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GETTING THERE

15th March 1986, Page 26
15th March 1986
Page 26
Page 27
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Page 26, 15th March 1986 — GETTING THERE
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Freight Rover has made several revisions to its bread-andbutter narrow-bodied panel van, particularly in the areas of handling and comfort. But are they enough to help it sustain its recent sales growth? We test the two-litre petrol HL version

OUR years ago Freight Rover was in serious trouble. It was losing a great deal of money, its 1,200 'kers were on a two-day week, the mnon Lane, Birmingham, plant was dated and the old Sherpa had a major : problem. lot has happened since then — not thi: investment of :.'3(1 million in aunon Lane, including the setting up new paint shop. the launch of the ised K2 (narrow-bodied) Sherpa, and introduction of the M1210 or widelied range. But the most significant nge of all has been FR's return to the since 1984.

t hasn't stopped there. Last year FR 1 a record 16,894 vans, boosting its rket share to 14 per cent (12.6 per t in 1984). And six months ago it ann.: the world's first van builder to composite (glass-reintOreed plastic) ings to all its Sherpa models up to tonnes CIVW, as part of a igramme of revisions across the entire :rpa range.

khile much of FR's recent success has m at the heavier end of the market — line with the general growth in sales 3.5 tonnes — its bread-and-butter sines% is still with its narrow-bodied ) Series sold between two and 2.8 Ines (NW. And it is the 2.5-tonne /W 2501 IL. Sherpa that is the subject this week's test.

Although standard 250 Sherpa vans powered by I.700cc 46kW (61hp) 0 nnmercial petrol engine, FIL models t the uprated two-litre 63kW (85hp) rsion as part of the higher spec/trim ekage. And since last July, all Sherpa is — big or small — have been uipped with a five-speed. overdrivegearbox.

IRFORMANCE

he 250HL is one of the most powerful co-litre petrol-engined one-tonne panel ins on the marker. The brisk average iced of 69.2krn/h (43mph) which it hievecl in our test certainly backs this ), although our overall fuel msumption figure of 13.21 lit/100km 1.37rnpg) is not so impressive. This ise to a more acceptable 11.36 t/100km (24.8mpg) during unladen

Largely responsible for the rather

average tuel consumption figures is the Sherpa's body shape, and in particular its pronounced jutting bonnet and nearvertical windscreen which are in marked contrast to the latest generation of more aerodynamic wedge-shaped vans such as the Renault Trafic and new Ford Transit. The noticeable wind noise generated by the upright A-posts when the van is travelling at motorway speeds Seems to highlight its less-than-ideal front-end design.

But by far the most convincing argument for a less stepped profile must be the results of the recently tested, and similar by powered. Transit 1201. van (CM March 1) which returned a noticeably better 11.06 lit (25.5mpg) running around the same 137km (85mile) route.

Fuel economy may not be the twolitre engine's strongest suit, but there can be no doubting its overall power and flexibility which make for relaxed driving — even over long journeys. With its maximum torque of 155Nm (114 lb/ft) delivered at 3,500rpm, the engine will pull down to 48kin/h (3(1mph) in fifth without straining. And pulling away from rest in second gear, fully laden, also presents no problem. Carrying a higher-than-average 1.17tonne payload, our 250HL romped up the M20 motorway test bill in top gear and comfortably restarted on a 24 per cent (1 in 4) gradient.

CAB COMFORT

Last October, Freight Rover completely revised the Sherpa's driving compartment to give it more driver appeal. The result is one of the most attractive driving compartments on the market and one which is certainly on a par with the new Transit.

The light and mid-grey trim, along with the cloth-covered seats and door inserts, gives the Sherpa a pleasant yet practical interior. And the sensible rubber floor covering will be easy to keep clean.

But the best feature of the redesigned interior is the well-thought-out dashboard and instrument panel which make all dials and switches instantly visible, day or night. Fibre optics in the steering column controls are need to illuminate neat stalk-mounted thumb switches which operate the lights, indicators and wipers. This makes fumbling around in the dark a thing of the pat. Curiously, only the choke knob is unlist.

