The New “Ford”

Sun (Auckland), Volume II, Issue 354, 15 May 1928, Page 6

The New “Ford”

Standard Gears and 4-Wheel Brakes A Detailed Review AT last the long silence is broken and the new “ Ford ” ear has arrived. Several models have reached Auckland and are now on general display. “Headlight ” has had an opportunity of inspecting the new ear and its specifications, and the following review indicates the sweeping difference Between this model and the famous old “ Model T.”

Let it be said at the outset that from *no angle whatever can the new car be regarded as a later model of the old car—it is a completely new car. The first impression gained from the new “Ford” is what a neat, compact little car it looks. Gone is that much-cartooned appearance of a topheavy car standing on four spidery wheels. Body and chassis seem bet-

The inside door conti-ols, fitted to about the centre of the door, are nickelled and operate on a neat latch principle. FEW ADJUSTMENTS While there is nothing revolutionary in the design of* the chassis, a most cursory examination reveals features of great interest which are ingeniously contrived partly for the purpose of

ter knit together and the car has quite an attractive appearance. AN ATTRACTIVE EXTERIOR Further, a choice of four colours will be available, namely, niagara blue, arabian sand, dawn gray and gunmetal blue. The belts and reveals are in all cases in contrasting colours, the bodies are attractively striped, and all cars are finished in pyroxylin lacquer. The fenders are of the fullcrowned type and harmonise with the body line. The headlamps and radiator are nickle-plated, and front bumper and rear bumper tips are fitted as standard equipment. The wheels, which are commonly referred to as wire wheels, are really steel-stoped wheels, as each wheel is assembled by welding and becomes one piece of metal. As the outside spokes do not cross, and as there are only 30 spokes in each wheel, the wheels are particularly easy to clean. THE INTERIOR The seat cushions are deeper and softer than those of the old Ford, and the driving position is comfortable, with sufficient legroom. The controls are conveniently arranged in the centre, with brake lever slightly forward, and with a standard-change gear lever- of considerable length which falls naturally to the hand. The steering wheel is larger and thinner, and is adjustable, while in the centre there is a horn button and lights switch. On the centre of the steel dash is a raised nickel panel on which are grouped a petrol gauge, ammeter, speedometer and an ignition switch fitted With a thief-proof lock. The accelerator pedal is located between the clutch and brake pedals. The seating is very much more comfortable than before, and there is plenty of room for five persons. There is a niche under the front seat for the toes of the rear seat passengers.

cheapening: production costs, and—important from the owner-driver’s point of view—partly to reduce the labour of upkeep. The main idea behind the design of the chassis is to give the owner a minimum number of adjustments with which to tamper. In fact, there are only two components of any importance which he can adjust, these being the ignition distribution and the brakes. Mr. Ford holds that the average owner-driver should not be allowed to make alterations to the mechanism, but should leave the car alone until such time as it demands attention, when he should take it to an authorised dealer or service depot. At the same time, of course, every care has been taken to see that the car will run for a very considerable time without adjustment. THE SPRINGS The typical “Ford” style of transverse springing has been retained, but is now supported by hydraulic shock absorbers, both front and rear. The appearance of the car will not now suffer by this type of springs, for dummy dumb-irons have been supplied. The shock absorbers are an integral part of the car, as the axle design provides for them. They make a wonderful difference to the driving comfort. FOUR-WHEEL BRAKES The four-wheel brakes fitted on the “Ford” are the mechanical internal-expanding type, with an individual wheel adjustment. The hand brake operates on the transmission. All working parts on the chassis, such as steering knuckles, brake rods, etc., are made of special non-rust metal. AND UNDER THE BONNET The model “A” motor is four-cylin-der and has a bore of 3 7-Bin. and a 4£in. stroke. At 2,200 r.p.m., which is considered low engine speed in pres-ent-day engineering, the motor develops 40 h.p. at the brake, or 24.03 R.A.C. rating, which is usually used in this country. The compression ratio is 4.1 to 3. MOTOR AT ANGLE The motor has four-point suspension and rests in the frame at a 3 1-3 degree angle that places the crankshaft practically in line with the drive shaft when the car is loaded. This reduces power loss to a minimum and strain m the universal joint, due to direct application of power. Crankshaft is statically and dynamically balanced and aluminium pistons are fitted. To ensure quiet, the timing gears are made of a bakelised labnc instead of metal, and the cams have been designed to follow the push rods closely and prevent valve clicking. An entirely new oiling system has been evolved. It is a combination of pump, splash and gravity feed. A pump delivers the lubricant to the valve chamber, from which it flows—by gravity—to the crankshaft main bearings. A dipper on each connecting rod bearing cap drives oil into the bearings and splashes it all over the working parts of the engine. The old magneto ignition system of the "T” has been banished. The generator now fitted is of the power house or six-pole type with only one coil, in a waterproof case. Located at the top of the engine, the distributor is connected to the plugs by short bronze springs, an unusual fitting. A pulley from the end of the crankshaft drives the fan belt. The sarifb belt also drives the generator. A water pump is also fitted on the fan shaft. The fan is designed like an airplane propeller and runs in a tunnel. The battery, supplying current for the starting, lighting and ignition system is 6-8 v., 13 plate, and is carried underneath the floorboards. Gravity petrol feed has been retained, but instead of inserting a loose tank under the bonnet—a constant source of rattles and vibratory noises —the tank used is one piece of welded steel, with the cowl forming its top and sides. Provision is made to carry any overflow, while filling, awav from the motor. Having decided to use a standard* gear box. the designers have supplied a good one. The main shaft runs on ball bearings, the countershaft on roller bearings, and the reverse idlf-r on a bronze bearing. All gears arc-heat-treated chrome-alloy steel. The gear ratios are:—High, 3.7 to 1; [

