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52 Models from Five Countries

THE past year has been a good one for "The Commercial Motor" roadtest staff in that there have been plenty of vehicles available for test, most of them managed to complete the test first time, and the weather has not been too atrocious. As a result, 32 goods and passenger vehicles have been reported upon since the last annual summary appeared (May 3, 1963), and eight of these were foreign, consisting of three models from Sweden, two each from France and Germany and one from Italy: the German and Swedish vehicles were tested in their country of origin, and some very good figures resulted from most of these five tests.

Vehicles covered by this summary range in size from the Yorkshire Litterlifter 9-b.h.p. road sweeper to the Scania-Vabis LS76 six-wheeler with turbocharged engine, part of the test of which was carried out at a gross train weight of more than 35 tons. Other interesting types include the AustinMinatic 7-cwt. articulated van and the two Mercedes-Benz 32-ton outfits, publication of the report of the first of these two models being also the world's first announcement of the new Daimler-Benz direct-injection diesel engines which marked the beginning of the end of more than 40 years of indirect injection for the automotive diesels built by this company.

In addition to the vehicles themselves forming a very mixed bag,, the actual performances recorded during the tests provide some interesting-and, in some cases, disappointing-contrasts, as can be seen from the abbreviated results represented in the six charts accompanying this article. The main cause for concern in many cases is poor braking, but underpowering is still found all too often in British chassis, and this leads to slow progress on the roads and quite frequently high fuel usage also. Six-wheeled conversions of lightish four-wheelers and medium-duty articulated outfits are usually the worst offenders in this respect, but poor braking is not confined to any one particular class or nationality of vehicle. In many cases overbraking is the principal fault-particularly if there is too much braking effort at the rear wheels.

Of the seven vehicles falling into the first category this year, the most remarkable one was obviously the French Renault 6-cwt. van, based on the 4L private car, although a dose contender for the honour was the Austin-Minatic 7-cwt. articulated van. Not only did the Renault have good economy, lively acceleration and a useful top speed of just over 70 m.p.h., but its suspension was such as to give it an almost Tank-like crosscountry performance. Despite its foreign origin, this Renault van is quite competitively priced in Britain (£425).

The Austin-Minatic combination consisted of a standard Mini pick-up, to which was coupled a Minatic 7-cwt. boxvan semitrailer, this having a cubic capacity of 240 cu. ft, and so making it ideal for the delivery of light but bulky articles. Bonus advantages of the Minatic outfit are its good manceuvrability and the ease with which the coupling gear can be removed from the pick-up to allow the prime mover to be used by itself.

Two ex-Standard Leyland vans figure in this section, both being based on the old Atlas design (much modified, of course), and being the lightest Leyland commercials on the market. The 15-cwt. van was actually tested as a Standard before the Leyland name was adopted, and was found to be generally satisfactory apart from slight sponginess in the steering and gearchange mechanisms. Instability at more than 50 m.p.h. on motorways was criticized also, whilst the braking performance was below average for vehicles of this weight. The larger I-ton van proved to be far more satisfactory on all counts, and the 2.26-Iitre diesel engine gave good fuel economy and surprising liveliness, although the engine noise in the cab was excessive.

The remaining British vehicle covered by this section was the latest version of the Thames 15-cwt. van, this having the 1.703-litre Zephyr 4 car engine in derated form. Because the test van had the optional four-speed gearbox, the fuel economy was better than that obtained with an earlier van tested in

1960, whilst the acceleration rate was improved also. Another Renault van was tested during the period under review, this being the Estafette model with 1-108-litre petrol engine and a 15-cwt payload rating, as opposed to the original 12-cwt. model with 845-cc. engine. The increased power outweighed the increased payload, and the Estafette was found to have improved acceleration and marginally better fuel economy, whilst thetester remarked that it had few equals in respect of driving comfort.

An Italian Fiat 1100T 1-25-ton pick-up forms the last vehicle in this category, this being unusual for a vehicle of its size in having an engine of only 1-22-litres capacity, despite which energetic use of the gearbox gave a good all-round performance and the vehicle was pleasant enough to drive.

