to drive onward to Dalkeith in a fraction of the usual time.
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But the Foden's performance does not depend on good luck.
Better-than-average hillclimb times were backed up by even faster but controlled descents, taking full advantage of the threestage Jake Brake. Running at a full 38 tonnes we used the maximum setting and made sure we were in the right gear to maximise its effect. No doubt the lower two settings would be better suited to part-laden or empty running.
Over some of our measured climbs the Foden times even beat the E465-powered ERF. The quick split changes of the Eaton Twin Splitter transmission undoubtedly helped to maintain momentum on the upgrades.
For some reason it was unable to deliver a clean lever movement in the change down into the third gate position, but other wholegear movements were as quiet and smooth as you could wish for.
Between them the 12 ratios deliver a top road speed of almost 120km/h (75mph) and a re-start gradeability of better than 20% (1-in-5) with a relatively slow final drive ratio of 3.91:1. Acceleration times are about average for a vehicle of this power rating.
We had not noticed any handling problem before the discovery of the flat tyre, but afterwards the ride seemed slightly stiffer and steering control became more direct.
In response to growing demand for driveaxle air suspension Foden has developed its own two-bag design. It incorporates a swinging arm with a short steel spring on each side coupled by an anti-roll bar. Benefits include a gentler ride for the vehicle, cargo and driver alike.
The air-sprung axle is rated at 11.5 tonnes and adds about 2% to the vehicle's kerbweight. Even so the Foden is the light est vehicle in our test group, despite its large-capacity Cummins engine.
It's all of 30 years since the Transport and Road Research Laboratory worked with Dunlop to prove the benefits of CV anti-lock brakes. Refined systems did not come on to the market until the eighties, and even since then the take-up has been small.
It has taken EC legislation to get ABS adopted as a standard fitment on tractors and drawbar rigs. Category 1 anti-lock braking becomes mandatory for new vehicles registered from 1 October; it is already available as an option on all Foden tractors.
We have previously tested vehicles with anti-lock brakes on their drive axles, and our test trailers are equipped as standard, but this is our first encounter with the system on all axles.
On a dry test track, where the wheels of a laden vehicle are unlikely to lock up, it should make little difference. But on wet or icy surfaces, or with part laden vehicles, ABS comes into its own—and not only in emergencies.
Our Foden 4450 is equipped with the Skidchek DGX four-channel system which momentarily releases pressure to an individual brake if it senses impending wheel lock. This ensures that the wheels continue to turn, providing the side forces needed to retain steering control and preventing jackknifing, while stopping the vehicle theoretically quicker than with locked-up wheels.
While we are strongly in favour of the safety benefits of ABS, it is only fair to note that track tests did not show Foden to be out of the ordinary in this respect.
Foden's Hi-line cab has an internal height of 1.8m, representing up to 350mm more head room than the standard cab. The composite GRP construction with aluminium doors is synonymous with Sandbach-based manufacturers. It is well proven and favoured by many operators for its resistance to rust.
The cab is well equipped with a single bunk and under-bunk storage, adjustable steering column, Isri air seat for the driver and powered side windows. Our test vehicle also came with heated mirrors, coupling lamps, a shaver point, mirror, 12/24V