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OLDHAM ATHLETIC

21st July 1994, Page 31
21st July 1994
Page 31
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Page 31, 21st July 1994 — OLDHAM ATHLETIC
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Seddon Atkinson's fast-moving Strato middleweight may have an Italian styled cab, but it's British through and through. We test the Oldham-built, Perkins-powered 17 tonner with some unusual extras.

1 t's nice to follow a story to its logical conclusion. Two years ago Commercial Motor was the first magazine to publish advance pictures and details of Seddon Atkinson's fledging 17-tormer, codenamed the T5. This week we've conic full circle with an exclusive roadtest of the finished product: the Strato 210.P17.

The roots of our test truck can be traced back to August 1990, when Perkins introduced its 210hp (156kW) charge-cooled Phaser engine.

Two years later the men from Oldham had placed the straight-six Phaser 210Ti beneath the same stylish Iveco ML middleweight truck cab as used by fellow Iveco Group stablemate TT on the Super Cargo.

The production model was officially launched at the Scottish 1RTE Show in October 1992. Apart from the obvious styling changes to incorporate the famous Big-A grille badge, the Strato 17-toriner differs from the Super Cargo by virtue of its own frame and proprietry driveline. Seddon was quick to proclaim the pedigree of its new baby; not least when it came to kerbvveight. After soldiering on with the old 2-11, the new Ivecosourced cab was clearly designed to help increase Seddon's 17-tonne sales curve, and so it has proved to be.

Earlier this year we tested a three-axle version of this truck (CM 10-16 February). That vehicle, a 21-tonne drinks industry model, was converted by Seddon Atkinson at its Special Vehicles Centre, Now we have evaluated a factory prepared haulage demonstrator featuring the same engine and the longest 4x2 wheelbase.

To add dash, and to show what's possible, Seddon also equipped the truck with options including a sleeper cab, a high roof and aerodynamic side skirting.

• PRODUCT PROFILE The I"' in 210.P17 denotes a Perkins engine. The 'C'-badged alternative has Cummins' 5.9litre 6BTAA. a similar unit in many respects taken from the B range; prices are identical but the Cummins is 90kg lighter. Both engines offer an exhaust brake, but only as a £262 option.

Perkins' Phaser 210Ti pushes out 210hp (156kW) at 2,500rpm with 509lbft (690Nm) of torque at 1,400rpm (the Cummins option develops the same power with slightly more torque). The six-litre charge-cooled Phaser meets the Euro-1 emission standard, unlike the engine in our previous six-wheeler test.

In January Seddon Atkinson changed its gearbox spec. The standard Eaton six-speed 4106 was replaced with the nine-speed 6109. The uprated six-speed 5206 is also now available as an option featuring the same ratios, but with the higher capacity demanded by the latest high-torque engines. This was the transmission in our test truck.

The 6.25m wheelbase is the longest of four on offer (the shortest is 3.8m). The bolted chassis is straight along its entire length. The design weight is 17 tonnes. With a day cab Seddon Atkinson claims a kerbweight of 4,844kg; the single-bunk sleeper adds 130kg. Next comes that Hatcher high roof, an £1,800 option. Together with those side skirts at £120 and the side deflectors which seal the gap between cab and body, this package weighs in at 280kg.

• PRODUCTIVITY

The Strato's slippery silhouette gave it record breaking economy of 14.6mpg (19.31it/100km) on the motorway. There was nothing wrong with the A-road figure or the final result but they didn't come close to the motorway figure. This is not surprising as the aerodynamic bodywork only comes into its own over 50mph. Overall fuel economy is good: we recorded 12.5mpg (22.61it/100km) with a lively turn of speed.

Being endowed with so much power the 210.P17 can romp along at any pace. Generally speaking it is more than capable of going as fast as traffic conditions—or the law—will allow Our test track acceleration figures speak for themselves. Tall gearing can make a truck a little slow during the first few metres from rest, but once moving this engine pulls hard, making up ground quickly.

All that power also minitnises the need for gear changes, Motorways may be where this engine is most at home, but even in the hills very few shifts were needed to keep it singing along at optimum revs, enhancing its overall economy. With the right drive-axle ratio, economy can improve with increased power as long as the driver does his bit to bring out the economy, and the speed over the hills.

