• Home
• Used vehicles
• Product news
• Dealer news
• Compliance
• Buying advice
• Archive

THE HALL OF FAME 4

One was The Sweeney's favourite form of transport; another's favoured by African warlords. We pay tribute to four more classic CVs that have kept the world moving for more than half a century.

Ford Transit

No other light commercial vehicle has become so entrenched in British society as the ubiquitous Ford Transit. Most people have come across this "brand within a brand" at some time or other, either when moving house, having some work carried out at home, receiving a parcel delivery, or even when their car has broken down at the roadside.

Transit was launched in 1965, and has since become the generic name for a panel van, in much the same way that Hoover is the generic name for a vacuum cleaner, and Biro for a ballpoint pen.This must have caused great frustration for dealers of rival makes when a prospective buyer walked into the showroom enquiring about a Transit van.

I cut my teeth in the commercial vehicle business sellingTransits, and the biggest competition came not from other franchises, but from the other nearest Ford dealers. I still remember the first one I sold 25 years ago. It was a Transit 801.6 Popular in light blue, complete with signwriting and racking, sold to a Greek baker in York for making deliveries to shops throughout the city.

Indeed, since its introduction,Transit has become all things to all men (and women). Emergency services, public utilities, parcel delivery services, builders, plumbers.electricians, rental fleets, the music industry, and even criminals who needed a reliable vehicle for getaways, have all been significant users of the "Tranny" over the last 40 years. People have no doubt been conceived in one, born in one, lived and died in one. Ford has a model to suit most purposes, whether panel van, minibus, fridge van,luton, tipper or dropside, to name a few. It

NEW EQUIPMENT?

And Publications has always been reliable, relatively cheap to run, and easy to come by from an abundance of Ford dealers. Parts are easy to obtain, and scores of independent commercial vehicle traders have made a living buying and selling them. In short, people trust Transit.

With successive model generations, Ford has continually updated the product to keep pace with consumer requirements and emission and safety legislation. However, today's products still offer the same core values as the original. They are good to drive, have excellent loadbox characteristics and provide competitive ownership costs.

All this has resulted in a market share leadership that is unrivalled by any other model in British automotive history. And although Ford is an American company,lransit is seen very much as a British vehicle. Generations of self-employed tradesmen have relied on Transit to get the job done — Ford's "Backbone of Britainadvertising campaign reinforced that image.

Transit's success is no fluke. Ford spotted the market's needs, provided a vehicle to fulfil those needs at a competitive price, and stole a lead over the competition, which it has never relinquished.The current market is the most competitive ever, with rising demand and constantly revised models by all manufact urers,but Transit is still the star, and is likely to remain so for the foreseeable future. John Watts runs the CAPcalcjleet revaluation solution suite. He wasformerly senior editor of Commercial Vehicle Monitor. He joined CAP in 1999 after more than 20 years' in the truck and van industry with the Crossroads Group and Polar Ford John has a thorough understanding of the dynamics that impact on all used vehicle values.

AEC Mammoth Major MkIll

Comfort and high-tech gizmos count for a lot in modern trucks. Yet, my choice for the title of greatest truck ever scores a big fat zero in both of these respects. Instrumentation on the AEC Mammoth Major MkIll consisted of a speedo and an air gauge. But when it was launched in the late forties,AEC's flagship model was at the cutting edge of truck design.

Back then reliability, low maintenance and maximum payloads topped most 'gaffer's' priority lists. That's where the MkIII notched up maximum points.The archetypal British eight-legger that emerged from Southall in 1948 became an icon during its 12-year production run.Around 3,500 units were built, and it was the mainstay of many UK fleets. It also earned valuable revenue in Britain's post-war export drive.

Among its notable features were AEC's renowned 9.6 litre direct-injection diesel and full air braking. While most of the competition stayed with hydraulic systems, AEC took a lead with air pressure. Unlike most air brake systems the one designed by AEC virtually eliminated flexible piping, often the source of leaks and failures.

The rear brake chambers were positioned up in the chassis frame and linked by rods to the cam levers.The front brake chambers were mounted vertically on the top of hollow king pins, the operating rods passing down through the pins. Scissor type adjusters made for easy adjustment. Only one flexible pipe was required between the chassis and the front wde.The compressor was driven off the gearbox layshaft. With an output of 125hp at 1,800rpm, AEC's 9.6 diesel was renowned for its reliability and instant starting. It returned more than 9mpg on a fully laden vehicle grossing 22 tons. With its highest axle ratio of 6.25:1, the Mammoth Major MkIII was capable of a breathtaking 35mph. Opting for 9.00x24 tyres resulted in a modest speed increase.A lower ratio of 7:1 was offered for trailer work, knocking about 5mph off the top speed. Don't forget that a 20mph speed limit was still in force in the early 1950s.

From the driver's viewpoint, the Mk.III was a pleasure to handle compared with most of its contemporaries. Certain engines were well known for requiring continuous pressure on the accelerator, which only eased when pulling hard. Combine this with heavy steering, a heavy clutch and a demanding gearbox, and truck driving was hard work in the 1950s.

However, the Major MkIII had a delightfully light accelerator and lighter than average gearshift,clutch, brake, and steering. It also boasted a very commanding driving position. All in all, you could relax and enjoy the ride something that could not be said for most of its rivals.

One hears heroic tales of MkIlls coping with 20 tons or more well above the 15-ton recommended payload. When it came to trailer work at up to 32 tons, it was the number one choice of major fleets,such as BRS, Silver Roadways, Hanson Haulage and Henry Long. Of course, those used on trailer work usually had the 150hp 11,3 litre engine, introduced in 1951.

