Roadrunner detail
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AFTER three years research and development and a cost of £10M, Leyland's Terrier-replacement, the Roadrunner, has finally been launched with all the accompanying razzmatazz usually associated with new
cars, reports BRIAN WEATHERLEY.
The first lorry to be "totally developed" at Leyland's recently opened £22m technical centre, Roadrunner will be sold at three weight ranges — 6.2, 7.5 and 10 tonnes gvw. All models will be fitted with the familiar Bathgate-built 98-Series six-cylinder naturally aspirated engine previously used on the longserving Terrier.
The 6.2,7.5 and 10-tonne-gvw Roadrunner models equipped with the 86kW (115bhp) 6/98NV engine will be designated 6.12, 8.12 and 10.12, those 6.2 and 7.5-tonne chassis fitted with the optional 72kW (97bhp) 6/98DV engine will be called the 6.10 and 8.10.
It has been launched in one of the most fiercely competed for sectors in the UK truck market. Roadrunner chassis prices are based on engine output rather than wheelbase lengths. The 6.10 and 8.10 models with the 72kW engine cost £10,950 and £11,650 while 6.12, 8.12 and 10.12 versions with the 86kW unit are priced at £11,550, £12,250 and £12,995 repectively. All prices exclude vat.
Leyland has retained a Spicer five-speed all-synchromesh gearbox derived from the old Terrier unit with an 0.85: 1 overdrive fifth gear. Fitted on all models it now brings the Roadrunner in line with other 7.5-tonne truck manufacturers such as lveco, Mercedes and Dodge who also offer five-speed units as standard. However, to reduce front axle kerb weight the old steel casing has been replaced by a cast aluminium unit.
Single-reduction Terrier-derived rear axles are fitted on all variants with the highest rear axle available being 4.36:1 giving a maximum geared speed of 105km/h (64mph). Other available ratios are 4.71, 5.12 and 5.86:1.
The "new generation" of IBeam front axles supplied by Bathgate have been developed specifically for the Roadrunner. One particular benefit of the new unit is its improved steering lock angle of 50 degrees compared to 30 degrees on the old Terrier. This gives the Roadrunner a kerb to kerb turning circle of less than 11.5 metres (37.73ft) for the 3.25m wheelbase model, compared to 14m (45.9ft) on the 3.35m wheelbase TR738 Terrier.
Single semi-elliptic taper-leaf springs with low maintenance rubber bushes and telescopic dampers are now used throughout the range which help to reduce the Roadrunner's kerb weight. Anti-roll bars are not fitted on standard chassis variants, however, for operators such as meat and hanging garment carriers using bodies with a high centre of gravity Leyland will provide stabilisers as a special equipment order.
Roadrunner has a conventional ladder-frame riveted chassis made of 29-tonne yieldstrength steel with parallel flat topped side-members. As an aid to bodybuilders, Leyland has kept most ancillary chassis mounted equipment well below the top of the chassis rails. Laden chassis height on an 8.12 fitted with 8.5R 17.5 tyres is quoted at 720mm (28.3in).
All chassis are pre-drilled for bodywork mounting and can be supplied with fixing brackets. To give bodybuilders added flexibility, all holes are "mirror drilled" on each chassis rail. and additional loops of wiring leading to the tail-light clusters are included removing the need to "break into" the wiring system when relocating taillights on different bodies.
Perhaps the most advanced aspect of the Roadrunner is the C44 cab which is fitted to all models. This at last provides Leyland with a cab equal to all its main rivals in the 7.5-tonne sector including Ford, whose Cargo range has been particuarly successful among light truck operators.
Produced as a "lightweight" unit, its outstanding feature is the unique asymetric front window which allows a driver to see kerb obstacles easi y. Great use of printed circuitry has also been made in the C44's cab instrumentation which is designed to be easily replaced by unskilled fitters. A more detailed description of the Roadrunner cab appears on page 47.
