Trying Out a New Light Van
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Road Test No. 53.
How a Morris-Commercial 15 cwt. Machine Behaved Under Arduous Test Conditions Running Economy and Ease of Handling the Outstanding Features of Performance
IT is not difficult for a practised eye to sum up the roadworthiness and general utility of a vehicle after only a more or less casual inspection. This is what happened when we first saw the Morris-Commercial 15-cwt. van ; closer inspection and a day's trial on the road proved our first impression to he well founded. At i195, this new British van represents excellent value.
A relatively large space has been devoted to the carrying of freight without in any way cramping the driver's seat or spoiling a trim outline. Ash is used for the body framework and armoured plywood is employed for the panels, Whilst all joints are finished with aluminium mouldings. The body lends itself to attractive colour schemes.
The double doors at the rear open the full width of the body and allow for mounting such items as trays or racks, which a particular trade might demand. The interior has an approximate load capacity of 100
cubic ft. and is 5 ft. 6 ins, long, 4 ft. 6 ins, wide and 4 ft. high. A low-built frame enables the loading height to be kept down to. 2 ft. 7i ins.
Starling off from the company's works at Smethwick, we quickly noticed the ease of handling and the comfortable riding of the vehicle. We first put the machine on the weighbridge, and to do so a road with a very bad surface had to be negotiated. Although bounced about a fair amount, we did not feel any hard shocks, so it is clear that fragile freight, if only reasonably well packed, would not suffer on any road likely to be encountered in this. country.
With slightly more than the full rated hoed and a passenger in addition to the driver, we then set off for the hilly district around Halesowen, Kidderminster and Bewdley. It was soon apparent that the general performance was more like that of a private car than that Qf
goods-carrying commercial vehicle. for the engine gave a good turn of speed, and it was not necessary continually to change down in order to climb moderately steep main-roan hills. Mechanical silence, too, showed that the components of the power-unit and transmission are accurately made, whilst the absence of noticeable vibration and drumming at all but the highest engine speeds was, we thought, extremely good for a four-cylindered engine. 'At the peak of the power curve its output is 32 b.h.p.
n28 Ease of Manipulation.
Upon taking the wheel out original impression of ease of manipulation was immediately borne out in fact. The clutch, for example, takes up the drive smoothly and silently, besides being light in action.
By reason of a single-plate free member of low weight in this component, gear changing is about as simple as it could possibly be, for any practised driver should make both upward and downward changes without a sound emanating from the clashing pinions. Even if the relative speeds of the driving and driven pinions be not exactly matched the gear goes in without audible protest —an excellent feature in a vehicle such as this Morris-Commercial machine, which, by the very nature of its type, is obviously suited to the requirements of general delivery work ; this, owing to frequent stops, entails a great deal of gear changing.
So far as braking and acceleration are concerned, the accompany
ing graphs speak for themselves. The acceleration on top gear is very good indeed, whilst on the lower ratios the fact that the engine is able to turn over at high speeds enables hills which are just too steep for top to be climbed at a fast pace.
The Brake System.
With regard to the brakes, both hand and foot systems apply shoes in only the rear-wheel drums, but, because of a simple design, they are almost as effective as some of the f our-wheel systems which we have tried. As the stopping distances indicate, the vehicle is well under control and it might be added that the pedal pressure required to bring the vehicle to rest in an emergency is not great.
With a relatively small capacity the ton-miles-per-gallon figure for pay-load is never very high when compared with that of larger machines. Nevertheless, the fuel consumption during our tests was extra ordinarily good ; when touring at an average speed of 23 m.p.h. the consumption was equivalent to 22 m.p.g. —a figure that should be reached under conditions of service which permit of journeys of 15 or 20 miles between calls. Under rigorous conditions, entailing a lot of stopping and starting, rapid acceleration, severe braking, etc., the return of 15.5 m.p.g. is quite satisfactory and the rate of fuel consumption which it indicates should be about the maximum, even in urban delivery work.
Another test was made over a
hilly section of the course, which included a fast climb of Romsley Bank. This hill is situated a little way out of Halesowen and starts with a steady climb nearly a mile long. The early part was taken at about 80 m.p.h. on top gear and, after we were baulked at the part where the gradient stiffens somewhat, a change down into second gear was made at about 10 m.p.h. We were able, however, to get into top gear again and maintain speeds between 20 m.p.h. and 25 m.p.h.
Upon approaching the steepest part, second gear was engaged at 22 m.p.h. and ball way up the 1-in-71 portion first gear was employed. The change was effected at 10 m.p.h., but the speed increased gradually to 14 m.p.h. and this was held to the summit. Although this climb was effected after a fairly fast run there was, upon removing the radiator filler cap at the top of the hill, no sign of boiling.
Returning to Halesowen, we then set the vehicle to climb Mucklows Hill, on the Birmingham road. This, again, is a long incline with a gradient of about 1 in 10. Naturally, second gear was required, the speed fluctuating between 15 m.p.h. and 21 m.p.h. as the gradient varied. After about half a mile of secondgear work there was still no sign of overheating.
The Last Consumption Test.
Consumption over this last part of the run (which, of course, included some fiat going) worked out at a gallon for 17.6 miles. The Smith carburetter provides easy starting from cold, and the following setting has been found to give the best all-round results—choke 20, main jet 140, slow-running jet 15 c.c. (long type), diffuser .187 centre hole, three rows of holes .040 diameter, air plug .078.
Before concluding a reference Should be made to the turning-circle dimensions given in the tablet of details. The figures obtained by us are a little high and the maker states that they can be reduced by several feet merely by adjusting the lock stops more accurately. It is claimed that a turning circle little greater than 40 ft. in diameter is regularly obtained on production vehicles.