Overdrive comparison Sherpa v Transit
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Bill Brock finds significant fuel savings, particularly on long runs, with both Leyland and Ford fitted with Laycock o/d
GHER FUEL prices have )mpted vehicle operators to ik closely at any suggestions it may lead to reduced rung costs.
:.'orrect routeing needs forrd planning, but reduced les can be a big saver. Inases in power rating and wer revving engines have )wn marked improvements :h heavy goods vehicles taken ar our test route. The implentat i o n of tachograph :ords from the beginning of Kt year will probably show a sitive result as well.
.ighter vehicles, too, are said show substantial fuel imovements where engine ?.eds have been reduced. GKN ycock Ltd, of Sheffield, proces an overdrive which is ered by all major British van 3ssis manufacturers. To find t what could be achieved we )I( a Ford Transit and a BL erpa, two of the most popular tish panel vans, around the 4 light van test route.
Diesel power for the 250 erpa van is, initially, more exnsive than the petrol version. th a capacity of 1,798cc it 'es a power output of 39kW !bhp) at 4,250rpm and offers a yload, including the driver, of nost one and a quarter tons.
wheelbase of 2.9m (9ft 6in) ows for a platform length l8m (8ft 21n) resulting in a rgo cube of 5.4cum (190cuft). ar doors, retained by firm
stayes, open to 1.22m (4ft 2in) while inside the floor pan is restricted to 1.07m (3ft 61/2in) between flat-topped wheel arches.
Narrow body dimensions overall confine the interior width of the cab. Instrumentation can only be described as adequate, consisting of temperature gauge, fuel gauge, speedometer, mileage trip and assorted warning lamps for headlamp, indicators, battery charge and oil pressure, all contained in a single unit.
Pedals are of the pendant type, located close to the floor level and comfortable to use but for the intrusion of the front wheel arch well into the foot well area.
A sliding window is slightly old-fashioned and while the rub ber seal stops draught and water ingress when new, the glass tends to rattle with age.
Ignition is on a key, but a separate control is supplied to shut off the engine.
A park brake lever is located towards the centre of the cab close to the driver's plastic covered seat, which I do not care for in hot weather. The gear shift mounted on the vehicle centre line is cranked to be within easy reach. Its location restricts easy cross-cab movement.
A single passenger seN. folds forward to allow access the load compartment from th pavement.
The overdrive works on th top two ratios, halving the ga between the 3rd and 4th with 3r high and adding about 8mph t direct top with 4th high. Whit unladen, the body panels tend t drum owing to inadequate insi lation behind the vertice supports, and at speed axl whine added to the aggravation The engine pulled quite reac ily from 20mph in 4th gear an as a consequence the top tw ratios were employed almost e) clusively over the 60-mile route.
More gear movement was rc quired with a full load, but eve here top and overdrive were we in demand with a subsequer return of 7.91 lit/km (35.7mpc. pmpared to 6.8 lit/10 Okm 1.5mpg) without the load. Lam the ride is firm with little )dy roll, but both steering and .aking could be heavy, while e unladen ride was bouncy. Ford's Transit, the most )pular marque, up to 3.5 tons me, takes about 30 per cent of e market and still outsells its ree closest rivals from Leynd, Bedford and Dodge to)ther. its strength derives from wider choice of specification )tions above a basic model nge.
Four engines give a range of pwer output with a choice of esel or petrol. Two wheelbase mensions provide for a variam of body sizes and types, ith numerous door options, [lite manual and automatic the changes with the transission.
The test vehicle, a Transit 100, juipped with the Leycock Jpe overdrive and powered by e standard two-litre four-cylinir petrol engine rated at 57kW 8bhp) is said to show up best high-speed motorway work, it as with the Sherpa we anted to see how it performed urban and rural conditions. Loaded to near its maximum eight of 2,450kg (2.41 tons) ith a payload of just under 1n, a fast tickover wasted fuel with the vehicle stationary in heavy town traffic, which extended the overall journey time while returning 11.6 lit/100km (24.2mpg).
The weight settled the springs well down, making the rear mudflaps trail along the ground. At slow speeds during tight manoeuvres the steering was heavier than I would have liked, but the lock was good.
Unladen, the trip was 10 minutes quicker, taking a similar overall time as the Sherpa, and returned 9.8 lit/100km (28.9mpg) using top and overdrive over much of the total distance.
Comfort in the cab was enhanced by the inclusion of a fulldepth bulkhead sealing off the noise from the rear. Doors on both sides fold back to the body line to permit access to the front of the cargo area, and at the rear a tail-gate lifts well clear of the rear opening with a step to assist loading. Round-topped wheel arches detracted from the usable floor area and the total cube measures 5.4cum (190cuft) with a platform length of 2.27m (7ft 9in).
Changes this year include a thermos viscos fan and the provision of a 68-litre (15gal) fuel tank throughout the range, except on bus models.
Both vehicles use a flickswitch control located in the gear-shift head. Operation is semi-automatic. The ratio change is instigated by lifting off the throttle to change up or depressing it for a downward move.
Summary
From this brief comparison, it becomes clear that the diesel model is way out in front so far as fuel economy is concerned. Both show significant improvement over consumption figures gained with similar stand vehicles in previous tests.
Laycock claims that a sav of at least 10 per cent can achieved on a regular basis addition to the fuel savings, duced engine revs should re in longer engine life. The p1 now adds £239 to the basic pi of the BL Sherpa and £297 to Ford Transit.
For existing users of She vans, BL parts distributors h. produced a retro fit kit, at E.2 containing all the compone required to make the cons sion.
Most benefit will be gained vehicles which cover lo distances and run at hig motorway speeds.
But the biggest fuel savE know is the driver's right too if he can be persuaded to III up a little.