The fueI-consumption figures shown in the first chart were obtained at cruising speeds of about 30 m.p.h., as has always been the case in these annual summaries, but the consumption rates for all the other vehicles dealt with this year were taken at up to 40 m.p.h. as a result of the raising of the U.K. speed limit for commercials to this figure, and this means that the fuel figures were not strictly comparable with those reproduced in earlier digests. This higher speed must, therefore, be borne in mind when considering the consumptions in charts 2 to 6.

Chart 2 contains only two models this year. The Cornmer 4-tonner was the first vehicle to have passed through our hands with the Perkins 4.236 four-cylinder direct-injection diesel engine, and the results obtained with this 'unit showed it to be a worthy companion for the 6.354 six-cylinder engine from which it was developed. The fuel economy and acceleration were good, but the braking performance was disappointing. This forward-control model had 16-in, wheels, whereas the Morris 5-tonner sharing the chart had 17-in, wheels and a semi-forward-control layout with FG-type corner-door cab. Unlike the Commer, the B.M.C. FG 1-tonner has a six-Cylinder engine (the access to which is very poor), and the fuel consumption proved to be on the high side for a vehicle of this weight. The acceleration was quite good though, giving the 5-tonner a useful town performance, and the brakes were powerful.

• Two Swedish vehicles figure in the third chart, the 7-tonner having an exceptionally robust build and high engine power by British standards (and high unladen weight as a result), with generally good performance, whilst the forward-control 16-ton

gross machine would obviously have been happier at nearly twice the gross weight, as when hauling a trailer or semi-trailer. Had it really been designed for a power-toweight ratio of 12 to 1, 1 am sure the finaldrive ratio would have been higher than 5.91 to I! Both these Swedish models had rather poor braking, but nevertheless returned better figures than the Dodge 14-ton-gross four-wheeler, which took 71 ft. to come to rest from 30 m.p.h. because of over-powerful braking at the rear.

This Dodge had the high-rated Perkins 6.354 engine, and the fuel economy obtained on test was very commendable. The E.R.F. model running at the same gross weight had the normally rated 6.354 (as fitted in the Commer 7-tonner also), and this gave exceptionally good fuel figures too -slightly better, in fact, than those recorded with the Commer. despite a weight difference of nearly four tons-whilst. because of its two-speed axle the acceleration and hill-climbing were just better than those of the more-powerful Dodge. The Perkins-engined E.R.F. was outstanding also for its very comfortable LV-type cab, whilst the gearing almost made it possible to surmount a 1-in-3.75 gradient.

Of the six vehicles in this category, the one that gave me most satisfaction to write about was the Austin FH 7-tonncr. This was not so much that there was anything exceptional about its performance, but rather that this 1963 under-cab-engined model is such a vast improvement on the original verticalengineel design (which is still being made, of course). By turning the engine on to its side and carrying the cab floor across it, the original FF-type cab becomes transformed in respect of quietness and roominess, even though access into the cab still calls for considerable agility.

Weather Date

Dry 5. 7.63 Dry 16. 8.63 Dry 18.10.63 Dry 24. 5.63 Dry 29.11.63 Dry 2. 8.63

Another point about the FH 7-tonner is that it has a 5-7-litre 105-b.h.p. engine as standard, whereas the power unit in the FF model is the 5.1-litre 90-b.h.p. diesel. The extra power gives a good performance at nearly II tons gross weight, whilst the fuel-consumption rates recorded-although not record-breaking -were better than those obtained the previous year with a 5-I-litre-powered FF 7-torincr. Exhaust smoking and severe brake fade were my main complaints concerning the Austin FH 7-ton chassis, but I am almost prepared to forgive these in view of the tremendous improvements in other directions.

The section covering sixand eight-wheelers is usually the biggest in these annual summaries, but on this occasion 12 vehicles are dealt with, making it even bigger than usual. 1 suppose actually the number should be 13, but it was felt more appropriate to include the Austin-Minatic in the first section: superstition did not enter into it.

