larathon makes ight of the miles
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MARATHON 2 range ides a 2.97m (9ft 91n) elbase day-cab model either the Leyland T112 ummins 250 engine. A ;-Royce option was also used but is not yet avail. However, it was the 1-sleeper cab version t the slightly longer .elbase of 3.12m (10ft that we took over our ttish test route this time. lthough there were critic of the original Mk 1, very were directed at the power On this occasion the 12.47 litre (761cuin) diesel rated at 203kW (273bhp) made easy work of all but the steepest hills and returned an overall consumption figure of 39.9 lit/ 100km (7.1mpg).
Over 40 lit/100km (7mpg) is not out of the ordinary of late over this route but there are still many vehicles in this power and weight range that cannot better 45 lit/100km (6.5mpg).
A thermostatically controlled Dynair fan included in the cooling system undoubtedly had some influence on the overall returns. The fan works for only short infrequent periods under normal running conditions and so saves on the energy needed to drive a mechanical fan.
As for speed, it is only the second vehicle ever to break the eight-hour barrier for the first day. So not surprisingly the times for the two-day period were good.
With maximum engine tor que occurring low down in the rev band at 1,300rpm, each gear ratio could be used to full advantage. The gear change itself seemed a bit notchy, which at first I put down to my relative unfamiliarity with the vehicle.
It was not until the second day that it became fully apparent that the fault lay with the gearbox. On the very hilly section between Rochester and Neville's Cross, the vehicle twice came to a standstill while climbing steep inclines because of the difficulty in effecting a clean change. The opportunity to take a second stab at a gear may occur on the flat, but there is no second chance on a hill, especially after taking the benefit of the torque at low engine revs.
The Marathon 2's small 0.45m (18in) steering. wheel allows a little extra room for the stouter driver, but combined with powerful hydraulic assist ance it loses something in feel and positive directional control. It was too easy to overcompensate for sudden adverse cambers or bad tyre rutting on the road surface. At low speeds its lightness of operation is an asset, allowing a lot of lock to be applied quickly for manoeuvres in confined spaces.
A light smooth throttle action was free of the fatigue