1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
36
37
38
39
40
41
42
43
44
45
46
47
48
49
50
51
52
53
54
55
56
57
58
59
60
61
62
63
64
65
66
67
68
69
70
71
72
73
74
75
76
77
78
79
80
81
82
83
84
85
86
87
88
89
90
91
92
93
94
95
96
97
98
99
100
101
102
103
104
105
106
107
108
109
110
111
112
113
114
115
116
117
118
119
120
121
122
123
124
125
126
127
128
129
130
131
132
133
134
135
136
137
138
139
140
141
142
143
144
145
146
147
148
149
150
151
152
153
154
155
156
157
158
159
160
161
162
163
164
165
166
167
168
169
170
171
172 
On the road with Chrysler's Barreiros and Commando
Page 33
If you've noticed an error in this article please click here to report it so we can fix it.
COMPARED with the prototype which I drove in Spain last year (CMNovember 2) the Barreiros based Dodge K3820 tractive unit which I drove at the Ray Powell truck show last week is a vast improvement.
The gear change of this run-in production vehicle was much better, and pro vided the lever was moved firmly but leisurely troublefree engagement was easily achieved. Double de-clutch ing aided faster change. On a 1 in 7 to 8 gradient, I failed to change down quickly enough and had to complete the climb in third gear at peak revs. Ideally, the engine should run at more than 1,500rpm to get the full benefit of the turbocharger.
The brakes were sharp and on a greasy road had to be treated with caution. The steering was smooth and precise and there was none of the vagueness in the deadahead position that occurred on the prototype. The ride was good — even over an unmade road.
The secondary park brake valve has been repositioned so that it does not now interfere with driving, but it still looks out of place in front of the dash.
My earlier criticism of the gear lever position remains unchanged. It is still too close to the driver and the gate is too far forward.
When in 7th gear, the lever was positioned where I would have expected it to be in 8th gear. I also drove the G1385 13.2 tonnes (13 tons) gross tipper from the Commer Commando range. It's Edbro body was loaded to capacity — 8.8 tonnes (8.65 tons) on a 3m (10ft) wheelbase. It was fitted with a naturally aspirated Perkins 6.354 engine, Chrysler fivespeed synchromesh gearbox, Eaton two-speed axle.
Tight grip
Power steering is an optional extra — but my experience suggests it should be a standard fitting. Without it negotiating roundabouts and tight corners required a firm grip on the steering wheel. Steering became progressively heavier towards full lock and without power assistance on-site work could become arduous. The gear change was smooth, and fast changes were achieved with minimal effort: splitting the ratios with the two-speed axle was simple.
On the flat, the Commando pulled away easy, in second low and acceleration could be completed satisfactory being only one of the axle ratios. On gradients the axle change helped to maintain optimum road speeds and a 1 in 7 to 8 hill presented no problems in second low. Apart from a harsh diesel rattle from the .engine the ride was quiet. Even on the unmade section, the suspension kept the ride smooth.
The cab interior is neat and workmanlike and the document pouches should prove useful to drivers who have to carry paperwork with them.