second, 6.7 to 1; low. 11 to 1. Reverse. 13 to 1. The multiple dry-disc clutch has fc*ir driving and five driven discs. The motor, clutch and gear box are of unit construction, and all working parts are completely enclosed. REAR AXLE The spiral-bevel geared rear axle is of the three-quarters floating type. Axla housings gre steel forgings welded to steel tubing. Bolted to these is the differential housing, made of rolled channel steel. All bearings are of roller type and the wheels run qn roller bearings on the axle housing. Torque tube drive has been retained. The rear axle has a total of seven roller bearings. STEEL USED One of the most interesting features on the new car is the extensive use of electrically-welded steel and steel forgings, and the elimination of malleable iron. , MISCELLANEOUS DETAILS Lubrication throughout is by the well-known Alemite Zerk greasegun system. Tyre size, 30 by 4.50 balloon. The windscreen is of "Triplex” unsplinterable glass. “Champion” spark plugs are fitted, and "Zenith” carburetter. The wheelbase is 103£in., the track 56in. f and the road clearance, taken at the differential, which is the lowest point. 9£in. NO MORE RATTLES The body is insulated from the chassis by a heavy fabricoid material from end to end, and fenders are insulated from the body and chassis in the same way. Insulation is used throughout the whole car for the purpose of eliminating all friction, squeaks, drumming and rattles. MILEAGE Recent tests indicate that a speed of 50 and up to 60 miles an hour are readily obtainable by this car, and, at a normal driving speed of 30 miles an hour, a petrol consumption of 30 miles a gallon can be looked for. This cannot be obtained, of course, where the car is driven at an excessive or extremely low rate of speed. Tests are said to have shown ■that a two-door Sedan with five passengers can accelerate from five to 25 miles an hour in 10 seconds, and that 40 miles an hour on second is possible. “Headlight” had the pleasure of an eight or ten mile run in one of these new Fords, and enjoyed every minute of it. The car rode extremely well, the shock absorbers “smoothing out” the road in a remarkable manner. HOW DOES HE DO IT? From the foregoing it can be seen that the new Ford is indeed a new car. While it does not contain any features not familiar to most Auckland motorists, it is a complete break from the Ford tradition. The big mystery is how so much can be given for the money, for the car embodies several features usually sold on higher-class and dearer cars. Many experts in the automobile industry say that this car cannot be manufactured at a profit at the prices announced, and that prices must soon be raised or some of the expensive features removed. But Ford has surprised the industry before and may do it again. Meantime, we poor mortals worry—- “ How can he do it at the price?”