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ACCENT ON EXPORT

2nd May 1958, Page 89
2nd May 1958
Page 89
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Page 89, 2nd May 1958 — ACCENT ON EXPORT
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Road Tests Analysed

EVER-INCREASING competition in various export markets is having an undoubted effect on the production plans of many British commercial-vehicle manufacturers. This much is obvious from the number of vehicles designed for overseas use road-tested by The Commercial Motor in the past 12 months.

Of a total of 27 test reports published, four dealt with vehicles solely for export, two were concerned with designs built primarily to satisfy overseas requirements, and several others had performances which made them eminently competitive with comparative types of foreign manufacture.

The two most outstanding vehicles to have been tested since May, 1957, are the Seddon Sirdar 30-ton-gross six-wheeler and the Thornycroft Trusty 24-ton-gross eight-wheeler. If these are typical examples of the kind of vehicle that British makers can and will build, the future of the industry is well assured.

Among the normal "bread and butter" types tested there have been few outstanding examples-progress in such fields is invariably slow. The new Thames Trader 5-tonner, however, has a somewhat better performance than certain other British vehicles of this weight capacity: this is only to be expected, as it is the most recent design to have been introduced. Undoubtedly, other manufacturers will not be slow to catch up the Trader's performance. , The Commercial Motor invariably looks for improvements, and what are considered to be retrograde steps are pointed out in the hope that changes can be made which, will enhance overall utility and economy of operation.

Fuel-consumption, acceleration and braking performances of the 27 vehicles under consideration are represented graphically in the six charts accompanying this article. With each chart there is a table outlining the more important data relating to each vehicle tested: for fuller information the complete vehicle specification tables on pages 432-466 of this issue should be consulted.

There are four vehicles falling in the first category. Three of these are produced by the British Motor Corporation, and two, the Morris 10-cwt. vans, are similar in mechanical specification, but differ mainly in that the JB van is the latest version of the original Morris-Commercial J-type, introduced in 1948, whilst the other is the van edition of the Oxford private car. Both vans employ a similar basic engine and gearbox, but the JB model has a lower 'axle ratio than the car adaptation and slightly different enginepower characteristics. Comparison of the fuel figures obtained with these two vehicles indicates that the JB version is more suited to high-intensity stop-andstart working, whilst the other van, being more economical on non-stop running, is more applicable to long-distance services. This also holds true in that the latter vehicle offers private-‘car cab comfort and appointments, the JB having been designed purely as a commercial vehicle from the start.

Falling roughly into the same category is the Bedford CA van, which, although nominally a 10-12-cwt. vehicle, can carry a payload of over 14 cwt. when equipped

with stronger springs and oversize tyres. The van offered to The Coinniercial Motor was thus equipped, and it was tested with a payload of 14+ cwt. and driver and passenger.

This represented something of an overload despite the heavy-duty equipment, but the van put up a highly commendable performance and was disappointing only in respect of hill-climbing ability—one of the shortcomings of a three-speed transmission. As with the Morris 1B, the Bedford CA is essentially a commercial vehicle, despite which it offers car-like handling characteristics and a surprising degree of comfort.

The fourth vehicle dealt with in this category is the Austin 2-tonner. This vehicle is a direct result of the Austin-Morris merger which formed the British Motor Corporation, for the

Bedford 7-ton ., Commer 7-ton ..

Guy 8-con ..

Austin 2-ton chassis is basically the original Morris-Commercial LC5 11-ton vehicle, the extra payload being accommodated by the provision of stronger suspension and dual rear wheels.

The petrol-engined version tested• was fitted with a tipping body and its payload was slightly in excess of that recommended by the manufacturers. Despite the extra weight, however, the 2.2-litre engine behaved well and the overall performance was entirely satisfactory. Being a normal-control design it offers the advantages of exceptional engine accessibility and ample cab space.

In the next range of vehicles a foreigner appears in the guise of the American Ford C-type petrol-engined tilting-cab 5-6-tonner. This interesting vehicle was tested in the United States (the first time that a commercial vehicle had ever been tested by the Press in that country) and, as might be expected, its maximum speed and acceleration were quite unlike those of anything built in Great Britain.

Despite the use of a high-powered V-8 petrol engine, the Ford chassis was surprisingly economical and even at an average speed of 60 m.p.h. the fuel-consumption rate was better than 6.5 m.p.g. Braking, however, presented a different story and in this respect the U.S. Ford is typical of many American vehicles of its size in having small brakes with indifferent retardation and anti-fade properties. Poor braking is a sore point with many American operators and it seems strange that the subject has not been given more consideration. in view of the high speeds at which American trucks operate.

F2

Two Bedfords fall into the 2-6-ton category: both are oil engined models, one being a 3-ton normal-control design an' the other a 6-ton forward-control chassis. The 3-tonner wa tested with the new Bedford four-cylindered oil engine and wa carrying a payload of 3 tons 12/ cwt., this being allowabl under the maximum recommended weights put forward by th. manufacturers. Its performance, although not startling, appear to be satisfactory for most British operators' requirements.

The six-cylindered version of this engine powered the Bedforc 6-tonner tested and had a comparatively better performanci than its four-cylindered counterpart The fuel-consumptiot figure obtained is more akin to that normally to be expectec from a 5-tonner, and the engine pulls well at low speeds, thereb] giving good acceleration and hill-climbing.

