Down-plated flyer
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Brian Weatherley suggests this latest 0609 is a good bet when fuel consumption and high average speeds are more important than the standard version's larger payload
ALTHOUGH Ford's middleweight Cargos were launched in 1980,
version of the 0609 six-tonner (previously the lowest model in the range) was introduced less than 12 months' ago. The downplated Cargo is the result of requests from several Gas Boards for a mobile workshop and crew vehicle to carry a large amount of equipment within a gross train weight of 7.5 tonnes. This allows non-hgv licence holders to drive the vehicle, whether or not towing a compressor or trailer.
By swopping the Type-200 multi-leaf springs on the back axle over to 160 units, Ford has lowered the axle rating from 3,900kg (76.8cwt) to 3,600kg (70.9cwt) as well as reducing the normal 0609 gross vehicle weight from 6.00 tonnes to 5.7 tonnes and dropping the gtw from 9.5 to 7.5 tonnes.
While no tax benefits are gained by this down-plating, other operators have begun to show an interest in the vehicle, which also partly fills the gap left by the withdrawal of the Aseries.
When CM decided to test the non-hgv Cargo around our tough Welsh route, Ford was concerned that the little fourwheeler might not be operating in the distribution environment for which it is intended. It was fitted with a PEM boxvan body and our route includes 50 miles
of top-speed running along the M4.
In the event, however, the 5.7tonne Cargo equipped with a 4.11 rear axle easily maintained 60mph and returned 14.54 lit/100km (19.42mpg), a record fuel consumption for a non-hgv lightweight at an average speed of 62.64km/h (38.92mph). This is only 1mph slower than the fastest rigid round the 210-mile route to date, the Dodge R1G08, which although operating at 7.5 tonnes was powered by an 86kW (116bhp) engine and fitted with a flat body.
Some operators may question the need for such a large cab on an urban delivery vehicle; both the Dodge 556 and Volkswagen LT50 cabs are smaller. However, the 2.2m (7.21ft) wide cab provides the Cargo with an excellent working environment. The driver has good all-round visibility, and the fitting of the optional dual-passenger seat, which can tilt forward to allow the use of a rear stowage box, gives plenty of room for a crew of three.
The high cab roof — 1,041mm (41in) from the base of the driver's seat — and the low engine hump, aided by rotating the 90Series Dover engine 30 degrees from vertical, makes cross-cab movement easy; the colour choice of grey and black in the interior is simple without being oppressive. Non-slip rubber matting is used on the cab floor and engine cover.
Instruments on the 0609 dash are well laid out: the centrally mounted tachograph is flanked by two vertical rows of warning lights, with air-level indicators placed on the left and fuel, oil and temperature gauges to the right. The heater controls in the centre of the console are simple to operate and are well illuminated at night, unlike the Kienzle automatic tachograph face which is poorly lit, and is made even more difficult to read because the mph graduations are in the smaller, middle area.
The result is that it is almost impossible to see the speed of the vehicle from the tachograph at night.
Slightly more irritating is the engine pull stop which, hidden under the dash, remains out when pulled. After use the driver must then remember to push it in, otherwise he will turn over the engine to no effect when attempting to restart.
Ford offers a Bostrum mechanically spfung suspension seat as an option, but around our test route, which includes pot-holed B-road sections, the Ford standard fixed seat — finished in black cloth with the Cargo laser stripes — gave good support and proved more than adequate for the job.
The inertia reel seat-belts in the 0609 were an added bonus. They held me firmly and comfortably in my seat, although in stop-start delivery work a driver
might find constant buckling and unbuckling a tedious chore.
The four-speed gearbox, with synchromesh on second, third and fourth ratios, has a straightforward shift pattern with a spring detent against three/four. Shift loads are low and the stubby lever allows gear changes to be made quickly and positively.
