This trial took a heavier toll of fuel and the
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calculated results corresponded to 11.1 m.p.g.—an economical performance for the arduous course and conditions.
On this test I found points that could be criticized by the town driver. First, frequent gear changing demands that the selector lever should be well to hand, preferably immediately below the steering column. With the Seddon bus the lever is located away from the main controls and its use requires additional movement and exertion from the driver.
Secondly, the engine has been positioned high in the chassis frame to facilitate maintenance. Visibility for the driver is thereby restricted, and with the seat adjusted to its maximum height he is not able to observe a small child stepping off the pavement immediately in front of the radiator.
Running temperatures were taken at the end of the trials, and as a complete vehicle was being tested the results should compare closely with those obtained under operating conditions. With an atmospheric temperature of 56 degrees F., the radiator temperature was 145 degrees F., engine oil 136 degrees F., gearbox 107 degrees F. and rear axle 97 degrees F., all of which allow a Wide margin for operation in much warmer countries than .Britain.
In summing up my impressions of the vehicle after the 70-mile test, I would say that, because of its light weight, the Seddon is outstanding in
its class and is eminently suitable for long-distance operation. It has a. maximum speed of 42 m.p.h.
For local work, I would prefer to see the gear lever extended and cranked for comfortable manipulation, and, to have the seat and controls arranged higher in the cab, providing better visibility. It is understood that a new gear-selector arrangement is already under consideration and may be incorporated in later models.
Riding comfort is exceptional' and the wide gangway makes it easy for the passenger to reach the forward seats. Interior lighting, furnishing and panelling are well up to the high standard demanded of modern passenger vehicles.