COMMERS
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ON A COLONIAL COURSE Road Test No. 96.
WHEN we made the first announcement of the Commer 1932 programme, we stated that the new chassis bearing the names Raider and Centaur, and intended to carry pay-loads of 30 cwt. and 2 tons respectively, were destined to be sold in large numbers in countries overseas as well as at home. With this object in view these models had been tested with more than usual thoroughness.
Recently we suggested to Commer Cars, Ltd., at Luton, that these models should be road-tested, and we advocated that their colonial abilities should be thoroughly demonstrated. Therefore it was decided to journey to North Wales and to attempt to negotiate some of the country which is regarded as suitable only for car and motorcycle competitions.
The first stage of the trial was the journey from Luton to Shrewsbury, during which specific tests were undertaken. Before leaving the factory the chassis were weighed. The Raider, complete with a drop-side lorry body and a full pay-load of 30 cwt., sealed, in all, 3 tons Si cwt., whilst the longwheelbase-type Centaur, carrying ballast and a cab, weighed 4 tons 31 cwt.; both chassis were laden to the recommended capacity, one having a body and the other an equivalent ballast load.
In accompanying graphs are seen the results of acceleration and braking tests. As regards the former, it will be noticed that the B36 3,040 c.c. six-cylindered engine— the same power unit is used in both chassis—gave not only a rapid getaway on the indirect gears, but a pulling power on "top" which is
one of the outstanding characteristics. of the performance of both models. As an instance of this the return journey from Shrewsbury to Luton may be quoted. During this trip it was necessary to change from " top " to " third " on only one occasion in the case of the Raider, and on four occasions for the Centaur.
This performance is not obtained by the employment of too low a rear-axle ratio, as is evidenced by the maximum speeds attainable, the average speed in the fuel-consumption test and the rates of fuel consumption, data for which will be found in the accompanying panel. The Calmer engine possesses the desirable characteristics of being not only a "slogger," but also capable of "revving."
As regards braking, the graphs speak for themselves. Either the lever or the pedal controls the Bendix self-energizing shoes in the drums of all four wheels. The effect of these brakes is smooth, but they are genuinely powerful, as is made clear by the stopping distances set forth in the graphs. Neither chassis was in any way specially " tuned " for these tests, the Raider having covered rather more than 4,000 miles, whereas the Centaur had travelled only something like 30 miles before the commencement of the trip.
The turning circles were satisfactory .and, as subsequent events proved, adeqbate for the most exacting colonial work; had this not been the case it might not have been possible to traverse certain parts of the course.
As regards controllability, therefore, both chassis achieved a high standard, and a close study of the succeeding paragraphs confirms, ih a definite manner, the results of the specific tests, particularly to anybody who knows the country.
After a night's rest at Shrewsbury, the vehicles were filled up ready for the colonial section of the course, and the journey was made from Shrewsbury to Diana Mawddwy, via Welshpool. Here a stop was made; for photographic purposes, but the first action was to check the temperature of the cooling,water. Following the trip of 45 miles and tj-k fairly severe hills near Dinas Mawddwy, we were able comfortably to keep our fingers in the water in the header tanks of the vehicles. This means that the cooling system can with advantage be blanked off in cold weather, whilst there is, of course, a sufficient margin for arduous work. Both chassis had the standard radiators and there was no cowling, as is provided on export vehicles.
Climbing Swich-y-Croes.
The next stage of the journey included the ascent of the well-known Welsh test hill, Bwlch-y-Groes. Before this slope was reached it was necessary to cover several miles of bad going over narrow roads, and both chassis proved their mameuvrability.
From the gate before the hair-pin at the foot of BwIch-y-Groes to the "platform" at the top is 1.6 mile. The surface is fairly good and hard, but the gradient is, on the average, 1 in 7, whilst the inside of the curve on the hair-pin is in the order of 1 in 4. The Raider made the ascent at 8.905 m.p.h., whilst the Centaur ,showed a speed result of 7.33 m.p.h. The climbs were steady and the gear changes were made with the minimum loss of way. At the summit the water in both radiators had attained boiling point, as might be expected, but the loss of water was so small that no further quantities were added. The result may be regarded as quite satisfactory.
With cowled fans we think that even this gruelling ascent would be possible without boiling. For export service the cowls would be included, so that, whether these two Commers be regarded as vehicles for home or overseas service, they are adequately cooled. A careful operator would provide a measure of blanking for all ordinary service ; our test was extraordinary.
"Impassable for Motors."
After a few freak ascents of grass banks to demonstrate the " knockabout " ability of the chassis, we descended the hill for part of the way and took the road leading east through Y. Gadfa, which runs almost parallel with the River Eunant.
This road, incidentally, is marked "impassable for motors "; except in the case of first-class vehicles handled by really capable drivers, it certainly merits that description. Outcrops of rock project from the track and from the banks at the side; the width is sufficient only to permit a Centaur to pass by rubbing both outer tyres of the rear wheels against the banks at places, whilst the gradients are severe and the curves sharp.
At the end of this road we came to Lake Vyrnwy and turned north along the shores of the lake to Rhiwargor and took the Hirnant Pass into Bala. This road also calls for very careful driving and its lateral gullies impose upon the chassis stresses considerably in excess of what would normally be encountered in British commercial service.
Both Chassis Quite Stable.
Both chassis were, at all times. perfectly stable, despite the gullies and outcrops, which were not tackled at a crawling speed, but at a cruising rate in the neighbourhood of 15-20 m.p.h. This rate of travel was adopted to prove the strength of the chassis and was in excess of the rate at which ordinary drivers dare tackle the pass.
While at Bala the ability of the chassis to traverse rivers . was demonstrated by driving through a portion of Lake Bala. Both chassis were able to keep moving at a good speed in bottom gear, with water up to the chassis frames.
Waterproof IAnition System.
An unfortunate incident proved the waterproof qualities of the ignition system. One wheel of the Raider fell into a deep hole and stalled the engine. The Centaur towed it out and an inspection then revealed that the crankcase was full of water, likewise the silencer, etc.; it was a few minutes' work to drain the sump and to put in clean oil. No water had entered the cylinders, so that it was safe to try the starter motor, and in 20 seconds the engine was running under its own power, which is a definite testimony to the quality of the ignition system.
As regards details of control, the steering is light and certain-had it not been so it is doubtful whether members of the expedition would ii a v e the pleasant memories which they now hold. The braking is positive and even and the front wheels take their full share in re • tardation. The gear change is quick and silent when conventional methods'are employed.
• The drivers' cabs are comfortable and both engine and transmission attain a high standard of silence. With the exception of the speedometer, all instruments 'have concealed lighting and the electric petrol gauges are not only convenient but accurate. The springing is satisfactory in every way, and we doubt whether it would be possible to make vehicles which roll less, without being so harshly sprung as to be inefficient. The power output is generous for both models.
As a result of these three days, and the specially arduous trip on the second day, we have every confidence that both chassis will establish a reputation for solidity and soundness, not only in Great Britain, but in its overseas Empire and in many foreign countries. Bearing in mind that the chassis prices are of a reasonable order, the achievement is the more notable. In our review of the performance we have completely overlooked the chassis prices, as true value for money is founded upon a combination of facts, not merely upon first cost,