Fleet users feel that automakers have made sub­stantial improvements in their 1963 cars, however many are skeptical of the increased warranty periods being offered.

This is the consensus of an Automotive Fleet survey of leading fleet men across the country. To get the fleet reaction to the 1963s, AF contacted many fleet men by telephone; letters were sent to others: still others were called on personally. Each was asked the same questions: How do you like the new cars? Do they fill your fleet needs? What improvements do you think should be made in future years. Their answers comprise the first thorough study of the 1963 cars from a fleet standpoint.

Understandably, most fleet men surveyed requested that their names and that of their company not be used. Many are public officials and as such feel re­luctant to publicly comment on anything as contro­versial as car evaluation.

"You can use my comments, but please don't quote me, said one Midwestern police official. "It's pretty much of a political issue."

"The red tape involved in getting official clearance to make a public statement makes it impossible to use my name," said the fleet administrator responsi­ble for more than 2.000 state-owned cars. "However, feel free to use my comments on an off-the-record basis."

OTHER FLEET supervisors declined to be identi­fied because of the competitive nature of their busi­ness.

"We supply three or four auto companies and I don't think it would be good business to publicly state how I feel about the 1963 cars, wrote a Michigan fleet man. "However, if you really want my personal opinion . . ."

Several fleet men declined to comment on the 1963 cars because they weren't particularly happy with what they saw.

"The products which I have viewed thus far are not impressive and aside from some frantically ill-hatched warranty programs, it is apparent that the manufacturers do not heed to fleet requirements," wrote a New Jersey fleet administrator.

"More of the same," was the capsule comment of a Florida fleet man.

However, these comments were by far in the mi­nority. The almost unanimous opinion was that auto industry is making great strides forward in providing cars that fill the fleet need-cars that are economical to operate and relatively inexpensive to operate.

The most detailed report on the 1963 cars came from Charles C. Hudson, chief of the transportation branch of the Tennessee Valley Authority.

Hudson feels that the longer warranty periods "are certainly the most outstanding feature for fleet men."

He said that while the new warranty periods "have the earmark of a merchandising trend-pricing and selling on an actuarial basis" they do offer "definite advantages to fleets."

"The longer warranties also give assurance that manufacturers today are giving more attention to quality and control testing," Hudson said. "It is hoped that this signals the end of the practice of letting the customers, particularly fleets with their high mileages, do the final testing of new vehicles and new ideas.

THE LONG SERVICE intervals between chassis lubrication, oil changes and oil filter changes plus such features as self-adjusting brakes and self-adjust­ing valve trains certainly should appeal to all fleet men, Hudson continued.

"There is some skepticism of the claims made for some service intervals," he continued. "The trend, how­ever, is to longer intervals and we believe they are destined to become a permanent part of the fleet car operation."

Hudson noted that many fleets have already adjusted their preventive maintenance plans because of the manufacturers' recommended longer service intervals.

"In TVA, we have changed sedan and light truck PM intervals from 10,000 miles to an inspection at the first 20,000 miles and every 15,000 miles thereafter," Hudson said. "The longer service intervals recommended by manufacturers and our experience with cars produced within the last few years indicate this to be a sound and conservative change."

Noteworthy fleet improvements in the 1963 models, according to Hudson, include the Ford 300 line of two- and four-door sedans, the plastic upholstery of­fered by most manufacturers, Studebaker's optional disc brakes and its Wagonaire station wagon and the new Chevrolet six-cylinder engine.

The TVA fleet supervisor said that he feels the six cylinder engines offered by all manufacturers make ideal fleet engines.

"In our fleet, we have no need for high horsepower. We like the short-stroke, OHV engines with their long life, good fuel milage and reasonable performance." he explained.

On the subject of upholstery, Hudson said that while solid plastic upholstery has an excellent life, it is extremely hot during the summer.

"We and other fleet operators would like to see the manufacturers come up with a breathing up­holstery that would give both long life and a cooler ride," Hudson continued. "After all, not all fleets can afford air conditioning at this time."

Hudson did say that he is hoping for the day when production costs can be lowered so that air con­ditioning will be near standard in all fleet cars.

TURNING TO CORROSION, Hudson said that while the car companies are making improvements, only the surface has been scratched.

"The dipping and plating process seems to us to be only an interim improvement with a much better design or process yet to come," he said. "Small scale use of some of the new corrosion resistant metals and a few panel and body member changes to improve draining and ventilation are promising measures."

Vehicle hardware and component life is another area that could stand improvement, Hudson believes.

"Fleet managers realize that it takes years for a high grade quality control and cycle testing program to produce longer life hardware and components, but they feel that this has been long overdue in many lines. Model changes come too often for the customer to be the proving ground for hardware and component life."

Hudson also raised an interesting point about the possible use of turbochargers in fleet cars.

"While it may seem strange for a fleet manager to be interested in turbochargers, experience with air­plane engines has shown some sensational increases in fuel economy," he explained. "Is it possible that we as fleet managers might like to see turbochargers on small engines as the best possible over-all cost answer for fleet srevice-fuel economy and resale value?"

Over-all, Hudson concluded, "the 1963 cars look good for fleets."