Particular attention has been paid to driver comfort which is vastly improved over that of the old Terrier. A new slim cushion design of seat with an inflatable lumbar support is fitted and the steering column is fully adjustable allowing any position from either an upright truck style to a non-hgv driver's raked, car-type angle. All 6/98NV engined models are fitted with the Burman power-steering box with ZF pump as standard. On 6/98DV powered chassis power steering will be offered as an option.
Operators will certainly be impressed with the Roadrunner's relatively low kerb weight — 2,621kg (2.57 tons) on a 4.4m wheelbase 8.12. According to Leyland, this gives a body/payload allowance of some 4,869kg, compared to 4,566kg on an 0811 Ford Cargo, 4,401kg on a Bedford TL860 and 4,340kg on the recently launched MercedesBenz 814.
So much for the product, but how does it perform? To find out CM spent a day driving a selection of 7.5-tonne Roadrunner models, all of which were equipped with power steering and fitted with box bodies carrying a two-tonne sheet steel test load. The first model I drove was a 3.65m (11.97ft) wheelbase 8.10 with the lower rated 72kW engine.
Part laden, the 8.10 pulled away easily in second with the short stubby gear lever on the five-speed box giving quick precise changes. The detent between third and fourth however, could, be more pronounced. Driving both the 8.10 and the more powerful 8.12 there appeared to be a definite gap between second and third ratios, particularly running at lower speeds. For some reason Leyland does not offer a rev counter as an option, although this can be particularly useful to drivers unfamiliar with the vehicle.
With the lower powered 8.10, engine revs must be kept well up and the gearbox worked hard if a good average speed is to be maintained making it a doubtful choice for extended motorway running. Operating around the urban parts of the test route, it kept with the traffic adequately. Changing over to the 8.12, the improved acceleration and hill-climbing performance with the 86kW engine, however, is soon apparent, and of the two the 8.12 gives a more relaxed drive requiring less gear changing.
Access to the cab on all models is above average aided by the Roadrunner's wide door frame and the two excellent grab handles. Like MercedesBenz and lveco, Leyland has chosen reinforced plastic for the deep non-slip cab steps which not only provide a quick, safe entry, but also allow a driver to exit from the vehicle facing forwards without any danger of slipping.
The slim squab seats are certainly deceptive for they provide good support aided by the adjustable lumbar support. This is inflated using a rubber bulb on the right hand side of the seat base. The steering column rake is simply adjusted using a knurled knob on the right of the column. Used in conjunction with the seat height lever it gives a variety of positions likely to satisfy most drivers.
Rather than use a full-width dashboard, Leyland has opted for a separate instrument binnacle which displays all gauges clearly. On our test vehicles these were covered by rather cheap misted plastic lens, although I understand they will be replaced by non-reflective glass on all production models. Whether or not a result of the extra kerb window, the Roadrunner cab certainly has an pleasant, light, "open" feel to it, providing good all-round visibility for the driver aided by the now standard Leyland unequal sized driving mirrors.
Without a noise meter is was difficult to judge accurately the Roadrunners' in-cab levels although they appeared perfectly acceptable. All controls can be easily reached with the exception of the engine pull-stop which is badly sited behind the left of the instrument pod and cannot be seen by the driver seated in his normal position.
The air over hydraulic brakes on the Roadrunner appeared very responsive, even too responsive on the 8.10 which had only 900km on the clock and re quired careful use. On the 8.12 which had completed 1,300km, however, they were more progressive. The power steering is particularly good, with excellent feedback similar to the Cam Gears unit fitted on the Ford Cargo, and around the twisting country lanes outside Leyland, it proved very precise.
The manoeuvrability of the Roadrunner is certainly impressive. Getting into a 4m wheelbase model parked some 1.5m (5ft) immediately behind another vehicle, I pulled out on full lock with over 18 inches to spare without having to reverse. Driving around Leyland's steering pad the vehicle appeared to be almost turning around on its rear axle.
The fitting of parabolic springs all round gave a good ride on all Roadrunner models I drove.