Road Impressions of the Mercedes-Benz 0321 H-I..
Page 45
If you've noticed an error in this article please click here to report it so we can fix it.
LAP time of 3 min. 25 sec. was returned by a Mercedes-Beni on the lite motor-racing circuit at Silverstone Monday. The vehicle was not of the iety normally associated with a Grand x circuit, however, as it was the 21 H-L rear-engined 41-seat coach n at Earls Court a fortnight ago.
[he opportunity of demonstrating the ,del's capabilities was taken before it urned to Germany. Destined for use a winter sports resort, it incorporated a :cial fuel-burning interior heating tern and stowage space for skis, among Ler special features. Mechanically, wever, it was a normal production del, having the OM 322 5.68-litre ;ine which is a standard alternative the OM 321 5.1-litre unit. The fiveed direct-top gearbox and axle ratio 5.72 to 1 were also standard, giving -oad speed of 19.2 m.p.h. per 1,000 tine r.p.m. in top gear.
[he unladen weight was 6 tons 19 cwt. r. and a dozen passengers were carried. .hough this meant that it was not poste to evaluate the performance of a ly loaded coach, the riding characteres were probably given a more severe t. They were, in fact, very good on typesof surface. The suspension tern is of particular interest, for lough coil springs are used at the nt, Mercedes-Benz have not followed it long-standing private-car practice using independent suspension. The hodox beam axle is 'located by an 'rame and Panhard rod, and the front pension assembly is carried on a subme which is insulated from the main ly structure by rubber mountings. The r axle suspension is by means of semi
elliptic springs in the convenConal manner. The degree of damping has been nicely judged and although the ride is quite soft there is no tendency for the relatively light front end to rise and fall excessively, as might have been expected.
In the middle speed range, the engine is both smooth and unusually quiet by diesel standards, even under full throttle, but near maximum r.p.m. it becomes somewhat noisier, particularly towards the rear of the coach. On normal main roads, this gives a generally restful ride, hut climbing gradients at maximum speed in fourth gear (about 34 m.p.h.), or at speed on a motorway (maximum speed 59 m.p.h.) is not quite so effortless.
High-speed road-holding was decidedly good, fast cornering being possible without any feeling of instability, at any rate in the dry conditions under which the vehicle was tested, whilst straight running did not call for undue concentration.
F.xarnples of the 0321 H-L model for the British market will incorporate a number of modifications to meet the p.s.v. regulations, but the general character of the coach as conveyed by the demonstration should be representative and I look forward to an opportunity for a full road test at a later date.
A.A.T.