As can be seen from chart 2, the Thames Trader is a cu. ,above most British 5-tonners in fuel economy and acceleration but further work could profitably be put into the brakini

system. The Trader has a high-output six-cylindered oil engine which enables it to show a clean pair of heels to most vehicles of this capacity on British roads and for this reason it is popular with drivers. Unfortunately, the lighter versions of this design do not lend themselves to adaptation for local delivery work, because of the rather high cab floor, but as a general haulage vehicle the Trader has set a new standard in Britain.

The Commer 7-ton oiler (chart 3) was equipped with an overdrive gearbox to enhance its fuel economy and airhydraulic brakes to give good retardation and anti-fade properties. The power unit was, of course, the Rootes threecylinderecl opposed-piston two-stroke oil engine.

A Leyland 0.350 oil engine powered the Bedford 7-tonner tested, and this gave the chassis an adequate performance, although possibly the main attraction of iis unit is its longevity and the good servicing facilities availble in most parts of the world.

The Guy Warrior 8-tonner has found a steady sale in Great ritain among long-distance operators and it is unusual among chides of this type in being powered by a four-cylindered oil ngine-the Meadows 4DC 330. It is used in conjunction with five-speed gearbox and two-speed axle. The air-hydraulic raking system afforded good retardation figures after an initial lull had been rectified.

Chart 4 reveals performance figures of the Seddon Sirdar and ae Thornycroft eight-wheeler. The Seddon is powered by a :ummins oil engine which, in conjunction with a Fuller 0-speed gearbox, gave it remarkable fuel economy and excep,onal acceleration and hill-climbing. The braking of the eddon also far exceeded expectations of a vehicle running at tore than 30 tons and it is obvious that Seddon have set a tandard for British vehicles of this type which, it is hoped, will tive an added boost to sales of British heavies overseas.

Carrying a .16-ton payload, the Thornycroft eight-wheeler ridded greater fuel economy, better icceleration and better braking (eight'heel brakes are standard) than is :urrently found on British eight-wheelers. Another interesting test was made with he Dodge-Hands 12-ton articulated lorry lowered by a Perkins R.6 series II oil ;ngine. No braking figures are quoted 'or this vehicle, because so powerful were he brakes that when making a stop from 10 mph. the test weights shifted, indicatng that it would not have been safe to brake from 30 m.p.h. The outfit stopped in 20.5 ft. from 20 m.p.h., which would suggest that from 30 m.p.h. the braking distance would have been about 46 ft.an extremely good figure.

Of other eight-wheelers tested the Albion is notable for its light weight, which allows a clear 17-ton payload, whilst the highlight of the Foden test was stop-and-start test on a 1-in-3.75 gradient. The Commer articulated vehicle was equipped with an overdrive gearbox for fuel economy and air-hydraulic brakes-the first use of this type of braking with a Scammell coupling-whilst the Karrier articulated outfit was powered by the Rootes 2.26-litre oil engine.

Two competitive British 4 x 4 models were tested recently. One was the oil-engined Land-Rover, which was carrying a 7-cwt. payload, and the other was the new Austin Gipsy, which is notable for its all-independent suspension, using trailing arms and rubber torsional units.

The third vehicle in this class is the special L.C.C. ambulance conversion of the Austin 11-ton forward-control chassis, this having been modified to the extent of incorporating an Allard De Dion rear axle to give a low floor and increased comfort for patients. The ambulance showed commendable economy and extremely good manceuvrability for speedy negotiation of town traffic. It has all-plastics bodywork.

Six passenger vehicles are dealt with in chart 6 and two of these are solely for export. The Albion Royal Scot ix-wheeled coach chassis has a 200 b.h.p. horizontal oil engine and six-speed gearbox, and was developed for South African Railways as a country bus. Its high-speed economy was noteworthy and the maximum speed was found to be nearly 70 m.p.h.

The Guy six-wheeled bus tested was one of several built for Johannesburg Municipal Tramways to the order of their general manager, Mr. E. F. Gait. This chassis was powered by a Rolls-Royce oil engine derated to give 156 b.h.p. at an altitude of 6,000 ft. The chassis are to be fitted with 105-passenger bodywork.

Another "export only" vehicle is the Seddon Mark 20 underfloor-engined passenger chassis, which is powered by a Meadows 135 b.h.p. oil engine. The Leyland Royal Tiger Worldmaster is yet another design evolved principally to meet the requirements of overseas coach and bus operators. The familiar Gardner 6I,W oil engine powered the Atkinson double-decker tested and, as might be expected, exceptionally F3

good fuel economy was obtained. This chassis was fitted with a Self-Changing Gears' semi-automatic gearbox designed to ease the lot of the driver and to give smooth and rapid acceleration.

The Bedford coach was the 29-seat New Vista, which is based on a Bedford forward-control chassis modified by the bodybuilders, Duple Motor Bodies, Ltd. The petrol-engined version was tested and was found to give decided advantages in respect of engine silence and smoothness, with good acceleration and commendable fuel economy at high speeds. The coach'i compact dimensions make it suitable for operators working in country districts along narrow lanes.

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