By 21st century standards the Mammoth Major MkIII might seem crude, but in its day it was a pacesetter a true legend from the days when Britain had a thriving truck industry Peter Davies has been an incurable truck enthusiast since the1940s. In 1986, after29 years at Redford Trucks, he became a truck journalist and has written 12 truck books. He has owned several classics including a Mammoth Major Mk.I11. He is president of the CVRTC, which celebrates its 40th anniversary this year.

Toyota Hilux

For the Taliban it was an essential fashion accessory, and no self-respecting African warlord is ever seen without one. It's as popular in Sudan as it is in the Congo.

Seen as frequently on the 10 o'clock news full of wild-eyed gunmen toting Kalashnikovs, as it is in the high street,Toyota's indomitable Hilux pickup is one of the toughest little trucks ever built. More than 12 million have been sold worldwide in the 27 years since it was launched; more than 56,000 of these in Britain, making it one of the most popular too.

Not convinced that it's almost indestructible? Just think back to some of the outrageous things the Top Gear team did to one back in 2003. As part of a series of extreme tests,BBC TV's roving band of I 1 automotive hooligans set fire to a hapless and near-pensionable Hilux, and even let it float out to sea. Yet, after a few minor repairs, the engine roared back into life, ready for another battering.

The Hilux story began in 1966 when Toyota and Hino got together as part of a major reorganisation of Japan's expanding motor industry. One of the first projects they tackled was the remodelling of Hino's Briska 1-tonnepayload pickup.

Looking a little like Peugeot's unburstable 504, the revamped Briska appeared in dealerships in Japan in April 1967 wearing a Toyota badge. It was an instant hit.

Delighted with its success, Toyota rushed an all-new pickup into production under the Hilux banner. With an emphasis on car-like driver and passenger comfort and rugged construetion, it went on sale in March 1968 with a 1.5litre petrol engine under its bonnet.

By September 1977 Toyota had built a million of the compact load-luggers.Within 12 months it would launch the third-generation Hilux line-up, which included a super-deluxe model with a stretched cab and semi-reclining seats. October 1979 saw the first 4x4 version, with a beefed-up suspension system and skid plates to protect the transfer case and fuel tank.

By the end of the 1970s Hilux was on sale in around 100 countries, including Britain, although it was some years before the double cab 4x4 appeared here.Today's users include Shell,Balfour Beatty, the Environment Agency and BM Coastguard.

Launched in the UK in October 1995 with a 2.4-litre diesel engine, it gradually became popular as well-specified transport for the taxconscious company car driver as well as a working tool.

The current Hilux boasts a 2.5-litre common-rail diesel at either 88hp or 102hp, which can be boosted to 128hp courtesy of a Toyota approved chip if you opt for the goodie-laden Invincible.ABS and twin front airbags are standard on all models, and all double cabs come with air-conditioning. TVs all a far cry from the utilitarian Briska.

With anew Hilux due to go on sale in Britain later this year. it looks like the story of this global workhorse is still a long way from finishing.

A journalist for almost 30 years — his first job was on a daily paper in Surrey — Steve Banner specialises in writing about road transport. He's been a freelance since 1990, and is a regular contributor to Commercial Motor and several other publications.

Commer TS3

The Commer TS3 engine was originally developed by Things-Stevens, a company that built petro-electric buses around the time of the First World War. The name TS3 comes from the initials of FillingsStevens three-cylinder engine, not Two Stroke 3 cylinder after its layout. The engine was originally designed for underfloor mounting and used in a self-righting lifeboat, where depending on your situation at the time, a low or high centre of gravity could be extremely useful.

Tillings-Stevens was taken over by the Rootes Group, which fitted the engine in its trucks from 1954.The engine consisted of three cylinders mounted horizontally above the crankshaft, with two pistons in each cylinder, giving six in all, horizontally opposed and connected to the crank by two connecting rods and a substantial rocker Although the engine had a total displacement of only 3.25 litres, it managed to produce a very respectful 90hp. Contemporary four stroke engines,such as the Gardner, could match its power,but in the case of the 5LVs7 it took eight litres.

Being a two stroke,theTS3 engine could not be naturally aspirated. It could not use crankcase pressure to boost air supply because the engine would burn any oil that was mixed in with the air. Instead it employed a front mounted, rotating lobe type Roots (not Rootes) blower mounted on the front of the engine to deliver the combustible air.

Drivers of the day loved the TS3 as it had hags of power that was delivered immediately. The engine would take any amount of abuse and could still return a respectable 1210 15mpg.The engine asked for very little in return, being happy with regular oil and filter changes. Although the driver had bags of usable power on the ascent of steep hills, the lack of engine braking due to the two-stroke engine made it an interesting experience going down the other side.

Lorry mechanics had a different view, however. Although it did have an intricate simplicity about the design, access was limited and difficult due to the under-floor mounting and the non-tilting cab. Seats and floor panels had lobe removed, and on the regular engine decoke,the best course was to remove the engine completely through the cab.

Even today there are horror stories about the engine on the early models. If the driver nearly stalled it at sudden stops, it could hiccup and run backwards (a two-stroke will run quite happily in either direction), bypassing the governor and revving out of control until it self-destructed.

Production ended in 1968 when the Rootes group was taken over by Chrysler. At this time a TS4 was under development, and was apparently producing astounding results. Sadly, due to the takeover and a rumour of a deal with Cummins, the 14 prototype engines were scrapped and never saw production.

On leaving schoo4 Rob Gomersall joined a Chrysler dealership, with Hillman cars at the front and Commer and Dodge trucks round the back Once he'd completed his apprenticeship, Rob chose to take a job with a motoring organisation, hoping to satisfy his desire to drive. Eventually he took redundancy to became a full-time truck driver— the best decision he ever made.