Underrated Commando
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DODGE updated its range of Commando models in 1981 and although it retained the cab, it has made many detailed trim and engineering changes.
At 16 tons gross and equipped with a lightweight body it gives a payload in excess of 10 tons.
Power, ride and overall handling are well matched to the weight, with the result that the journeys were quick, comfortable and frugal of fuel.
With a history of inept marketing at 16 tons, the Dodge is probably the most under-rated vehicle in its class.
The sixteen-ton tipper's appeal is restricted to local builders and local authorities who need to carry small loads.
Dodge's updated Commando 2 range includes just such a model, which CM tested over its standard on/off road circuit. Powered by an improved 6-cylinder engine which was developed by Perkins to give Dodge a higher specification than before, the vehicle returned an overall fuel consumption figure of 27.67 lit/1 0 Okm (10.21mpg) over the 200km (124mile) route. It completed the route at an average speed of 42km/h (26.07mph).
As well as being turbocharged, the Perkins T6-354 is intercooled, and although used long before some continental• manufacturers employed the principle on larger power units, neither Dodge nor Perkins care to make much of the fact.
Dodge says that the most important features of the new engines include a redesigned cylinder block and head which improves cylinder head clamping, a change in the piston which reduces friction, modified inlet and exhaust valves and a new crankshaft.
The overall benefits are said to be improved fuel economy, lower oil consumption and easier cold starting. The viscouscoupled fan, now standard equipment on the Commando 2, helps to conserve fuel and for much of the time when not activated makes a little more power available.
Although driven hard in the lower gears on the rough road circuit the fan only rarely came into operation.
Overall cab profile is the same as before but with detail changes. The significant ones such as cab underseal and engine side shields reduce the interior noise level, but others like the black ABS-moulded grill are cosmetic.
Its small frontal area is claimed to have fuel saving benefits as well. Inside, clothcovered seats extend to a suspension type for the driver. All the main panels are covered by a heavy-duty cloth trim with the exception of the doors which have wipe-clean vinyl.
A chevron-spoked steering wheel allowed precise control of directional stability, which, without being heavy, gave a positive feel of the road.
The instrument panel has a full warning and information display including voltmeter, oil pressure gauge and bulb failure alert. The tachograph we were told had been calibrated — to what it is not quite sure, for our own calibration check showed it to be registering 6.6 fast at 30mph.
The mileage trip also appeared to be inaccurate by a similar margin. If allowed to go uncorrected, it might contribute to premature replacement of the vehicle. Two-speed axles work off a button on the gear stick. For the most part I started off in 2nd low, changed into 3rd high and used the higher ratio for subsequent changes for normal road running. On the rough road circuit, where it was tougher going, the extra gears helped to maintain a high average speed overall.
Changing the axle ratio using the method indicated by the window sticker was noisy, and much quieter results were obtained by making the change in ratio with the throttle alone. After selecting the appropriate position of the button, all that was needed was a kick-down to change down; lifting of the pedal initiated a change upwards.
No tachometer is included in the instrument panel but from the noise of the engine it is clear that the G16 will pull well down the rev range. However, with such a simple, quick and sure selection of a lower ratio there was no need to make the engine labour.
The gear lever is conveniently placed between the seats, and is mounted with an improved island seal to keep out noise from the power unit beneath the cab floor.
Foot pedals were light and the clutch, which was connected by a Bowdenflex liner ball bearing enclosed within an outer casing, gave a smooth feel. There is hardly any storage facility, except for a document box in the facia that was large enough to take a clip board.
In front of the seats and low engine cowl the floor is flat across the full width of the cab, and is overlayed with transverse ribbed rubber matting which is in the correct direction to allow debris to be swept straight out.
One large step mounted at bumper level is set high above the ground for what is a rela 01411015tively low entry height overall.
Glazed panels on all sides of the cab allow very good visibility and a quarter pane on each door provides extra ventilation.
On and off the main highway the suspension gave a firm level ride without excessive pitch or roll.
Air brake actuators are mounted high and to the rear of the drive axle, giving maximum ground clearance and protection.
Braking was good, both during the specific test and in nor mal use. On the test track, under full brake applications, neither the front nor the rear axle, protected by a load-sensing valve, were made to lock but the vehicle recorded good peak and mean deceleration figures. Under practical conditions the full air system was progressive and positive when needed.
A slow release of the park brake was exaggerated if the re se rv oi r pressure was only slightly down. This made it difficult to time a smooth take-off on the hill restart. Some coaxing was needed to achieve the 1 in 4 gradient, although there was ample power available from the engine and a reserve of grip from the clutch.
The cab tilts to an angle of 45° which is not excessive, but even with the engine side panels attached the underfloor panel, access to the engine should be adequate.
Daily oil drips are carried out through a hatch in the floor beneath the dual passenger seat, which tips forward.
The pto is taken from the side at the five-speed box to power the Telehoist tipping gear. It took on average 30 seconds to raise the three-stage ram to its full height, and 55 seconds to lower It, Our test vehicle was not equipped with a difflock and managed well without one, but under heavy site conditions it might become desirable. However, it is only available with a single speed axle.