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A POPULAR TONNER TESTED

27th January 1933
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Page 52, 27th January 1933 — A POPULAR TONNER TESTED
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The Latest MorrisCommercial 13.9 h.p. Lorry Shows Up Well During an Arduous Trying-out

"LIULL particulars of the modified light vehicles produced by Morris-Commercial Cars,Ltd.,Adderley Park, Birmingham, 8, appeared in our issue for January 13, so that regular readers should be familiar with the improvements incorporated in the 15-cwt. and 1-ton chassis. Briefly, the alterations consist of improved detail work, greater engine power, the inclusion of a four-speed " silent-third" gearbox and fourwheel brakes. At the same time, however, prices have not been raised, for the complete lorries cost but £191 and £198 respectively for the two available sizes.

As this report deals exclusively with the 1-tonner, WQ shall confine

our attention to that model, but it might here be interposed that the designs of the two vehicles are shutlar save for the fact that slight dimensional differences occur in the bodywork—the engine, clutch and gearbox units are identical.

When taking over the 1-tonner for our test the first job was to verify the pay-load ; as will be seen from the performance panel, the actual freight carried was 21 cwt., whilst the personnel amounted to 3 cwt.; thus, with a driver only aboard, the vehicle could be said to be overloaded to an extent of 2a cwt. The total weight of 2 tons 141 cwt. is, therefore, distinctly moderate for a sturdily built chassis

with a lorry body measuring 7 ft. 6 ins. long, 5 ft. 6 ins, wide and having hinged sides and tailboard 1 ft. 6 ins. deep.

Our test was planned in such a manner that the utility of the vehicle for both long-distance haulage and town delivery work could be ascertained. As will be seen from the fnllowing remarks, the machine is clearly a general-purpose lorry, for it shows up well when driven fairly fast on long runs, and under conditions such as might be expected on an urban delivery round.

Thanks to wide cab doors, entry and exit are very simple—an important point—whilst at all time., we found engine starting to be an almost instantaneous matter ; the dynamotor is sufficiently powerful to rotate the crankshaft at a good speed even when the cylinders are stone cold. Another point worth recording is that the mixture control situated on the steering column enables the driver to use a " Jean " mixture for ordinary running (when the engine is hot) without experiencing the many signs of refractoriness after starting up usually associated with engines having the carburetter set "fine."

The fuel-consumption figures obtained during our test are good, 19.1 m.p.g. at an average speed of 23.6 m.p.h. when traversing give-andtake main and secondary roads being a clear indication that an operator should have little difficulty in maintaining nearly 20 m.p.g. with the vehicle when long runs are the general order. Even under very adverse conditions, such as when tackling delivery work, the vehicle, fully loaded as it was, averaged 16.4 m.p.g., when making four stops to the mile; the overall speed of this section of our test (including the stops) worked out at 17 m.p.h., so It will be seen that the driver was not " sparing" with the throttle.

Thanks to the new " silent-third " gearbox and four-wheel brakes, coupled with the fact that the engine power output is now greater than it was, average speeds in the neighbourhood of 30 m.p.h. can easily be maintained over main roads without the driver feeling that he is pressing the engine to its limit. Ordinarily 40 m.p.h. is about the maximum rate of travel when fully loaded, but in slightly favourable circumstances—on a slight down grade, for example—about 441 m.p.h. can be reached.

The third-gear ratio of 10 to 1 Is very useful for both town and country work. On this ratio the vehicle will attain 33 m.p.h. before valve diameters, etc., definitely• cause a limiting action, and, thanks to a fairly flat characteristic in the engine-torque curve, the acceleration and hill-climbing capabilities at low speeds are good.

Provided anyone has even a moderate idea of driving, no difficulty should be experienced in changing gear—upwards or downwards—with the new box fitted to the vehicle under review. First and second speeds are of the usual type, but for third and top—the most used gears on any vehicle—dog engagements are provided. This is an essential feature of the design, because the teeth of the constant-mesh and third gearwheels are of the helical variety, and must always remain "mated."

We took the Morris-Commercial 1-tonner up a hill 0.4 mile long with a gradually increasing gradient, the average being somewhere in the neighbourhood of 1 in 14 and the• maximum about 1 in 10. Proceeding at about 30 m.p.h., the throttle was opened fully so soon as the incline was reached, top gear sufficing for about 300 yds. A rapid change down to third, when the speed had fallen to about 25 m.p.h., enabled us to go another 150 yds. before engaging the second gear of 15.39 to 1; this ratio sufficed to take us over the top at about 12 m.p.h., the overall speed working out at just under 18 m.p.h.—not bad going for a vehicle loaded with well over a ton and equipped with an engine of but 13.9 h.p. R.A.C. rating.

Periodical temperature tests of the cooling water revealed no untoward rise when the engine was run all out for several miles. On the hill-climbing test, for example, a rise of_ a few degrees only was recorded ; the general running temperature was found to be in the neighbourhood of 155 degrees F. Weather conditions were far from being favourable for a low mean heat to have been • recorded, for it was quite warm for the time of year on the day in question.

The new four-wheel braking system is indeed a great improvement upon the original equipment, which called for only rear drums. Adequate frictional area is assured by the provision of 12-in, front drums and 15-in, rear drums. All shoes are of the internal-expanding variety. Our graph shows that the new system works with efficiency; it suffices to say that the pedal pressure required for an emergency pullup is quite moderate and the retarding action is progressive. It is interesting to note that the drums are made of chromidium

known for its lasting qualities when subjected to friction—and the working surfaces are finally ground with a high degree of accuracy to their finished sizes.

Adjustment of either the hand or foot-applied system is easily carried out by 'means of master tuna buckles, one being adjacent to the pedal itself, whilst access to the hand-brake adjuster is gained by lifting a floorboard in the driver's cab. There are, of course, several adjusters on the brake rods, whilst the fact that each brake camshaft is serrated to carry the lever enables 'the position of maximum leverage to be maintained throughout the life of the liners.

The vehicle rides rough road surfaces remarkably well, for the springs are long and are not rated too high. At the same time, there is little tendency for the body to sway when running at high road speeds. Even at over 40 m.p.h. on slightly winding roads one can steer to the proverbial inch, whilst at the other end of the scale manceuvring in confined spaces does not call for undue effort ,to be exerted by the. driver, showing that good steering qualities are not entirely dependent upon stiff springs—at any rate, so far as those mounted on the front axle are concerned.

We were favourably impressed by this latest product of the go-ahead concern of Morris Commercial Cars, Ltd. The recent improvements are welcome additions to an already fine chassis, and as no item of equipment has been curtailed the new model should enjoy the run of prosperity it deserves.

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Locations: Birmingham

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