Riding high...
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FODENS this week announce their Haulmaster (see CM Road Test, Page 44 (and Fleet models. Just a few weeks ago 1 had the opportunity to put the latter model, intend international operation at 38 tonnes and fitted with the Cummins 290 turbocharged engine, gearbox and Rockwell axles, through its paces.
Its low profile disguises its 2.98m (9.7ft) height and it was not until I was driving and overtaking other vehicles that I realised its true height, writes Bill Brock.
Although steps in the wing are provided for a sure foothold, they are well forward in the front wing and I would have become unbalanced but for the well placed grab handles each side of the door.
However, the solid-based seat — not the suspension type — had plenty of adjustment up and down, fore and aft, as well as rake in the squab and backrest.
The steering could be adjusted through a 15-degree arc, but I felt no need to alter it.
The large one-piece windscreen provided a good view forward — not obstructed in any way by the header rail above housing the air vents, radio and a small storage cubbyhole for books and maps.
Among the dash-mounted dials, gauges and warning lights a 12v or optionally a 24v bayonet fitting is provided to heat the vacuum flasks which can be stored in the console above the engine cowl.
The floor, covered in a ribbed rubber mat, extended to the outer edge level with the door sill. Curtain rails are fitted around the perimeter of the roof and also divide the front half from the rear.
On the M6 heading south the maximum permitted speed of 60mph was soon reached with the engine working well within its capability at around 1,900rpm in top gear. Climbing Keele Bank the speed dropped to 50mph, still sufficient to maintain the middle lane in order to pass many slower vehicles.
Once on the A-road our speed dropped to the regulation 40mph, but top gear could still be employed with engine revs at around 1,250rpm, just below the figure of 1,300rpm at which Tim ea bot loa quit rui. gir iacc maximum torque occu revs could on occasions lowed to drop to 1,000rpm, even with a ful and the vehicle would happily pull back up to ing speed without the e requiring a change-dow The clutch pedal was too high above the floor ar effort was needed to press right home to ensure clea changes with the otherwi, easy-to-use Fuller box. An engine exhaust brake included in the standai specification and in this case linked in with the brake-ped movement. Too little play b fore the service brakes becan operative made its operatic alone difficult to judge at fin Later on I improved IT technique, but if it must I linked to one of the existit foot controls I would prefer to be the accelerator.
The service brakes re ponded well, giving pr gressive retardation in pr portion to foot pedal effo while pulling up square wit out wheel locking during maximum application.
A good impression was al achieved using the seconda braking system which al worked on all axles.
I found the ride to be coi fortable and while cab roll w not excessive it would requi a much longer journey make a worthwhile comme on the overall ride characti istics of the vehicle.
Engine and wind noise w 'quite an acceptable level ev when travelling at speed the motorway section. Norn conversation could be earni on.
Maybe one day soon t magical figure of 15m (49.2 overall length for articulat vehicles will be extended just 0.5m (1.6ft) to allow t legal operation of vehicl similar to the sleeper-cab v sion of the Foden Fleet-mas with a 40ft semi-trailer.