The four-speed box, however, has a gap between third and fourth — particularly noticeable when hill climbing. The problem was exacerbated when relying on the optional rev-counter installed by Ford. Guided by the tachometer, the natural reaction was to change down to third when the needle dropped out of the solid "economy band" at 1,500rpm. The result, however, was that the engine immediately began to over-rev.
Letting the engine speed drop to 1,200-1,300rpm proved far better before down-shifting, while changing up requires the shift from third to fourth to be made between 2,500 and 2,600rpm (well above the end of the economy band which ends at 2,000 revs), if the momentum of the vehicle is to be maintained. With the gap between third and fourth so marked, specifying the optional fivespeed box would give more flexibility.
Although the park-brake lever is mounted behind the driver's line of sight to the left of the seat, it falls easily to hand and is simple to operate. On the Mira test hills it was sufficient to hold the 0609 on a 33 per cent slope (1 in 3) facing both ways.
All pedals are hinged at the top and are light in operation. The clutch and brake pedals, situated one each side of the steering column, are a little too close for my liking and could be moved an inch or so further apart. The throttle pedal pivots on a lateral bar and has a springloaded pedal face which adapts to any angle of the driver's foot. Whether the small spring will last long in operation is questionable.
Ease of cab entry and exit is very important for a distribution vehicle and the Cargo cab is well designed in this respect, being 1,044mm (41in) wide across the door frame. For those drivers who can resist the temptation to grab the large 501mm (193/4in) diameter steering wheel (although Ford says it has been specially strengthened for this purpose), there is a firm handhold built into the end of the dash. Using the single step, cab entry and exit is quick and easy. The 90 degrees opening angle of the door helps access although a driver must lean out significantly to close it, which can prove a nuisance.
Manoeuvrability is a prime requirement for delivery work and with its 12.49m (41ft) turning circle the 0609 has one of the best in its class; it is bettered only by the Bedford TL at 11.36m (37.3ft).
Ford supplied our test vehicle fitted with the optional Cam Gears integral power steering, which is light and positive to operate with good feed back. It made our passage through the busy traffic in Ledbury, Hereford and Cheltenham effortless. On the motorway, however, the steering seemed particularly affected by the ruts worn by wider-tracked goods vehicles in the inside driving lane; constant adjustment was needed to keep the 0609 straight. Although the naturally aspirated 61.72kW (82.7bhp) 90Series engine is not the most powerful in its class both Bedford and Volkswagen respectively offer higher rated turbocharged engines in their 5.6 and 5.00-tonne models the 0609 Cargo returned good journey times without undue strain on engine or driver.
Interior noise levels were reasonable with the highest reading of 78dB(A) recorded at 60mph. For an extra £100 Ford offers an additional noise-insulation package using thicker floor covering inside the cab.
On twisting A and B-roads the Cargo cab, fitted with solid rubber bushes on the front mountings and voided rubber units with dampers on the rear, gave an extremely comfortable ride. Anti-roll bars are fitted as standard on the front axle (optional on the rear) and although the 0609 exhibited a certain amount of body roll on tight corners, this was never alarming.
The air-over-hydraulic braking system gave good progressive deceleration during full-brake stops at Mira although testing on the roller brake unit revealed an imbalance of 250kg (551Ib) in the braking effort on the offside rear wheels.
SUM Mary
A quick look at the histograms shows best how the Cargo compares against its nearest rivals. There will be some operators who may consider the 0609 too big for 5.7-tonne delivery operation, particularly as its 2.52tonne unbodied kerbweight is higher than that of the TL570 at 2.39 tonnes or the S56 Dodge at 2.27 tonnes.
The loss of 300kg (5.91csArt) potential payload available on the standard 0609 also cannot be ignored. However, if maximum payload is not the main consideration then the down-plated Cargo fitted with the 27cum (97cuft) box body has a great deal to offer, particularly with its excellent fuel consumption and high overage speeds.
For the delivery driver, the larger Cargo cab has one of the best working environments among any of the middleweights currently sold in the UK.