DRIVER APPEAL
Page 37
Page 38
If you've noticed an error in this article please click here to report it so we can fix it.
Leyland Daf FT80.330: If you don't stop to look at the re-designed front and hop straight into the cab, it would be hard to spot the difference between the old Roadtrain cab and the FT80.330. The best clue is the 95 Series pale blue and light grey 95 Series colour scheme. Light and airy it may be, but it's going to show up grubby marks fairly quickly, particularly in the rough and tumble of fleet life, where it will find most of its buyers. At least the vinyl door panels and rubber floor covering should be easy to keep clean.
The instruments and controls are unchanged from the Roadtrain, retaining the major instruments and warning lights behind a single pane of non-reflective glass. The steering wheel adjusts for tilt. Visibility is aided by glass all-round and heated door mirrors.
Under way, the short linkage for the gear lever gave good precise control of the Twin Splitter box, fitted to our example, but on ride comfort the 80 Series takes the wooden spoon with easily the worst ride of the five. It crashed into potholes sending its occupants flying, and the damping was not too good either. That said, the Leyland Daf is the lightest and had the shortest wheelbase of the bunch. It also has the most basic cab and chassis suspension, so the results are no surprise.
On noise, things were better. Easily the quietest on tickover, it dropped to the noisiest at 80Icm/h (50mph) but recovered to second best at 961(m/h (60mph).
Mercedes-Benz 2448LS: Over £26,000 separates the Mercedes from the Leyland Daf on basic price. That 06,000 buys an extra axle, more advanced suspension and one of the most powerful tractive units we have tested. Climb into the cab via the relatively narrow steps and a feeling of déjà-vu will overcome anyone familiar with modern Mercedes cabs, because all models, from the 1717 upwards, now share the same basic cab design complete with dashboard and controls. The EPS gearbox is standard on all Powerliners at 216kW (290hp) and above.
It's functional rather than inspired, with brown trim for the dash, rubber floor coverings, grey carpet over the engine hump and herring-bone check on the seat facings and bunks. It won't show the dirt easily, and should be easy to clean. As you'd expect at this price, the finish is excellent.
The instruments are clear and easily read, but the 2448 shares a failing with its lesser brethren — that single multifunction stalk on the steering column. There are too many functions for one stalk. The steering column is adjustable for both tilt and height, so everyone should find a comfortable driving position.
On the road the EPS shift takes some adjusting to, the selector needs a positive hand to ensure the next gear is engaged. The Merc's awesome power and torque cannot fail to impress, however, particularly combined as it is with good handling.
In the noise tests the big 2448 came out fairly well, being second quietest at tickover and 80km/h but second noisiest at 96Iun/h. As might be expected from the only three-axle tractor in the group, it did well in the ride tests. Two air suspended axles also helped ride stability. Although the suspension was audible over the rough course, the cab was well tied down with little trace of roll to earn it second place overall.
Pegaso Troner 1236.38 TX: Open the cab door on the ironer and a lamp illuminates the steps: a nice touch. Grey predominates inside the cab. A bit more colour would not go amiss, but at least it should be easy to keep clean. Once in place, the driver is crowded in by the overhead lockers and the central dashboard moulding which is built out over the engine hump, which in turn houses a centre console. Cross-cab access is well-nigh impossible.
Techno-freaks will love the Troner's control panel. There are warning lights for everything, an alarm clock, programmable cab heater and headlamp adjuster. Instruments and controls are clearly laid out in front of the driver. The steering wheel is adjustable for tilt and height and visibility is good, aided by heated mirrors.
On the road the Pegaso-built ZF Ecosplit gearbox got the universal thumbs down for its obstructive change. This is at odds with the findings from our Continental roadtest, so we can only hope it is not typical. The steering lacked feel too.
The Troner proved to be one of the noisiest of the bunch at tickover but was overtaken by most of the others on the move. At 80km/h it was notably quieter than either the AE or the Leyland Daf and recorded only a 0.4dB(A) rise at 96km/h to register the lowest reading by a decisive margin.
With an air sprung rear axle and fourpoint air suspension for the cab, ride quality should have been respectable and it did not disappoint.
Noise from the suspension and interior fittings made it seem inferior to the Ridemeter readings, but our main criticism is that the cab suspension allowed a bit too much sideways movement.
Renault AE: The penalty of the AE's high cab floor is simply getting in. Despite the hand rails and broad illuminated steps it still requires a sideways movement at the top to get in the door because of the position of the front axle. But once you are there, the effort is worthwhile. The height, combined with a deep windscreen, helps to give an excellent view forward and adds to the feeling of spaciousness. Grey is the dominant trim colour but the finish is pleasing and the glass area gives enough light to prevent drabness. The flat floor has a rubber covering and should be very easy to keep clean, while cross cab access is excellent.
The instruments themselves are clear and simple and in contrast to the size of the cab, they look as though they would not be out of place in a Renault 5. "Piano key" switches run around the edge of the console, so all controls are within easy reach; the steering column adjusts for height and tilt.
On the move, the AE displays no unpleasant surprises, although noise levels were disappointingly high when compared to our Continental roadtest of the AE 500, which was commendably quiet. The Renault straight-six engine seemed to have an unwelcome harshness which made it the second noisiest at 80km/h, although our noise meter showed no increase in noise at 96km/h.
With such a tall cab, and a high-placed driving position, pitching motion could easily have been a problem. In fact a glance at the backrest reading shows that Renault has done a good job in keeping this under control. Since the chassis is steel sprung and the driving seat is fixed, it shows how well the four-point air suspension system works.
Volvo F16: Climbing into the Globetrotter cab after the AE is a simple business, although wider steps would not go amiss. Most drivers should be able to find a comfortable driving position; the steering wheel adjusts for height and tilt and the heated driver's seat has a three
position lumbar support.
The revised dashboard, introduced at the Paris Motor Show last autumn, now curves around the driver. A panel to the left houses three gauges, with main instruments and switchgear in front of the driver. The two stalks are both mounted on the left of the steering column: dashmounted rocker switches are green, amber or red, according to their functions. The combination of the curved dash and high engine cowl makes cross-cab movement difficult. The grey trim is relieved with a red striped seat cloth.
With 357kW (479hp) on tap, the F16 gives a few horses away to the 2448 but has it beaten on torque. On the road this it means that the driver hasn't got to work hard to keep the Volvo moving and can largely forget about the splitter on the 14-speed gearbox. The gearchange is pleasant too, although the three-position gate needs some thinking about initially.
All that power makes its presence felt in the cab the F16 was the loudest on tickover and at 96km/h. That said, it was also the quietest at 80km/h. This supports our roadtest opinion that the F16 could use a taller top gear (CM 11-17 October 1990). The F16 was the undisputed winner in our ride tests, where smooth, well controlled movements were helped by the lack of cab or suspension noise.