Very interesting. . .
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The new improved Cruiser seems all the mid-range haulier could want for Christmas. Fuel economy has not been achieved at the expense of power, and the payload is temptingly juicy. Throughout, the performance speaks for itself but Bryan Jarvis assists
THE MANY significant changes which Leyland has embodied in its Cruiser 16.23 tractive unit illustrates the importance which it attaches to the less complicated 28 to 34 tonne gcw market sector.
Although Leyland has not quite fallen into line with the growing number of manufacturers who offer engines rated at around 250hp for this weight range, it now specifies the 11.1litre TL11B unit, which produces 167kW (224hp) at 2,100rpm to the BSAu standard. This represents a mc seven per cent power inc over the TL11A-engined Cruiser which we tested tvu a half years ago (CM Ju 1981) yet its journey time fuel economy around our tish route revealed rema improvements.
Judging by previous te suits, some of the more efficient vehicles achieve best results at the exper overall average speeds others produce more bal performances. It is this category into which the belongs for it traverse( 1,184.6km (736.8 mile) Sc route at an overall as. speed of 65.4km (40.63 mi used only 460 lit (101.3 gE of fuel to record an averag consumption return of lit/100km (7.27 mpg).
This is a considerabli provement on the 41.7 lit/' (6.78 mpg) and 59.4km/h mph) average speed accr to the 16.21 Cruiser tested same weight. ost of the design changes on updated engine are in the injection system. The injectiming is now set to occur degrees later at 18 degrees re top dead centre, which irs the firing pressure in the Iders and serves to reduce )ngine's noise levels.
e engine also has an insod fuel delivery rate, so the mm (0.073in) internal diamof its injector pipes has been ?ased to 2.0mm (0.079in). her important changes are ie CAV Majormec fuel injecpump: it now has a torsion lg governor fitted in prefer' to the hydraulic type and a a volumetric-efficient H2C ett turbocharger which is at the rear of the engine. )yland's engineers have ieved these important iges by matching the TL 118 the Fuller RTX 7609 nine?d, rangechange gearbox the Albion 4.778 to 1 final ). This gives a maximum ed speed of 111km/h (69 ) and provides sufficient,
well-spaced ratios to cope with all normal road conditions and the extremes, such as those encountered on the notorious A68 north of Darlington.
On the long run up to Beattock Summit, the Cruiser showed another valuable quality in holding steady in eighth gear at around 1,200rpm, and lugging down well. Only near the top did I have to drop to seventh.
One major criticism was the lack of an exhaust brake, a point which was emphasised by the smell of hot brake linings that filtered through as we approached the end of the testing A68 section at Neville's Cross. The run down the 86278 to Shotley Bridge is another section which highlights the necessity of specifying an exhaust valve.
I was more than pleased, therefore, with the fine degree of control that was possible with the footbrake which allowed a controlled descent. There was no sign of loss of braking efficiency owing to fade.
That particular three-mile drop to the start of the hazardous Blackhill climb, with its treacher ous changes in the road surface, will expose flaws in any vehicle's ride or handling capa bilities.
The 16.23 came through with colours flying, showing a remar kably low level of cab movement, and this from a sleeper cab, too. The tapered leaf semielliptic leaf spring dampers all round and anti-roll bar on the rear axle worked overtime to give a fairly well controlled ride over all the extreme conditions encountered.
Despite ideal daytime weather, temperatures fell below zero during the night throughout the test so one of the major concerns was ice. I was particularly grateful to the drivers coming in the opposite direction near Redesdale who indicated the presence of ice on the climb at West Woodburn. I was prepared for the likelihood of wheelslip (which did occur!) having changed down an extra gear and climbed with power to spare.
Long-haul journeys similar to Commercial Motor's test route are made all the more attractive and relaxing by the Cruiser's optional sleeper cab, which adds an extra E565 to the list price. It provides a high level of comfort and makes for a very relaxing environment. However, for overnights spent in sub-zero temperatures, I would seriously consider fitting an additional form of cab heating.
At Gretna, with six degrees of frost, the engine started up at the fifth turn and within 15 minutes the normally adequate heater system had the windows demisted sufficiently to proceed.
The stylish Motor Panels cab is one of the easiest and safest to enter or leave from, thanks to the well-positioned inset steps. The doors, which open beyond 90 degrees, allow unhindered entry. Well-positioned grab handles are conveniently placed too.
Cross-cab access is first rate and there is adequate storage space for the driver's effects in the header rail shelf, under the bunk bed and in the large glove box. For documents such as way bills, dockets, etc, there is also a . storage space in th9 centre console.
Leyland clearly must sympathise with vehicle electricians for it provides unrestricted access from the passenger's seat to fuses and circuit breakers.
Access from the front ft maintenance has been imi with one operation beinc. cularly worthy of comma gine oil checks are now out from the front, and ti lier 3.66m (12f1} long pyth dipstick is replaced on the with a much shorter, 1,2 long version. An oil fille extends outwards to mal ping up easy.
Summary Leyland has enhanc Cruiser's appeal by rai: performance with thE powerful TL1 1 B engii adopting an_improved d to make it an interesting sition for those operato continue to run at 32.5 Not only is the 16.23 tremely fuel-efficient n but it can also maintail journey times, with consi payload capacity — v which are certain to placc on most operators' sh lists.