatic coupling without chassis conversion. The model is plated for operation at 15.6 tons gross combination weight and can be supplied with fifth-wheel coupling.
Wheelbase of the D700 and D800 artics is also 7ft 10in, and while the 700 is plated for 17.5 tons gross combination weight, the D800 is made in two versions. One is for automatic or fifth-wheel coupling and the maximum weight figure is 18.75 tons while the other which is for fifth-wheel coupling only is for 20 tons gross combination weight.
These models are similar to the D700 and D800 chassis respectively and optional equipment includes a five-speed close-ratio gearbox and Eaton two-speed rear axle. An Eaton two-speed axle can also be specified on the D600 tractive unit and this model is also available with optional single-speed heads. A five-speed wide-ratio direct-top gearbox is an option and a close-ratio version of this can be supplied for use in conjunction with the two-speed rear axle.
D Series Road Tests
ROAD tests have been carried out by Commercial Motor of five of the Ford D Series. Just after the range was introduced the D800 four-wheeler was tested (April 9 1965) and this was closely followed by a report on a test of the 0800 tractive unit (April 23 1965). On August 27 1965 a road test report on the D300 appeared and at the end of the same year—on December 3—a report of a D750 tipper test was published. The final test—that of the D300/Hands artic has only just been carried out and a report is published on page 47.
All these reports had one thing in common: praise for the comfort given to the driver. All were easy vehicles to drive with well-placed controls, responsive brakes and light steering.
A considerable success was forecast for the D Series in the test report of the 0800 and this has been borne out by the sales record of the model. Brake tests gave actual efficiencies of around 60 per cent without wheel locking —maximum decelerations as recorded by Tapley meter were 70 per cent—and the maximum-pressure stops were completed in a most stable manner. Handbrake performance was adequate but there was criticism of the multi-pull operating unit fitted.
Acceleration figures of the D800 were also commendable and while these were helped by the fact that the lowest ratios were fitted in the two-speed rear axle there was a detrimental effect on fuel consumption. A figure of 10.9 mpg was obtained when cruising at up to 40 mph on an undulating route fully laden and 10.6 mpg at high speed on the motorway.
With the alternative, higher axle ratios it was felt that consumptions of the order of 12 mpg would have been obtained. It was also pointed out that a better consumption may have been obtained had the test vehicle done more than the 800 miles of running prior to the test; at this mileage it would not have been fully run in. Equally favourable remarks in respect of comfort and handling were made in the test report of the D800 tractive unit. It was coupled to a BTC semi-trailer and grossed almost 19 tons. With the same power unit as the 0800 rigid there was an expected reduction in performance and there was also a worsening of the fuel consumption figures obtained.
In the tester's opinion the 8.0 mpg obtained when cruising at up to 40 mph fully laden was at an unacceptable level although high speed running on the motorway section gave 8.85 mpg. Gradients on the motorway section where the test 'was carried out brought the speed down to 20 mph—maximum was 59 mph—illustrating the need forgreaterpower.
Power-to-weight ratio of the outfit was just under 6 bhp per ton and while this is a figure that most manufacturers are working to, the fact that the Ford 360 cu.in. engine in the test vehicle produces its maximum output at 2,800 rpm must be taken into account. The hit climb up Bison proved to be a severe test for the outfit and total time of 6 min 34 sec was required for the maximurnpower climb of the 1 in 10.5 average, 0.75-mile long. Stop and start tests were carried out satisfactorily but it was found that the handbrake would not hold the outfit when facing up the 1 in 6.5 slope on Bison.
A drop to the bottom end of the 0 Series, with the D300 four-wheeler and a jump in power-to-weight ratio to 12.3 bhp per ton meant that there were no criticisms of lack of power on this test. The vehicle was found to be very lively giving good acceleration times in spite of a relatively high rear-axle ratio.
The brakes were found to be more than adequate for the job they had to do on the maximum-pressure tests and in spite of severe locking of all wheels, very good stopping distances were obtained. The handbrake gave extremely good results with Tapleymeter readings of 54 per cent.
Fuel consumption was very good, a figure of 21.25 mpg being obtained when running at up to 4-0 mph on a trunk-road route and 19.3 mpg when at high-speed on the motorway.
As well as the usual checks, the Ford D750 tipper tested was taken on to unmade roads in the vicinity of a sand and gravel pit to assess its performance in conditions that this type of machine meets every day. The fourwheeler put up a very good performance and showed itself to have a very well designed suspension system. No difficulties were encountered driving over pot-holed terrain and it was difficult to find a situation that would make the vehicle get out of full control.
Mechanically the 0750 was similar to the D800 tested, a major difference being that the 330 cu.in. diesel was used instead of the 360 cu.in. The reduction in power was not noticeable as the tipper was grossing about 1 ton less than the D800.
The 0750 accounted for itself well in the normal-road part of the test, giving a laden consumption when cruising at up to 40 mph of 13.3 mpg and 11.8 mpg when on the motorway test fully laden: unladen at up to 40 mpg, 20.1 mpg was obtained. Acceleration times were also commendable and braking figures were almost as good as those obtained with the D300.
01000
THERE was a brief announcement by Ford at the 1966 Commercial Motor Show that it intended to enter the maximum-grossvehicle field. And we had to wait only until April 28 1967 to get full details of the 01000 16-Lon-gross rigids and 24 and 28 ton gross tractive units.
The range forms an extension of the D Series and the cab fitted is basically the same as that on the D Series but the Custom design with better interior trim is employed as standard. Externally the D1000 is recognizable by the use of a horizontal anodized-aluminium band on the front panel.
