Ford: 15 h.p.
Note: This is a sub-section of Ford: Cars.
A 15 h.p. Car for £152-5s-0d. [1]
It was with considerable scepticism that we first heard of the 15 h.p. Ford four-cylinder car, listed at £152 5s. 0d. It seemed to us almost impossible that a practicable vehicle could be turned out at the price. We have since had an opportunity of good test run on the car in question, and are greatly pleased at the results.
To all intents and purposes it is a one-speed car, the low speed being called into requisition only on hills of exceptionally severe gradient. Under the careful conduct of Mr. Bates, we did a circular trip round the north of London, and en route surmounted the well-known test hill at Leatherhall Gardens, with a gradient of between 1 in 6 and 1 in 7. On the low speed the engine took it racing, and when near the summit the gradient eased down to about 1 in 12, the high gear was slipped into operation, and the car picked up at once with a rush and vim which was absolutely surprising. In fact, this ability to pick up suddenly is one of the most striking features of this little vehicle. One touch to the throttle lever, and it will drop down to a pace of 4 or 5 miles an hour; a movement in the opposite direction and it is off with a rush as smooth as that of a swallow.
The control, too, is perfect. It consists of two levers — a throttle and ignition, placed just under the wheel, so that they can be operated without letting go one's hold on the wheel. The change speed is on the epicyclic system, operated by hand lever, and, the gears being in mesh all the time, there is no delay in changing or possibility of missing.
There are three pedals; one is for the reverse and the other two for the brakes, though as long as we were on the car these latter fitments seemed almost superfluous, the retarding influence of the throttle was so complete. With its 7 feet wheel base, and comfortable springing, the car rides beautifully over the roughest roads, and, though less than 10 cwt. complete, seemed to stand the shocks well. In fact, it is this extreme lightness in combination with very high horse-power which secures such a great degree of responsiveness under every circumstance.
The engine is a four-cylinder one, with the cylinders cast in pairs; bore, 3.625 ins.; stroke, 3.25 ins. Though nominally a 15 h.p., it can develop no less than 17 on the brake test. The valves are all on one side, operated by a single cam shaft. The latter is a drop forging, with the cams integral with it. The crank case is in one piece, with the ends through which the crank shaft is entered filled up by means of plates. The flywheel is in front of the engine, a position which lends itself to the three-point suspension system adopted in the car. The spokes of the fly-wheel are arranged fan-wise, so as to induce a strong current of air. The carburetter is automatic. The air cone is kept down by a light spring, which yields when the speed increases, and so permits of a larger supply of air. The float is in the form of a ring, with the mixing chamber in the centre.
One of the most interesting features in connection with the car is the special skill shown in design, so as to cheapen production as much as possible with out affecting the efficiency. Each pair of exhaust and inlet valves, for example, is held in position by a single yoke. The water-pipe between the radiator and the cylinder heads affords another example. Instead of consisting of a copper pipe, it is a single aluminium casting. The transmission system is close up to the engine, and is carried on semi-circular arms. The forward portion of these is bolted to the crank case, while at the rear these arms run to the large spherical chamber containing the ball of the propeller shaft.
The front of the engine is supported by a transverse spring, so that the whole power plant forms a single unit with three-point suspension.
The power is conveyed by a propeller shaft to a bevel gear in the back axle, the latter running on four sets of roller bearings. Two distance rods run from the bottom of the spherical chamber already referred to the front axle, and by means of a ball and socket joint adapt themselves to the movements of the car. The steering arrangement is distinctly novel. Instead of the ordinary worm and segment, a reducing gear is fixed just under the wheel. It is of the epicyclic type.
The pump is situate close in front of the radiator, just under the starting handle, in an exceedingly get-at-able position. The front axle is a single piece drop forging of H section, and the frame of the car is of pressed steel. The steering centres and arms are steel forgings. Special lubricators are fitted over the centres, and the same applies to the spring shackles.
The back springs are elliptical, with lubricators in the centre at the point where the oscillation takes place. The adjustment of the trembler coil is so arranged that once the trembler is adjusted it cannot shake loose. The coil itself consists of four units, any one of which can be replaced without disturbing the others in case trouble develops.
The engine is supplied with oil by means of an automatic lubricator placed close alongside it under the bonnet one pipe lubricates the ball and socket joint and the propeller shaft, and the oil runs through a groove in same to the bevel pinion, bevel wheel, and differential. The other pipe runs to the base chamber.
A species of disc clutch is used in connection with the high gear, which is direct, and is obtained by locking the gear box solidly to the shaft, while the low gear is put into operation by means of a band acting on a drum.
Firestone tyres arc fitted, which have a wire in the edges of the cover like a bicycle tyre, but are held in position by a flange bolted round the rim. They are very easy to manipulate.