Seddon's claims about lightness seem justified. At 12.02 tonnes, its body/payload allowance is the best in our comparison group—and that's with a sleeper.

II ON THE ROAD

Brake performance has always been a strong point of Seddon Atkinsons, and this test confirms that view. Four wheelers are generally pretty stable under full braking so we expected few surprises.

The front axle locked up on a dry track during all three tests, but we put this down to a poorly adjusted load sensing valve. We went easy on the pedal during the final test from 40mph and still recorded a respectable result inside 30m. Most important of all, we always stopped in a straight line with minimal delay-0.1 seconds, between pressing the pedal and the start of retardation.

An exhaust brake would have been welcome: a 17-tonner is a big truck to stop on a steep descent. The option is there, but we think it should be standard.

Most of all we liked this truck's precise steering control. Coursing along the succession of A-roads that led us east from Wales, we found the truck would go exactly where we pointed it. The steering is light, reducing the workload during a multi-drop day. Likewise on the motorway it took minimal correction to keep a straight line.

Overall ride quality is good, if a little hard. The bumps are smoothed by an Isringhausen air seat, without it the drive would be a lot more tiring. The only other performance related fault was the gearlinkage. A heavy, notchy action left us tired by the day's end. The gearbox was tight when cold and did not loosen up much when warm.

• CAB COMFORT

Seddon takes the standard torsion bar-suspended day and sleeper cab from Iveco Ford's Langley plant. Externally only the front grille changes in the transformation to a Seddon Atkinson; inside there's little distinction between the two marques.

Hatcher provides the optional high roof seen here. It's factory fitted and trimmed as if Pi it were part of the original. It opens up the cab, arguably at the expense of aerodynamics, and provides added storage pockets. Its main purpose has to be for twin bunks.

The driver gets the Isri seat with integral seatbelts as standard. There are heated mirrors and an electric window on the nearside. The steering column tilts and the characteristic door pockets have multiple compartments.

Entry is via a wide door with steps to match. There's room for a second bunk, but no visible means of support. Below the bottom bunk is extra storage space and a tool chest reached from the outside. The Hatcher roof holds additional strip lighting with a roof vent/escape hatch.

Distribution and long-haul drivers alike should have room enough to store their gear. There are plenty of pockets for odds and ends: something few 17-tanners can boast. A day cab is available at reduced cost.

The light grey interior with practical rubber floor covering should survive the worst of big fleet abuse.

The dash is straight across and straightforward with a nice big rev counter smack in the middle of the main binnacle. All controls are easy to reach—for once the radio is not fitted in the head lining.

• SUMMARY This is the 17-tanner to buy if you need to cover ground fast. The cab options suit longhaul operations, and perhaps drawbar or twoman jobs. Most operators will find the standard sleeper cab sufficient for domestic distribution.

This is not the most fuel-efficient truck we have tested—but it is by far the lightest Even with a long-wheelbase and sleeper cab the 210.P17 claims a body/payload allowance of more than 12,000kg.

Removing the sleeper cab cuts that by 130kg and the Cummins option saves a further 90kg. If weight is crucial this truck is an attractive option.

Cost is a different matter. At£41,550 with a standard day cab the Seddon Atkinson costs £2,320 more than the For:len 2000 Series tested recently.

Foden's bundle of spare parts are the lowest in our sample but we are unable to comment on its contract maintenance prices this time as they were not available. Spec for spec the two manufacturers offer similar engine options, making the Strata and the 2000 Series close contenders.

If you're after a British built truck there's also the ERF EC and Leyland Daf's 60.210, which holds the fuel efficiency record on CM's Welsh route. At £42,190 the 60 Series costs a little more than the Strato, and its payload allowance is not quite up to the Seddon's standard.

The final decision may boil down to who has the best local dealer—efficient service and competent technicians can save more money in a year than minor differences in fuel consumption.

Either way, if you're looking for a lightweight true Brit that's frugal and torquey, the Strato could be within your sphere!

0 by Danny Coughlan

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Organisations: Special Vehicles Centre
People: Danny Coughlan

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