CRASH COURS IN ECONOMY
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Despite a minor traffic accident, our long-term test vehicle goes from strength to strength, in fuel economy at least
• It is now six months since CM took delivery of its Bedford CF2 280 diesel van, and it is already well on its way to completing 32,0001an (20,000 miles) in service with us.
C964GNM has so far clocked up 20,000km (12,400 miles). It has also undergone its second service and been involved in one of those irritating urban traffic accidents that must be the bane of every light van operator in the country — but more of that later.
Back in June we commented that our 2.83-tonne diesel CF2 had made a promising start (CM, June 28), and so far it has continued this trend.
Any initial tightness in its driveline has well and truly eased up and this, coupled with a fair amount of empty running, has helped raise its overall average fuel con
sumption from 10.5 lit/1001an (26.85mpg) to a more respectable 9.57 ht/1001on (29.5mpg). Whether or not it will maintain the same level of fuel economy only time will tell.
Equally encouraging is the fact that we have finally located the source of the mysterious, and extremely harsh, vibrations which have dogged our van whenever the engine's revs were allowed to drop too low.
The problem was due to excessive vibration on the van's propeller shaft, and this may well ring a bell with other operators of CF2 long-wheelbase diesels bought earlier in the year.
Bedford has confirmed that on some of the 550 CF2 long-wheelbase diesel models, with the five-speed ZF gearbox, built between January and April 1986, there have been "instances of drive-line vibration, noticeable at low-engine speed throughout the gear range".
To overcome the problem, Bedford is now fitting all LWB diesel CFs with a revised propeller shaft, with improved damping characteristics, along with a heavier inertia disc and longer securing bolts.
These revised parts, however, can also be retrofitted and, as in the case of CM's van, will be fitted free of charge by any Bedford dealer.
The modification certainly seems to have removed the worst, although by no means all, of the vibrations on our van, Its overall engine noise levels are still rather wearing on long motorway drags.
Throughout its time with us C964GNM has been carrying a wide variety of loads, with often little regard for its interior. Despite this rigorous treatment the CF2 280's floor and cargo area have coped well with the knocks.
The awkward hinges, however, on the rear doors remain a source of criticism, particularly the small retaining pins and spring clips which have to be removed before the doors can be opened beyond 90°.
A more efficient click-stop mechanism should certainly be included in the CF2 replacement — although with the demise of the "World Van" its arrival date now seems even more uncertain.
Overall the exterior bodywork on C964GNM has stood up well to alternating states of heavy dirt and harsh car washes. There is, however, some flaking of the paint at the base of the offside A-post where the front wing butts up to the window frame — although so far no rust has set in.
The door handle on the side loading door has worn loose and needs tightening up.
With such a wide variety of drivers, the CM long-term test van has attracted a broad selection of comments — not all of them complimentary. The most frequent criticism comes from tall drivers, who find the Gli"s low roof-line extending into their field of vision, despite lowering the seat to its fullest extent.
The driver's door also continues to let in draughts and rattle, and the demisting system could certainly be improved.
A more unusual aspect of the driving compartment is the way the headlining has become detached, although it only becomes apparent driving fairly fast with the windows open. In these conditionS the lining balloons outward like an inflatable dinghy gone mad.
C964GNM's habit of spitting back dery at the driver while filling up — even when slowly — has still not been rectified.
After its first service at 8,000km (5,000 miles), we commented on the relatively high price of dealer servicing. Our second 19,300km (12,000-mile) service — costing £151.30 including VAT — has done little to change our opinion.
It is worth noting that with the exception of an interior light fuse (price U.80), all the materials used and work undertaken was standard.
The overall price, however, of £18 an hour for labour by our local Bedford dealer (which at 4.5 hours for the service works out at .81) certainly highlights the varying costs of labour rates and in particular how high they are in the south. Labour is at least guaranteed for six months, but then with these prices it should be.
While CM has no complaints on the standard of service, there is only so much an operator can or will pay for outside servicing.
The price charged by our Bedford dealer might also explain why many van operators, particularly those with high milages, either choose to do their own maintenance or, unfortunately, let it slip altogether.
Driving in city traffic should not mean that accidents are any more likely to happen — but by the sheer number of vehicles the odds are bound to increase. So it was that at 13,800lon (8,500 miles) our van became another insurance statistic when a Metro decided to pull out of a side road in search of a gap that didn't exist.
The resulting impact cost us £.486 to repair and the arguments on liability are still going on — a familiar scenario for any traffic manager.
Despite its unscheduled downtime, C964GNM has continued its steady progress and though it may not be the most comfortable or quietest van, it has proved extremely reliable — which at the end of the day is its greatest asset.
Errant Austin Metros allowing, it should be able to carry on steadily until the end of our test early next year.