Diesel Cuts The D.P.M.
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Commer 12-seater Offers Attractive Lines and Economical Operation By T. Walkerley
nNE of the 19 versions of the
Commer 1-ton van is a 12-seater personnel carrier which is virtually tailor-made to the requirements of the private-hire operator. Not only does it provide comfortable seating for the teams of most British field sports, but it will return fuel consumption figures better than 45 m.p.g. when powered by the oil-engine offered as an alternative to the petrol unit.
The Perkins Four 99 oiler costs £112 more than the petrol version, bringing the total cost of the vehicle to £797. Many users, however, will find that the extra initial outlay is offset within months, rather than years, by the low fuel bill and the long, trouble-free life inherent in the oil engine.
Of slightly larger capacity than the petrol engine, the • 1,621 c.c. Perkins develops a net maximum power of 40.5 b.h.p. at 3,600 r.p.m. It is in many respects a remarkable engine, pulling eagerly throughout its speed range. It is not quiet below about 35 m.p.h. but thereafter it performs sweetly enough up to the governed maximum in the neighbourhood of 60 m.p.h. It accepts long spells of fullthrottle driving without complaint and, once on the move, is free from vibration.
On the questions of noise level and vibration, so important in a passenger-carrying vehicle, the Commer is acceptable, but perhaps only just. It is unfortunate that diesel clatter is at its most obtrusive in the legal speed range, particularly when the engine is running on a lig] throttle and when accelerating through the gears. Of fa smell, the other bugbear of this type of engine, there happily no trace.
The Commer is not a passenger service vehicle withi the meaning of the Act. Nevertheless, the standards c passenger and driver comfort leave little to be desire( For the driver, the seat cushions are shock-absorbing wit' out being too relaxing, the back-rest gives good suppo and steering wheel and windowsill positions make for goo control and clear hand signals.
Visibility through the curved screen is excellent and th twin, self-parking wipers clear an are of admiral)] dimensions. The seat is adjustable through four position the rearmost of which is very comfortable but demanc a rather long arm for first and third gears. The centrall placed gearlever is positive in action and the synchromes arrangements on the three upper ratios will accept quit slick changes.
The instruments are grouped in a cluster on the steerin column, which also carries the indicator lights switcl The stop control is located unobtrusively on the engin cowling behind the left leg, and the hand brake is we placed horizontally on the right of the seat. A scree washer reservoir alongside the front-seat passenger's let foot lacked the pressure to spray into the wiper arc, bu on the other hand, an H.M.V. radio functioned mca agreeably.
There are three seats in the' front compartment, th centre one covering the engine and probably playing it part as a sound and heat insulator. Access to the rea might have been improved if one or other of the fron seats were arranged to tilt forward. A toe-step assist the nearside passenger to enter the vehicle and grab handles are provided on the inside of both screen 'Alan There is a large passenger door on the nearside am entry here is made very easy by a step which unfold mechanically as the door is opened. In addition, th, rear-opening doors of the van body are retained, supple mented by a folding step which is lowered manually
he spare wheel is carried immediately behind the rearmost, fside seat.
All the passenger seats face forward. Behind, the. rward triple seat there are three double seats on the iside and three singles on the nearside, with, a useful Lngway between them. Leg room is,. perhaps. better than ,erage for this type of vehicle and the trim throughout very good. The walls are upholstered in p.v.c. up to tist level and the roof is lined with a washable material. here are five interior lights and a roof. ventilator.
The windows are large and there is one of sliding pe on each side. Curved glass is used for the rear latter lights, and the windows of the two front doors and e passengers' near-side door are of full-drop type. Overad parcels racks are not provided but there is an iderscuttle shelf of useful size.
Road Test Result The performance of the Commer oil-engined van was Ily described in The Commercial Motor of April 1, id the 12-seater conforms closely. Of first importance the operator. perhaps, iS the fuel consumption that can expected. In whatever manner the bus is driven,
e oiler is shown to distinct advantage.
Off the motorway, a small bus of this type is legally stricted to 30, m.p.h. If it is driven to conform with
e law a consumption figure close to 50 m.p.g. is within ach. Straining our ownpatience to the uttermost, we ove a give-and-take .120 miles in week-end traffic and ored 46.8 m.p.g. On the other hand, with M1 at our sposal, a cruising speed of 50 m.p.h. increased consuinpin to the low thirties. The figures in either event
e extremely good.
The Commer is a most comfortable vehicle to drive; the lative positions of seat, steering wheel and pedals remove uch of the fatigue of a long journey. There is some body 11 on the faster corners but the vehicle, in spite of a arked degree of understeer, handles well. Some pitching evident over bumpy surfaces, but independent front suspension and telescopic hydraulic dampers keep it within acceptable limits.
Except when rnameuvring in confined spaces, the steering is light and the bus runs straight, even when buffeted by cross winds. The Lockheed brakes are well up to their job although they do cieate a gentle pitching motion when applied hard, especially when the vehicle is running light. The turning circle is approximately 36 ft. and the overall length is 14 ft.