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with very nigh rear-axle ratios. Yet the lower powered 110hp

9th February 1985
Page 55
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Page 55, 9th February 1985 — with very nigh rear-axle ratios. Yet the lower powered 110hp
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0811 Cargo fitted with a 3.78:1 rear axle managed over 17.1mpg running in our recent 7.5-tonne group test (CM November 24, 1984).

For those operators with high box bodies, however, who need the extra horsepower of the 135hp engine to maintain respectable journey times, the optional overdrive version of the Spicer gearbox with its 0.85:1 top gear offered by Bedford could well improve the TL750's economy, although reverting to the standard 4.38:1 rear axle is worth considering if hill performance is critical.

There can be no doubting the 5.4-litre engine's flexibility. Fully laden with an impressive 3.91-tonne payload, the TL750 pulled away from rest easily in second, with first gear only necessary on hill restarts. Maximum torque of 407Nm (3001b/ft) is produced at 1,600rpm, although the Red Series engine will lug down to 1,200rprn quite happily before a gear change is needed.

The powerful 135hp turbocharged engine makes light work of town driving, being capable of pulling fifth gear down to 30mph with hardly any effort.

The most noticeable feature of the new TL is undoubtedly its cab, which more than matched those of any other 7.5-tonner for comfort. Throughout the 210-mile test, the fixed Bostrum seats, though very firm, gave an excellent ride. The choice of brown carpet and tweed cloth seats along with the rubber floor covering provides an interior Qvhich is attractive yet practical and easy to keep clean. Storage space for the driver is more than abundant with the deep shelf behind the seats now fitted with a locking cubby box.

The main instrument binnacle has a grid design similar to the lveco 79:14 with all the main gauges clearly visible. Despite its needle going the "wrong way round", the rev counter proved particularly useful with the green economy sector, indicated from 1,200-2,00rprn, accurately marked.

The five-speed Spicer box appears gener-ally well matched to the Red Series engine although there is a slight gap between second and third ratios.

The gear change pattern of the Spicer box, however, could be better defined; the change from first to second is somewhat awkward. Once mastered, the short lever, despite being rather stiff, allowed quick changes to be made.

Steering on the TL750 is light and positive, with the Cam Gears unit supplying better feedback than the MB power-steering used on the 814 Mercedes. Over the

mixed terrain of CM's middleweight route, the front taper-leaf and rear multi-leaf springs gave the Bedford a good ride — similar to that of the 0811 Cargo but with less body roll, despite the absence of anti-roll bars on either axle,

Summary Bedford's revisions to its nonhgv TL range have ensured that it remains competitive in the hard fought 7.5-tonne market in Britain. The 135hp 11750's chassis price is somewhat higher than those of most competitors, but for the extra money operators get a vehicle with an above average bodylpayload allowance of 4.52 tonnes and a cab interior that is difficult to fault.

The long lists of engine and wheelbase options offered on the IL by Bedford are impressive. Prospective buyers should ask themselves whether they really need the extra horsepower of the 135hp engine when the derated 80kW {107hp) version of the same 5.4-litre Red Series engine could well prove a more fuel efficient choice at 7.5 tonnes.

• by Brian Weatherley

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