Body design spoils
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Steve Gray tests the Ford A-Series/Dorittobile
THE FORD A-Series of light commercials were introduced in 1973 to fill the gap between the top-weight Transits and the lower end of the D ranger and have led a somewhat precarious existence.
The Ford-produced panel van was introduced, dropped and then relaunched only finally to cease production.
Chassis-cabs and chassis cowls, however, have stayed in more or less continued production with parcel vans being built on them by Ford-approved specialist bodybuilders.
The first of these bodybuilders went out of business, and now most of the parcel vans are built by HawsonGarner, Coach Work Conversions and Dormobile.
It was an example of this latter company's handywork based on the A0609 that was tested round CM's light vans route, where it returned 22.1 lit/100km (12.8mpg) fully laden to its 6.3-tonne (6.2-ton) gvw.
At first glance, the conversion of the A-Series looks good. To the rear, large doors open • fully against the body sides and are retained by strong nylon clips.
The body itself is a good square shape, ideal for most loads, has 14.5cum (520cuft) of usable space and few intrusions. For the cab, sliding doors are used which allow easy access to the driving seat.
However, on closer inspection some other points aren't too good, and for this I blame Dormobile.
0 There is no step to help the driver climb into the rear, the platform of which is high. There is not even a rear bumper on which he can stand — just two small rubber bump stops. These are mounted directly onto the rear panel, which looks as if it could be easily damaged during careless reversing into a loading bay.
LIJ The cab doors have sliding windows of which only the rear glass moves, and the retaining catch is both awkward and extremely fiddly to operate when on the move.
0 Being based on a fairly narrow vehicle, there's a large amount of space between the driver, when seated, and the side window. This makes life difficult when, say, pulling up to a "T" junction where the road to the right goes off at an acute angle.
Although a huge windscreen is fitted to the A-Series, giving excellent forward vision, it's so deep that to reach the fold-away sun visor above it, the driver needs to stand up out of his seat — not exactly conducive to road safety when on the move.
0 The optional passenger seat and half bulkhead fitted to our test vehicle would, I believe, be more of a hindrance than help to the driver. With the seat in place his ability to step out on the nearside easily is removed.
The bulkhead is too close to the driver's seat, and it's too easy to bang your elbow on it when changing gear or turning round quickly.
These aren't minor criticisms to the driver who spends his working life on stop-start work, constantly jumping in and out of the vehicle In fact tney are very important indeed.
Running gear
The running gear of the 3.68m (12.1ft) wheelbase Ford is, on the other hand, good. Apart from the gear change, which needed large movements both fore and aft and across the gate, and the lack of synchromesh on first, it was difficult to fault.
The 3.5-litre (216cuin) diesel unit fitted to this model develops 66kW (89bhp) net at 3,600rpm with a maximum net torque of 200Nm (147Ibft). This is coupled to a four-speed Ford gearbox, although a five
speed box is available as E optional extra.
In this form the Ford IN adequate performance althouç. it tended to get caught betweE ratios on some of the hills rour our West London test route. TF engine pulled well through evE down low in the rev range. higher revs the noise level ro: quite a bit, but it never becarr excessive.
Many of the driving centre and instruments on the A-Serif are from the Transit, includir the dash-mounted binnacle.
This has gauges for fuel, e gine temperature and vacuu (for the brake servo) as well as two-man tachograph. All instr ments are easily read throuc the three-spoke steering wheE In addition to the gauges, a easy start indicator is fitted.
Originally the A-Series suf ered from poor cold startinc. and Ford has tried to cure this fitting two easy-start device: The dash indicator contains a element which glows when th dash-mounted switch is dE pressed. If the weather is part cularly cold, a Start Pilot devic
an be used which is controlled Dy another unit on the dash.
The rest of the switches on he facia control washers, mipers, and the lights.
Apart from the gear change .verything else is close to hand ncluding the handbrake, which is located next to the driver's seat on the left-hand side.
A single stalk on the left of the steering column controls indicators and headlamp dip/ flash.
One of the best features of the A-Series is undoubtedly its excellent lock which makes it an extremely manoeuvrable vehicle. The steering is a bit low geared, though, with seven turns lock to lock.
Another good aspect is the brakes. Drums are used all round, and these, in conjunction with a vacuum servo, provided excellent results both on the road and during our fullpressure stops at MIRA. The road and cable-operated park brake was able to hold the vehicle easily on a 1 in 4 gradient.
Maintenance
Being a normal control vehicle, the engine on the A-Series is reached through the opening bonnet lid. This is held in place by a small metal stay.
However, the grille panel is high and the average mechanic would need to stand on a box to reach most of the components. A large cylindrical air filter masks the fuel pump, although once removed access to this an most other components look simple enough.
As the Ford is fitted with key start, it has to have an er gine cut-out linked to thi switch. To arrange this, wiper-type motor is connecte to the fuel pump by a Bowde cable.
When the key is turned on, pulls the stop back and when it' switched off pushes it to closE For major repairs or any wor needed at the back of the er gine, a small panel can b removed inside the driver's cat
Summary
Its a pity that a lack of attentioi to detail spoils an otherwisi good conversion. The Dor mobile body is a good shape looks well-made and offers large payload volume. Ford' A-Series chassis is a good basil for the van, has many of thi attributes required for a deliver vehicle, and has the advantagE of being a simple design.
The price of the DormobilE A-Series without VAT i! £5,970.50 while the paint work, half bulkhead and singlE passenger seat add anothel £315.23 making a total aE tpsted of £6,285.72 ex VAT,