MAKERS' STANDARDS.

New Zealand Herald, Volume LXV, Issue 20130, 15 December 1928, Page 14 (Supplement)

MAKERS' STANDARDS.

TOO MUCH LATITUDE. | It is often said that there are too many individual car manufacturers in Great Britain and yet soma firms continue to survive year after year on an output which appears ridiculous beside that of the least known of American cars. The British industry would certainly get into its stride much quicker if half those in the business could be absorbed by the companies which have demonstrated ical vitality. There are in Great Britain at least a score of firms whoso output is so small that there is no possibility of the slightest regard for overseas requirements. Tho British society of Motor Manufacturers and Traders is doing good work in narrowing down many parts of tho car to certain standards. It must bo acknowledged that wheel sizes in both Britain and America could still be brought within closer limits. There aro far too many tyro sizes on tho market and five or six different types should be sufficient for every automobilo made to-day. The purpose of standardisation is to secure a measure of interchangeability in the products of various manufacturers, concentrating on tho idea of ensuring a final range which, while as comprehensive ad demand may warrant, shall at, the same time coordinate production. Thus, as an example, while an architect may preserve individuality in his work, tho house which he plans may be .constructed of* materials similar in every way to its immediate neighbours and having certain identical fittings. Similarly in automobile work tho fact that a chassis constructed by one manufacturer has certain fittings identical with those used in tht car of another manufacturer does not prejudice either mocjel. Possibily in all th.' circumstances a better term than " standardisation " is " simplification." One ot the most striking examples of tho benefit which haj accrued from standardisation is to be found in the engineering industiy in consequence *of the universal adoption of the Whityorth form of, screw threads. Many other similar- instances could be cited. | ;lt may. be mentioned, as an example, tl|at the adoption by tho railway companies of a standard gauge track has_' iiit.de possible a system o,* inter-ruiHiiftjj between them with extensile benefit to' the public ior which they cater. ' •%* \ " ' With the rapid growth ,of*tlief automobile industry, manufacturers concerned have become increasingly appreciative of tho benefits which standardisation is able to afford to them. It has becomo apparent to them that by its means* manufacturing and service costs can be • substantially reduced, resulting, as it does, in it becoming no longer necessary for tho provision of an unnecessary variety of plant and tool eauipment which, while expensive may be subsequently found to be almost in the nature of an unproductive liability. In order that the users of thenproducts may be assured of the acme of satisfaction it follows that the responsibility of the manufacturer does not entirely cease with the completion of the Bale of his vehicle, and it becomes his concern to see that there is in existence an efficient means of satisfying the later requirements of his customers in the mat- . ter of service. In this latter connection standardisation again comes to his assistance for by its means the intermediary between tho manufacturer and tho user is encouraged to stock against an assured demand. That this was not always so - many early motorists know only too well, for instances have not been lacking In which an essential component having failed the owner has been stranded owing to the fact that there was either no replacement available, or such part as > could be found was not of the same essential dimensions as the ono which u was required to replace. Important as standardisation is in Great Britain, it assumes even more importance in its application overseas. Omitting (every other consideration the question of service is alone of almost sufficient Importance to justify tho adoption of standardisation in respect oi: overseas models, for, however complete may be the arrangements provided by manufacturers and their representatives in this respect, the position is likely to arise where, unless an alternative fitment is available, much ''inconvenience is likely to accrue to the vehicle owner.

The Standards Department of the 8.M.M.T., iias been instrumental in .securing co-operation and agreement between British manufacturers on a considerable number of. subjects with the resuit that during the comparatively short time in which it has been in existence Borne 50 automobile standards have been published. These are the result of deliberations by the technical representatives of the manufacturers concerned, and in such cases where the subject matter relates only to the automobile industry. Among the subjects dealt with by the societj' may be mentioned rims and valves for pneumatic tyres, electrical equipment, including dyrtamos, starting motors, carbon 6rushes, coachwork nomenclature, fabric linings for brakes, disc clutch rings, ami positions and movement of control pedals and levers. The society appreciates that it is not sufficient to issue a standard which, in the absence of further action, may become merely a matter of academic interest only. To prevent this the fullest publicity is given to the society's standards and every effort is constantly made to bring into touch the manufacturer end the consumer.

Work is in progress on several subjects in addition to those already dealt with, and the possibilities of further standardisation are being constantly explored. It may be taken as an essential fact that yhatever developments may ultimately take place in connection with the policy of British manufacturer'! overseas, stan dardisatior. will play an important part.