There are nine basic models in the D1000 range, seven rigids and the two tractive units. The main difference between the rigid chassis is in respect of wheelbase. There are four for normal haulage duties with wheelbases of 1211 3in., 13ft 9in., 1511 Sin, and 17ft 2in. The shortest-wheelbase haulage chassis is offered as a tipper also (for 16 tons gross) and in addition to this there is a 10ft 8in, wheelbase chassis (introduced earlier this year) which can be operated at up to 15 tons.
The rigids and the lighter-weight tractive unit have a similar specification, mechanically, but the tractive unit for 28 tons gross combination weight has a higher-powered engine and different gearbox as standard.
01000 four-wheel rigids
STANDARD fitting in the D1000 is the Cummins VALE 470 cu.in. V8 diesel. Two versions are used and that giving 170 bhp gross (162 bhp net) is employed in the rigid chassis. Maximum gross torque is 325 lb.ft. The drive is through a Borg and Beck 12in. twin-plate clutch to a Turner five-speed synchromesh gearbox. There are wideand close-ratio versions of this unit, these intended to be coupled to singleand twospeed axle options respectively. The rigids have a 6.3-ton front axle as standard together with power-assisted steering.
Full air-pressure dual-circuit braking is adopted as standard for the D1000. The brakes at the front and rear axles are on independent circuits and this gives an extra degree of safety, for a separate secondary system is provided. This employs one side of piston /diaphragm chambers at the front axle which are fed as the handbrake is applied and the mechanical linkage to the driving axle brakes from the handbrake lever is boosted by a diaphragm chamber acting on the linkage.
Brake sizes on the 16-ton models are 15.5in. by 6in. at the front axle and 15.5in. by 7in. at the rear axle giving a total frictional area of 797 sq.in. On the 15-ton chassis the rear brakes are 15.5in. by 6in. and the lining area is 746 sq.in. Standard tyre equipment is 10.00-20 but 11.00-20 is an option.
01000 tractive units
APART from a lighter-duty front axle with a weight rating of 5 tons with single-axle • semis,and 4.5 tons with tandem-axle trailers, a slightly different braking system, smaller rear brakes-15.5in. by 6in., for a total area of 727 sq.in.—and smaller tyres 9.00 or 10.00 the D1000 24-ton gross combination weight tractive unit is identical mechanically with the 16-ton rigids. Instead of the Turner gearbox a ZE six-speed synchromesh unit can be specified in which case a two-speed rear axle must be fitted.
This transmission and axle arrangement is standard in the 28-ton tractive unit and in both chassis the Cummins V8 produces 185 bhp gross (176 bhp net) largely through an increase in maximum speed from the 3,000 rpm as in the rigid versions of the D1000, to 3,300 rpm. Gross torque is only marginally higher at 328 lb.ft. as against 325 lb.ft. Like the rigids the 28-ton model has power steering and it has the same size brakes as the shorter-wheelbase tipper. The wheelbase of both tractive units is 9ft 6in.
Braking on the tractive units uses similar components as on the rigids but the method of operation is different. A hand valve in the cab operates the secondary system which feeds air to the pistons of the front-axle piston/diaphragm chambers at the same time as the auxiliary line to the semi-trailer is pressurized. The handbrake assistance in this case applies to the driving axle only. Standard equipment on the tractive units is a Clayton Dewandre light-laden valve at the driving axle, this unit being standard only on the 1211 3M. wheelbase truck and the two tippers.
D1000 Road Tests
THERE have been COMMERCIAL MOTOR road tests of both rigid and tractive unit versions of the D1000. First to be done was the 16ton-gross rigid which had a wheelbase of 15ft 8in. The tractive unit was the 28-ton-gross version and it was coupled to a York tandem-axle semi-trailer. Both of these road tests gave extremely good results and a common feature was the very lively performance of the test machines.
The four-wheeler was reckoned to be one of the most impressive vehicles in its class tested by this journal and apart from handling and performing more like a medium-weight van it had excellent brakes and a fuel consumption that would have been acceptable on a much lighter machine.
Figures obtained on the test include a trunk-road fuel consumption of 12 mpg, acceleration times through the gears to 40 mph in just over 40sec and maximum-pressure braking stops averaging 56.6ft from 30 mph.
The vehicle had a top speed of 66 mph (71 mph indicated on the speedometer) but even though cars in the middle lane hindered prog ress the motorway run was completed at the average speed of 52.5 mph. As against 12.0 mpg returned on the normal-speed run, 9.8 mpg was returned on the motorway. Braking was completed without any,sign of severe locking of the wheels and better figures than any previously obtained on a 16-tonner were returned.
The work done by Ford engineers to keep engine noise out the cab was found to be successful and normal conversation was possible at all engine speeds.
The 28-ton-gross tractive unit was not found to be so pleasant to drive as the rigid due to some bounciness at the front end on ridged road surfaces but the change action on the ZF gearbox was slightly better than with the Turner in the 16-tonner.
Fuel consumption at 8.3 mpg on normal roads at up to 40 mph and 7.4 mpg on a motorway run was at an acceptable level and although not sparkling, acceleration times were satisfactory. Braking results were not up to the standard expected of vehicles in the class with 31ft 6in. required on a maximum pressure stop from 20 mph and 68.7ft required from 30 mph but this was felt to be possibly due to some maladjustment as the handbrake tests had brought about locking on one side of the driving axle only.
During the brake tests there had been a slight tendency to pull to the offside and this got progressively worse during the day of testing. When unladen, heavy braking caused the outfit to pull across the road.
The worsening of the stability on braking was found to be due to oil on the linings but Ford found that there was also an inherent fault with the steering geometry. After work by Ford, repeat testing was carried out and the outfit performed perfectly.
At the same time Ford had investigated the complaint of bounciness of the front suspension and discovered that the dampers had been changed slightly for the production "run". After modification to the dampers the "ridewas considerably improved and there was no sign of the bounciness, either laden or unladen.