A BIJOU HOME

13th May 2004, Page 40

13th May 2004

Page 40

Page 41

Page 48

Page 40, 13th May 2004 — A BIJOU HOME

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FROM HOME

It's time to chase the spiders out of CM'S sleeping bag and head for the wide open spaces of Leicestershire for our annual cab test—with

a difference.

yes, OK, we know what you think. CM'S pampered pets only spend one night a year sleeping in a cab, and even then it's the very latest in mobile gin palaces—the Sunseekers and Princesses of the trucking world.Well just to prove you wrong, this year's cab test features the equivalent of a canoe and one-man tent. Welcome to the B&B world of the 7.5-tonne sleeper.

While the proportion of small rigids with sleeping accommodation is tiny compared with top-weight tractors, there is still a definite market. But,while tractors tend to follow fairly conventional lines,small cabs need a bit a more ingenuity to create adequate space in a small box. Some go back,some go up and some do both.

Given the number of 7.5-tonners on the road it was surprisingly difficult to extract one from each of the manufacturers in the market. In the event we had to make a couple of compromises over exact models, with a couple having gross weights over the HGV threshold (although their cabs were absolutely identical to the lighter chassis). In the end, with the help of a couple of operators and a friendly Dutch colleague who drove a left-hooker over from the Netherlands, we got there. Well, almost—the only contender missing from our line-up was Volvo. It does theoretically sell a 7.5-tonne FL but certainly doesn't seem too keen to promote it. •

Conclusion

Night heater testing

Circumstances, mostly connected with the CV Show dates, meant that our night out was a little later in the year than usual.This, combined with MAN's generous offer to provide shelter from the elements in the form of its hospitality trailer, made for a relatively sybaritic cab test.

Most of the day was bright and sunny, leading us to expect a frosty night, but around 5pm the sky clouded over trapping the daytime heat.At the start of the heating process it was a full 13°C, falling to 10°C three hours later. At dawn next day, it was still 6°C.

To test the output of the cab heaters, we started by opening all the doors for 30min to reduce each cab's internal temperature to ambient. With this done we set each heater to its maximum output before closing the cabs and adjourning for dinner. On our return three hours later, each cab's temperature was recorded before we turned in.

Each truck came with night heating courtesy of Webasto; all bar the Daewoo sported the same programmable controller. The Daewoo had a simple rotary switch: one clockwise click for 'on' then twist further to set the thermostat. For the first time in recent years every heater performed faultlessly. No one reported any problems during the night, although the Merc's occupant managed to get the temperature up to 44°C.

While pretty well all of the heaters are capable of producing all the heat you're likely to need in the UK, you certainly need to read the programmer instructions carefully. Dynamic test protocol

Once again, MIRA instrumentation expert Chris Alstead carried out the dynamic testing, He wired up each cab in turn for vibration measurement, vertically on the cab floor and seat cushion and horizontally on the seat backrest.As always, the dynamic test results stand alone and are not comparable with previous years.

Readings were taken in 30sec samples, two at 80km/h on smooth asphalt and two at 32km/h on broken concrete.The smooth surface figures were taken at a higher speed than previously, to reflect the higher speed limits applied to 7.5-tonners.All of the dynamic tests were with a minimum of 2,000kg payload aboard. Noise levels were recorded at tickover and at 80km/h. Although the dynamic testing is primarily obj ective, it's the subjective feel that drivers notice.The Iveco and, especially, the Merc felt much too firm.The Atego really struggled

to absorb bumps that others took in their stride.The Daewoo experience was marred by a couple of rattles. Of the six, the Daf felt the most refined, while the same basic cab fitted to the Renault was good, but felt quite different to the Daf. Biggest surprise was the MAN which, despite its obvious age, was surprisingly well rounded.

As 7.5-tonners spend much of their time in congested urban environments we added a new element to the test this year, designed to measure visibility from the driving seat. With the same driver sitting comfortably at the wheel, we measured the point at which it was possible to see objects around the cab.

Not even MIRA can provide six-year-old children for test purposes so we made do with a large traffic cone.We measured the position of the blind spot directly in front of the driver and passenger and also through the passenger window, both directly and through the kerb minor.. OUR VERDICT

When the subject category for this year's cab test was revealed to the test team it was as though they'd been asked to sleep in cardboard box in a shop doorway. However a surprisingly high number of 7.5-tonner drivers have to cab it, so putting their accommodation to the test is perfectly valid.

The restricted dimensions of a small rigid, not to mention the need to retain a half sensible payload, dictates that you're never going to challenge a Scania Longline for space.

But this test proves that with a little ingenuity it is possible to provide an acceptable living environment. Every one of the trucks tested here was acceptable, even if the route chosen varied considerably. But once again, one fact shone out: if the people who designed these cabs actually had to spend some time living in them, they would all be beyond criticism.

Next year it's back to luxury, but don't tell the CMtest team — they think they'll be dossing down in a clutch of 3.5-tonners.

• The cab test involves shifting lots of people around the vast MIRA proving ground near Nuneaton — our thanks go to Fiat for the loan of its latest Scudo Combi.