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Higher maximum speed limits have made the Dodge G08 a less economical performer, reports Bryan Jarvis, but on our Welsh route it returned the fastest overall speed
THE COMMANDO 2 series was first marketed three years ago and although its most immedi ate impact was made by the G16 16-tonner, the smaller in the range, the 7.5-tonne-gvw G08 is no mean performer, either.
It managed to turn in the fastest time around our 210 mile Welsh test route, since the increase in maximum permitted speeds at a quite acceptable fuel consumption figure.
Two and a half years ago the G08 returned an overall aver age of 17.97mpg (CM March 6, 1982) at an average speed of 39.92mph. This included 14.37mpg for the 52.6 mile M4 stretch and 19.6 around the Aroad section. At the time, those figures were excellent, but now, driving to the new maximum speed limits, the fuel return has dropped accordingly.
Journey times have naturally improved; for instance, the M4 run was six minutes quicker and the remaining 157.6 miles of dual-carriageways and A and B class roads by 24 minutes. However, fuel consumption was down by nine and 24 per cent on the respective sections.
Overall, the Dodge G08 produced the fastest overall aver age speed of all the 71/2-tonners with 44.1mph, but it never quite matched the frugal Cargo 0811's 17.1mpg, finishing with 14.91mpg.
Renault Truck Industries (formerly Karrier Motors) offer a choice of three Perkins engines in the G08, all naturally aspirated. They are a 78hp four-cyl inder 4.236; and a 1024 D6.354.4 and 116hp 6.354.4, both six-cylinder units.
It has avoided following the path set by other manufactur ers such as Iveco, MAN-VW and Mercedes of including higher powered engine options, believing that its range of engines will cover all its customer needs.
Certainly the test vehicle fitted with the highest powered 116hp engine had performance to spare, driving through a direct top gear, with a 330mm (13in) diameter clutch to the 3.909 ratio rear axle.
Its power and flexibility was amply demonstrated by its hillclimbing ability, sharing the fastest time for a 71/2-tonner over the fierce one in seven Wantage Hill with the lveco 79.14 at two minutes 22 seconds. But for a wandering tractor near the top of the Monmouth by-pass climb, it would surely have matched (if not beaten) the lveco's time too.
Such is the engine's ability, that even on slight gradients only second gear was needed for starting off and it was very quickly into its stride and up to top gear. The Bowdenflex cable-operated clutch pedal was light in movement, assisting with smooth and incisive gear changing from the all synchromesh box.
This was only spoilt by a gearlever with a slight rattle. It was not so noisy, however, because at 40mph the 72dB(A) level in the cab was one of the quietest, along with the MAN 8.136F. At 60mph this increased to an acceptable 78dB(A). Unlike the Ford, lveco and MAN models, the Dodge G08 does not have anti-roll bars fitted; it sticks to the familiar hydraulic dampers and semi-elliptic multi-leaf springs. Apart from slight roll when cornering, its fairly basic specification is certainly functional in its results.
Around tortuous town circuits such as the one which encircles Cheltenham, the G08's ma noeuvrability is first rate with the optional power-assisted steering worth every bit of the extra £392 and the air over hydraulic brake system functioning well despite needing a fairly high pedal effort.
At speeds of 50 and 60mph, provided the roads are dry and the brakes warm, braking effi ciency is well up to the standards required, but the higher speeds naturally extend stopping distances and in attrocious weather similar to that encountered on our tests, alarmingly so.
Although the G08 has the most truck-like appearance of all the 71/2-tonners tested, the typically upright Dodge cab is an entirely functional one.
Compared with the Cargo 0811's distinctive cab design or the MAN-VW's LT style cab, an aerodynamic shape might well be an important selling feature if it will be travelling long distances at 70mph, but levelheaded business men will not just be looking at creature com forts. However, driving around our Welsh route, the cab's main deficiency was the lack of a rev counter (it is available as an optional extra).
Without it the driver has to rely on the note of the engine to gauge his gear changes and get the best performance from his vehicle. Rental vehicles with inexperienced drivers behind the wheel will soon suffer abuse.
Entering the cab is aided by a long grab handle and wide cab steps. Once inside, the fairly high and comfortable seating facilities give a commanding view all round. Corner windows cut out blind spots to the rear.
The heater controls, which are the furthest away, are still well within reach to the average sized driver while the tachograph, coolant temperature, oil pressure and fuel gauges are visible through the steering wheel, together with the array of warning lights and air gauges. On the passenger side, the grab handle on the dash is a trap for unwary fingers and a foot rest would help when seated. Two deep pockets in the dashboard are ideal for clipboards and pamphlets. Engine oil can be dipped from inside the cab, but for other maintenance tasks the driver will find that the 45 degree cab tilt is a simple oneman task.
Major service intervals are extended to 12,000 miles with an intermediate oil change and checkover at 6,000.