Volkswagen 1-ton van
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THE fact that VW have made few major modifications to their delivery vans may be one reason why this vehicle has a high sales reputation compared with other foreign makes. Although the outward appearance has seen no great alteration from earlier models, over the years changes have been made to the engine, clutch, brakes, electrical equipment and, most important, the carrying capacity.
Recently road tested by COMMERCIAL MOTOR was one of the latest models having all these modifications and, although an improvement on braking and acceleration was recorded, the fuel consumption figures were below those obtained on an earlier model road tested by 'CM'. This, of course, could readily be attributed to the increased payload plus an uprating of the engine
torque from 61 lb. ft. at 2,000 r.p.m. to 78.1 lb. ft at 2,600 r.p.m.
Although the fuel consumption figures are lower, the Volkswagen van carrying a payload of 1 ton returned 27.4 m.p.g. which is certainly not a poor figure when compared with other makes carrying similar loads.
Braking has been improved slightly, retaining the very good figures of earlier models due to the brake drum sizes being altered from 9.06 in. to 10 in. front and rear, the brake linings also being increased from 1.97 in. to 2.2 in. at the front, and from 1.57 in. to 1.8 in.—which in turn raises the total frictional area by 32 sq. in.
The air-cooled petrol engine, developing 53, b.h.p., is a fourcylinder horizontally-opposed 1,493 c.c. unit and has a compression ratio of 7.5 to 1. Maximum torque is 78.1 lb. ft. net at 2,600 r.p.m. and the drive to the rear. road wheels is through a fourspeed all-synchromesh gearbox. From a maintenance angle this type of engine scores heavily with no radiator to fill, no water pump to freeze and no hoses to leak or burst. And from the transmission point of view, as the engine drives direct to the rear wheels there is no propeller shaft to worry about. With no propeller shaft to allow for, loading height is only 19.1 in. from the ground. On the test the payload was made up of 1 ton of 56 lb. weights and when the vehicle was weighed the front wheels were carrying 21.5 cwt. and the rear wheels 21.75 cwt. I do not think this distribution could be bettered. One thing 1 did not like was the lack of access to the engine other than through a vertical aperture at the rear. Before the test day was over 1 had cause to wish that there had been an opening above the engine.
The road test was carried out on a dry, but cold day and the heating and ventilation proved first class. The fuel consumption figures obtained with a 1-ton payload, although down on earlier models, makes it an economical vehicle to operate and if one adds to this the fact that very little routine maintenance is called for, it is a most acceptable vehicle.
Fuel consumption tests were carried out on A6, south of Luton over a measured three-mile journey each way, with a roundabout serving to turn the van half way. The high-speed test was carried over a 16-mile out-and-return section of the M1 motorway. Maximum speeds in the forward gears were checked and found to be 12 m.p.h. (first), 25 m.p.h. (second), 45 m.p.h. (third) and 65 m.p.h. (top). Acceleration figures were good but when carrying out the direct-drive test, there was a lot of vibration until 15 m.p.h. was reached.
Braking figures were impressive: on stops from 20 m.p.h. 86 per cent was obtained on the Tapley meter and from 30 m.p.h the figure was 88 per cent, representing excellent braking for a vehicle with a 1-ton payload; the handbrake stop produced 36 per cent from 20 m.p.h.
Bison hill near Dunstable was chosen for the hill-climb tests. This is 0.75 miles long and has an average gradient of 1 in 10.5. A maximum-power ascent was made in 2 min. 8 sec.; 29 sec. of
this was in second gear the lowest engaged.
Being an air-cooled engine I could only check the rise in engine temperature when I reached the top by placing my hand on the engine casing—and it was only warm, which surprised me, as I expected it to be very hot indeed after such a severe test. On the downward journey a brake fade test was carried out and the vehicle's speed kept to 20 m.p.h. by application of the brake pedal, and on the last stretch, top gear was engaged and with the brakes
still on, full throttle applied. A Tapley meter reading from 20 m.p.h. showed 79 per cent when a maximum pressure stop was carried Out, the 7 per cent drop in braking efficiency showing that there had been little fade.
Stop and restart tests were made on the steepest section of the hill which is 1 in 6.5 gradient. The van refused to move off in second gear, but pulled away quite happily in first. A similar test was made in reverse gear when facing down Bison and the van got away without any shuddering. The handbrake held very easily facing both up and down the hill.
All the instrument switches in the Volkswagen are conveniently placed and the windscreen washer system includes a rubber bellows which is pressed when water is required. A steering /ignition lock is useful when the van is left parked.
Referring to my earlier comments about better access to the engine, it was on the second part of the hill climb when the vehicle was brought to rest on the steepest section, that this was forced on my attention, for as I approached this section the engine simply petered out. A few applications on the starter switch failed to make the engine return to life. After checking that there was current to the coil and spark plugs, I found that petrol was being delivered to the carburetter but not reaching the combustion chamber. Luckily I had a stubby screwdriver, otherwise I would never have removed the carburetter's top. The float chamber was empty, and the needle valve was stuck on its seat. This was a trivial breakdown but if a removable panel had been fitted to give access from above the engine a lot of time and energy would have been saved: to work on this part of the engine one has either to crouch or kneel. During the course of the test the nearside door flew open a few times and until the catch was adjusted it often refused to close without being banged hard.
There is very little noise from the transmission but the air cooled engine is, of course, noisier than a water-cooled unit. While driving on the motorway there was a high wind to which the van responded, necessitating me gripping the steering wheel firmly to correct a tendency to wander. The driving position is comfortable, obtained by an adjustable seat and backrest, and the vision when sitting in a relaxed position is good. Although from the outside the windows appear to be small, this is not so apparent when driving.
With the engine and transmission situated at the rear, the gear linkage naturally is lengthy and although not a criticism, gear changes are made with a dull clonk. For good ventilation without
draughts the driver's cab and the rear compartment are ventilated by a duct on the inside of the roof panel. This is controlled by turning a lever which adjusts the direction of air.
The handbrake could prove a problem to a short-armed driver as it is necessary to lean forward a good way to reach the lever, positioned slightly forward of the gear lever.
With the ideal loading height behind wide, side-opening doors and easy access to the driving seat, this type of vehicle could help solve the staff problem some firms experience with drivers who arealways looking for a vehicle which gives easy access to the driving compartment, and requires the least time spent on it checking fuel, water, etc.
Like the Volkswagen car, which has an enviable reputation for robustness and long economical life, the van also has these qualities and for those who are prepared to alter their arrangements to suit what is basically a side loading vehicle, it is worthy of consideration if only from the safety angle of kerb loading.
IJanus, Advice on Transport Problems and other features will be found following the Light Vehicles Supplement.