As is often the case, the heaviest vehicles tested were the most impressive, hut this is not because of their size and weight. For instance, the Scania-Vabis 20-ton six-wheeler is the most powerful normal road vehicle to have been tested by this journal as a result of its turbocharged 11-litre diesel engine, the net output of which is 222 b.h.p. Running solo, this vehicle put up a grand performance although its fuel consumption was on the heavy side, but when tested in conjunction with the trailer at a gross train weight of 35.3 tons the fuel consumption was comparatively much better (6.15 m.p.g. at 29-6 m.p.h. average speed), whilst the ample engine power enabled 30 m.p.h. to be reached from a standstill in 42 sec. This normal-control single' drive six-wheeler was a most pleasant machine to drive, the engine noise being extremely low and the power being such as to give a flashing performance by heavy-vehicle standards.

At least as impressive as the Scania-Vabis six-wheeler were the two Mercedes-Benz outfits, both of which had the new direct-injection diesel announced at the beginning of this year. The vehicle design itself was introduced at the Frankfurt Show last September, and is outstanding for its very comfortable, well-finished cab. Despite the 10.8-litre 210-b.h.p. engine being mounted vertically in the chassis frame, there is hardly any engine intrusion into the cab space, thus there is ample room for three seats and two sleeping bunks within the standard shell. Both vehicles showed good fuel economy at nearly 32 tons gross, whilst the high engine power gave acceleration and gradient performances better than those of a number of lighter British vehicles dealt with in the same section. The braking efficiency of the articulated Mercedes puts some of the British vehicles to shame also, whilst even the lorry-trailer combination required only 21 in. greater distance than the worst of the British outfits in which to stop from 30 m.p.h.

If, as seems likely, British regulations are amended shortly to make the use of 32-ton-gross articulated outfits legal in this country, the Mercedes-Benz [PS 1620 could represent the type of competition which our manufacturers will be up against. The London Show in September should give an indication of how this competition is going to be fought.

Of the British "heavies ", perhaps the most impressive to have been tested in the past 12 months was the Leyland Badger 24-ton tractive unit. The Badger is a relative newcomer, having been introduced about 10 months ago, and it was the first Leyland vehicle to have themodified version of the 0.600 Power-Plus diesel, this giving 140 b.h.p. at 2,200 r.p.m. instead of at the standard speed of 1,700 r.p.m. In combination with an overdrive-top gearbox and a two-speed axle, this extra engine speed gives the Badger an impressive road performance coupled with good high-speed fuel economy, even over the rather hilly test route employed for the figure represented in the chart. The Badger is light too, making it suitable for payloads of more than 16 tons with suitable semi-trailers, whilst the high quality of its braking system is shown by its being at the top of the table in this respect. The Leyland Retriever six-wheeler had the same type of power unit as the Badger, and this also gave a good account of itself when tested at a little more than 20 tons gross. As with the tractive unit, low chassis weight is a particular attraction of the Retriever, its kerb weight with cab being a little less than 6 tons, whilst its good all-round performance keeps it within the top three in each of the sections of the chart.

Three other L.M.C. vehicles figure in this category. The A,E.C. Mandator 24-ton tractive unit put up a particularly satisfactory performance and did not have too extravagant a rate a fuel usage. The unit was tested in conjunction with a Scammell semi-trailer with a single air-pressure servo (unlike the semi-trailer used behind the Badger, which had four actuators), and as a result the braking figures were disappointing: a more up-to-date system of semi-trailer braking would obviously have occasioned better retardation. Nevertheless, the outfit was pleasant to drive, with quite lively performance.

Cab comfort was an outstanding feature of the Scammell Routeman Mk. It rigid-eight reported on in June. The cab has a distinctive appearance, having been styled by Michelotti, but the interior layout is entirely practical, and the finish and quality of manufacture are. of a high standard. The vehicle tested had the 1.700-r.p.m. Leyland 0.600, which tended to restrict its acceleration and hill-climbing performances, and ever since testing the Leyland Badger models I have felt that the 2,200-r.p.m. 0.600 engine would be ideal for the Routeman.

