4x4 GROUP TEST
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• Our test Bedford was a military export machine, a prototype at that, and it showed.
Off road the driver was bombarded by the harsh ride, the loud noise and the awkward, cramped driving position. It was only possible to negotiate the roughroad track at half the speed of the other vehicles in our group—a time machine if ever there was one.
This, the original Bedford cab, offers none of the niceties of 1995. The job starts with climbing in; and when you get there the interior is tiny, forcing the driver to squat down to see straight ahead.
The ride is particularly hard. We knew there was suspension fitted, because we looked before getting in, but it didn't feel like it was doing much for the occupants of the cab. Every bump and rock merely added to the discomfort. The roar of the Perkins engine would have given our man a headache, had bouncing out of the seat and hitting the low roof with his head not already done so. Nevertheless the MT plodded around our severe off-road course with rough edged ability. Noisy it may have been, but it did its job.
We stopped on a couple of the more severe climbs, switching ratios between two and four-wheel drive. Each time it got itself going one way or another, all without the aid of a front-axle diff-lock.
It occasionally felt under-powered but as the MT grunted its way round the course nothing defeated it, even when its military tyres clawed for traction as the stiff suspension lifted a wheel on a patch of uneven ground An impressively powerful exhaust brake made the descents safe and controllable. Back at base, however, we were happy to get out. This truck is capable of doing the job—no ques tion. But how many of
your staff are going to important to 4x4 buyers.
stick around long enough to let it? Drivers might say export is the kindest thing for it.
• This was not our first encounter with Foden's dedicated 4x4 snowplough/gritter: we recently took an unladen example around the same Bagshot off-road test track and were left with a favourable impression (CM 17-23 August). The big cab offered a secure feeling; our man also praised the amount of seat and steering adjustment, and good visibility
Running laden we found the short-travel clutch and Eaton gearbox were just as smooth. The load's high centre of gravity pitched the chassis sideways on uneven ground but what it lost in stability it made up for with controllable traction. The Steyr transfer box and Finnish Sisu front axle did well in maintaining an onroad feel. The tight turning circle was especially impressive; manoeuvrabili Non-rusting cab and plough light points impressed judges.
JUDGES' VERDICTS
• The glass-reinforcedplastic cab was a big plus for most of the judges as it won't rust during the long service demanded of this class of vehicle. For those using a snowplough (or other attachments) the lamp mounts on the front grill were another welcome feature. Chassis height was highlighted as a problem by Hallam and Brangwynne (Foden says low-profile tyres could help here). Donaldson was worried about departure angles with the rear anti-roll bar but overall it ran a close second to the Mercedes-Benz AK. ty was aided by a light and positive steering action.
In-cab noise was among the lowest of the bunch and the full 17-tonne spec was fun to drive. Gradeability was particularly good thanks to some deep gearing and good clutch engagement characteristics Only that high centre of gravity, rear anti-roll bar and choice of tyres limited the Foden's severe-off-road capability Best of al, the Foden gave us the well-balanced feel that is so important in trucks designed for difficult conditions. We were left in no doubt that this chassis would thrive in the snow and ice environment for which the gritter is primarily intended.