GUIDE TO 1969 TOWING CARS

Compiled by the editorial staff of THE CARAVAN

There are so many factors involved in choosing a towing car that it is difficult for the average user to know where to start. The importance of lowing in the annual use of the car is probably the first factor to consider.
If you tow only once a year you are unlikely to consider only the car's towing ability: it's what you expect from it in solo motoring which counts more. However, we must assume that you are looking for the best towing vehicle you can buy.
The price you are willing to pay at once narrows the field. Within this limit, start by considering the heaviest cars because the ability of the car to stop the tail wagging the dog is a major factor. If the car is heavy enough for the van (see the formula in note 12 below) it will usually be powerful enough. It's not getting up the hill which is so critical as getting down the other side without the van taking charge.
Cars are grouped by parent manufacturers and where models differ by little more than name and trim they are put together (e.g., BMC: A60/Oxford/16-60 covers Austin, Morris and Wolseley variants of the basic model). Figures in columns 1-11 are taken from manufacturers and recognised trade sources.

Most automatic transmissions incorporate a torque converter which has the advantage of being able to deliver full torque to the road wheels at zero miles per hour - ideal for getting away on a hill with a van. Key to the abbreviations is: DB-Daimler-Benz (fluid coupling with no torque converter). The following all use a torque converter: AP-Automotive Products (four gears), ZF-BMW's own system.
BW-Borg-Warner, JA- Jaeger, PG -Power-glide, F-Ferodo, C4-Ford, H M-Hondomatic. CT- Chrysler Torqueflite, FS-Fichtlel and Sachs selective automatic, TOY-Toyota, OPEL-Opel, HY-HydramatJc.
Ford UK and Rootes do not recommend their cars fitted with automatic transmission for towing. Volkswagen approve towing with the Fichtlel and Sachs box but not with their own. Triumph recommend the fitting of a transmission oil cooler for towing. Jaguar/Daimler and Rover fit oil coolers as standard.

The distance from the centre of the rear wheels to the point where the coupling is attached should ideally be as short as possible. A long tail acts as a lever and allows the caravan nose weight to compress the car's springs unduly. A long tail leads to pitching, especially if the springs are soft.

This shows the car manufacturers' suggested limit for the all-up weight their car should tow. This means the caravan complete with all food, bedding, clothes and equipment in it. If you exceed this you may invalidate your guarantee. In some cases it is well known that experienced caravanners exceed this limit (few Minis in rally or touring use tow as little as 8cwt). But the responsibility is the owner's.

Some cautions must however be given. The formula assumes that all manufacturers are complying with the NCC standard terminology and quoting the delivered weight in their catalogues. In fact it is not yet safe to assume that every catalogue weight is the delivered, weight as defined by the NCC. A check with the manufac­ turers may be necessary.
Further we stress, as we have always stressed, that there is no such thing as a foolproof, cast iron formula. The formula can only be a guide for the initial sifting of possible combinations. Cars of a given weight differ in further things such as wheelbase, braking and robustness of clutch, and there are differences in the stability of caravans of the same weight.
Accordingly, the formula must be used with common sense, if a car manufacturer quotes a maximum towed weight lower than the formula given, his weight should normally be preferred, and if the chosen car or caravan leads to a ratio very close to the borderline it is desirable to obtain an opinion on the particular vehicles selected from the caravan Advice Bureau or from experienced cara­ vanners.

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