During the worst weather in January, the Sherpa's heating and ventilation proved well up to the task.

The heater controls are well within the driver's reach although the top lip of the dash obstructs the levers

unecessarily. Irritating stray blasts of cold air marred the heating in our van, escaping from the heater control panel and from somewhere around the steering column and playing across the driver's legs. There was also a whistling

draft from the driver's door at motorway speeds.

Despite the absence of a lockable glove box, few drivers will complain about the Sherpa's ample storage space.

There are pockets for notes in the centre console as well is large trays on both sides of the dash.

HANDLING As parr of its recent revisions to the Sherpa. FR has increased the steering ratio on all models from 20:1 to 22:1 to reduce steering loads. On our 25(1111 it proved light enough, even when manoeuvring at low speeds. The thicker steering wheel rim provides a good solid grip for drivers.

At motorway speeds, though, the steering is a little too sensitive, particularly in strong side winds which have a noticeable affect on the slab-side Sherpa.

Freight Rover has made a great play of the advantages of composite springs, particularly the extra payload (albeit only 25kg) they provide and their failsafe properties — should one break, it will delaminate along its length, keeping the axle in position — unlike a conventional steel spring, which breaks arross its length.

But their real advantage is, unquestioilably, the excellent ride they give the laden Sherpa. Many panel van manufacturers claim car-like suspension characteristics for their vehicles, and certainly while none has yet reached that state. FR's latest Sherpa must come close.

With a full one-tonne cargo, it has a soft, yet comfortable ride. The springs (produced by GKN) give superior damping, helping to absorb all but the very worst shock from pot holes and patched tarmac.

If there is any trade-off by going to composites it is in roll stability. With a high load, the 25011L body tends to lean over noticeably when cornering fast compared with similar-weight steel sprung vans, although this is something that a driver soon adusts to.

Freight Rover is happy enough with the composite-sprung vans overall handling characteristics to dispense with anti-roll bars as an option on the 200 Series.

Unladen, the composite-sprung 250HL has a much firmer and livelier ride which is little different from any other, empty-one-ton panel van.

BRAKING Although the laden Sherpa's brakes performed well enough throughout our test, recording a total efficiency of 61 per cent on the rolling road, our overall impression was that they lacked bite — a feeling not helped by the rather imprecise pedal feel.

BODYWORK

Access into the driving compartment is simple enough unless the driver's seat is pulled forward, when it can be rather awkward. The rear step height (laden) of 590mm (23ins) into the load area is also higher than many rivals, especially front-wheel-drive vans such as the Renault Tratic and Talbot Express.

Inside, the extra care taken by FR in the bodywork is noticeable, shown not least by the excellent load lashing points and extra side tie-tails. Also impressive are positive latching mechanism on the sliding side door and the two interior lights.

Visibility from the driver's seat is acceptable. The large wing mirrors are not obstructed by the quarter light bars, although they tend to foul up quickly in wet weather. A rear screen wash/wipe should be offered as an option on the tailgate.

SUMMARY

The latest revisions to the Sherpa range have bought it well up to date in terms of ride and driver comfort and it now stands up well against any one-tonne van currently on the market. Its 5.38m3 load volume is not the biggest available, but this is more than balanced by its higher-than-average payload which will appeal to operators looking to carry as much cargo as possible.

FR's two-litre petrol engine is not the most economical one around, but there can be no doubting its power and ability to maintain high average speeds, particularly on the motorway.

Perhaps the biggest questionmark hanging over the Sherpa must be how long FR can continue with the current 200 Series body. It is now beginning to look outdated — if not to municipal buyers, then certainly to single-van operators. But according to the company, it will remain competitive with sufficient updates until the 1990s. That must depend on how much further the basic shell can be improved.

Freight Rover can, though, draw plenty of comfort from its recent successes and the reception to its latest range. The company is, to quote British Rail, "getting there".

• by Brian Weatherley

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Locations: Birmingham

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