WHILE HUDSON FEELS that the extended war­ranties are a highlight of the new models, Robert O. Ferguson, fleet manager of Iowa National Insurance Co., doesn't go along.

Ferguson said that he doubts that many buyers re­act positively to longer warranty periods-"I don't and I'd wager that most other buyers don't either."

"Buyers are leafy of the warranty," Ferguson ex­plained, "probably because such warranty is no better than those that represent it-and the individual buyer has had poor treatment in this area or field."

Ferguson, stating that he was "going out on a limb," predicted that Chrysler Corp. sales in 1963 will not gain simply because of the company's new five year or 50,000 mile warranty on major power train com­ponents.

"I would stick my neck out further and say that Ford will show a gain. And if they really are serious about care in their workmanship, they'll gain more in 1964 as their products prove it to the user."

Warranties also came in for attention from a West Coast fleet administrator who said that he is con­vinced "more than ever" that the manufacturers are building cars for the buyers who are on an early re­placement schedule of one or two years."

"The general two year or 24,000 mile warranty as well as the Chrysler warranty tends to discount this theory, however, it is amazing to see some of the areas where the manufacturers have discovered cheaper ways to obtain the same initial end result," he said. "Whether the end result in the long run is the same remains to be seen."

The West Coast administrator, operating a fleet of several thousand vehicles, said that nearly all makes feature "warmed-over sheet metal changes with the exception being the Rambler Classic and Ambassador and the Studebaker sliding roof station wagon.

"The new bodies on the Rambler should be more durable but only time will tell," he said.

A further aid to fleet users, the West Coast ad­ministrator said, is the "almost universal changeover to the alternator." This should be easier on the electri­cal system and reduce operating costs over the years, he said.

ON THE DARK SIDE, he said, is a further reduc­tion in road clearance as more makes switched over to the 14 inch wheel.

The West Coast fleet man concluded with a very candid observation on auto company fleet showings:

"Although there may be some exceptions, it has been my experience that the new cars are shown to fleet buyers with much the same harangue as is given to sales personnel. The data given out at the showings is designed for the average buyer and not for the pro­fessional fleet man who wants and needs AMA speci­fications before buying or putting out bids for subse­quent purchase.

"The two manufacturers who seem to understand a fleet operator's viewpoint are American Motors and Studebaker, inasmuch as each of them makes an effort at telling the fleet man what they have to offer that has been requested of them in past years or re­tained in the interest of the fleet operator.

"This is helpful information to a fleet operator having a replacement program of three years or more but probably of little interest to a leasing company or other fleet operators having a one or two year turn­over and low annual mileage accrual."

A New York municipal police fleet operator said that he sees "nothing but improvement in all the lines that meet our specifications."

"The new models should give more dependable service at less maintenance expense and the trade-in value should be better."

The police administrator was particularly impressed with the self-adjusting brakes offered by most makes.

"Brakes have always been a problem with us, but now we should be able to cut our maintenance ex­penses. Also, the amber turn signals, while not a major fleet worry, should help reduce the accident rate on the highway, and that's good news for everyone."

"I like the new all-transistor radios," was the com­ment of Armando Valdez, fleet manager of a Con­necticut business fleet.

FROM CALIFORNIA came this comment from Thomas Thompson, vice president of the Thompson Blocking Co.:

"Glad to see the increased warranty protection. If the new warranties apply to fleets, and I assume they do, maintenance and repair costs should be cut."

Down in Florida, a Miami public utility man said he was glad to see increased use of five-bladed fans.

"We find that our cars run cooler with a five bladed fan, I only wish that the manufacturers would make them standard equipment."

The fleet manager of a Chicago-based packaging company said that he was glad that industry has dropped the sculptured side panel treatment that has been the vogue for the past several years in favor of a more conservative styling approach.

"While all styling is purely personal preference, I feel that the 1963 styling reflects a more functional approach." he explained. "After all, the creases come where the metal has to be folded anyway."

The Chicago manager said he is also glad to see greater use of galvanized body panels and more dip­ping in primers so as to cut down on rust-out.

"Rust has always been a problem with our cars," he said, "but I think that we have licked the problem. The industry should be congratulated."

Also coming in for praise was the new fully-synchro-meshed manual transmission which is standard on Ford Motor Co. V8 cars-an industry first.

"We use nothing but manual transmissions and this should prove to be very popular with our drivers, especially those who are always grinding their gears," he said.

ON THE NEGATIVE SIDE, the Chicago manager said he was sorry to see Chevrolet boost the horse­power in its new six cylinder engine. The engine, while six cubic inches smaller in displacement than last year's power plant, is rated at 140, up from 135. This new arrangement places taxable horsepower at 36, compared with 28.4 a year ago.

"This means that our Chicago vehicle stickers will cost us $30 per car, against $15 in previous years." he said. "Chicago uses 35 as the cut-off between $15 and $30 license fees. While the new Chevrolet engine is an improvement, I don't know if it's worth $15 per car."

Thus, the initial fleet users reaction to the auto industry's 1963 offerings was good, although users feel there is room for improvement. This the industry realizes for it is always running at full speed. As one auto sales vice president told AF: "You can't stand pat in this industry or your com­petition will clobber you."