The remaining L.M.C. model came as a bit of a disappoint

Dry 9. 8.63

Dry 6, 943

Dry 10. 4.64

Dry 24. 1.64

Dry 7. 6,63 Dry 13. 9.63 Dry 17. 5.63 Dry 28. 6.63

ment, this being the Albion Chieftain Super Six-Scammell tractive unit, which was, in my view, underpowered, resulting in the performance being sluggish and the fuel consumption rather heavy. Excessive wheel locking spoilt the braking figures furthermore, but as the outfit had an automatic coupling good figures could hardly have been expected.' A second vehicle of the same type and with a similar performance was the Austin-Brockhouse artic: again, low engine Power gave poor acceleration and hill-climbing performances and heavy consumption, whilst excessive driving-wheel locking resulted in an almost dangerous stopping capacity under emergency conditions.

Normally Gardner-6LX-engined vehicles figure prominently in this section of these road-test sUrnmaries, but this year this pcipular unit is represented' only twice, having been fitted in the Seddon rigid-eight and the

E.R.F.-Highway articulated vehicles. In both cases good fuel economy was obtained, although the single-drive Seddon showed up better than the E.R.F. outfit, whilst the two vehicles had a surprisingly similar acceleration rate, both figures being typical for Gardner-engined 24-tonners. System delay appeared to account for the rather below-average retardation of the eightwheel-braked Seddon, but the E.R.F. outfit had good

retardation. •

The 12th vehicle in this category was another model suffering from a slight case of underpowering, signified by the rather dull acceleration and the comparatively heavy fuelconsumption figures.This was the Thames-County 16-ton gross double-drive 6-wheeler, tested as a tipper with an Edbro 9-cu.-yd. body. In the chassis sense this vehicle was well suited to tipping duties, being robust and having the usual traction advantages given by tandem driving axles, but there is, of course, always the danger that 16-ton models of this type will be bought for operation at 20 tons gross or even more, in which case the power unit would be continually overworked and

the consumption rate would be even worse. Yet again, too much braking at the rear produced excessive sliding and poor overall stopping distances.

The Morris-L.C,C. ambulance-figuring in the fifth section was based on the new B.M.C. LD-type ambulance chassis, and had the now-familiar all-plastics body built by the supplies department of the London County Council at their Wandsworth depot. With good brakes and lively acceleration, the ambulance was shown to be well suited to getting through crowded streets quickly and safely, whilst the 4-cylinder petrol engine was acceptably economical. A particular feature of the vehicle tested was the Vibrashock-mounted stretcher bed, which successfully insulated a reclining patient from the main movements of the ambulance, although the chassis itself was so well sprung that such movements were slight in any case.

The Yorkshire Litterlifter was one of the more unusual vehicles I have tested over the past 10 years or so, and despite various minor design shortcomings, it was proved to be well suited to its particular application, which is to provide low-cost street sweeping in areas where. a full-size mechanical sweeper would be uneconomical and manual sweeping would not be feasible. The Litterlifter could sweep quite cleanly under racist conditions, and undoubtedly ,fills a quite considerable gap in the municipal-cleansing world, • First of the three passenger vehicles tested since the beginning of last May was the Leyland Leopard, with Duple 49-seat coach bodywork. The model had an unusually flexible .top-gear performance and was smooth and quiet in operation, so was able to cover long distances at a stretch with a high standard of passenger comfort.

The Seddon bus had a 36-seat metal-framed body built by the Seddon company, Pennine Coacheraft Ltd. With an overall length of little more than '26 ft., this bus meets the needs of those operators at home and abroad who do not need a fullsize vehicle, yet require something of the heavy-duty construction to be found in bigger vehicles. The Perkins 6.354 engine is located mid-wheelbase beneath the floor at an angle of 24° to the horizontal.

The Albion Viking chassis was tested under both simulated bus and coach operating conditions, and came out well from both sets of tests except in being overbraked and therefore very prone to wheel locking. The Viking chassis replaces certain Victor models, differing most in having a set-back front axle to make the chassis layout suitable for front-entrance bodies.

Altogether an interesting year, but one illustrating perhaps more strongly than ever the need for a better standard of braking design and greater understanding of the problems involved, whilst at the same time showing once more the false economy of low power-to-weight ratios. Within five months all British manufacturers will have unveiled their current " secrets" for the London Commercial Motor Show, and it is to be hoped that by this time next year some of these new models will have been tested. There will be bigger engines, V engines, turbocharged engines, tilt cabs and a host of other novelties revealed between now and next May. Who knows?

There might even be some more decent brakes. .