hiagirus Deutz 232 MFG/Cravens lomalloy 32-ton-grossmortic
Page 50
Page 51
Page 52
Page 53
If you've noticed an error in this article please click here to report it so we can fix it.
ROAD TEST ANI OPERATIONAL TRIAL 4/75 )y Trevor Longcroft, photographs by Harry Roberts
LMOST A YEAR ago I tested a dagirus Deutz 232D 16FS fitted with a tandard cab and six-speed gearbox iver CM's Scottish operational trial oute. In the report (CM April 5, 1974)1 aid I thought six ratios were inufficient for this 32-ton vehicle: poor ;radient performance prevented the vlagirus from completing the severe, illy, A68 section and, even allowing for he adverse weather conditions, the fuel :onsumption achieved was among the morest of any comparable vehicles ested by us over the full route. includng A68.
Since then Magirus Deutz has varied he specification of the fuel injection quipment for the V8 engine and from 7ebruary 1 it has offered an optional ;ix-speed-plus-splitter gearbox for this nodel. The first 12-speed unit has tlready entered service with W. Carr & ion (Haulage) Ltd, Morley, Leeds, and -ecently I took the opportunity to put his vehicle through its paces over the 1111 CM operational trial route to icotland and back. The unit was mupled to the same tipping semi-trailer is the first vehicle.
Hard to believe
The unit has a lower. 6.37 to 1, rear 1.xle ratio, part of the splitter-box packige, and a sleeper cab and prior to the est it had covered about 4,827km (3,000 rifles).
Compared with the original test vehicle it is hard to believe that they both share the same model number. It was clear right from the initial tests that the engine mods and splitter box made for a considerable all-round performance improvement.
At the MIRA proving grounds the Magirus clipped six seconds from the previous 0 to 64.4km/ h (40mph) time accelerating through the gears. From the standing start the vehicle only just failed to reach 80km/ h (50mph) within the one-mile straight. An indication of good low-speed engine torque was given by the direct-drive tests when the Magirus pulled away from 24km/ h (15mph) without any apparent effort. In fact the vehicle could probably have pulled away from a lower speed, but the calibrated scale on the speedometer could not be accurately read at the bottom end.
Ambled at forty
On motorways, wind effects on the high cab and relatively large front area of the tipping trailer heavily influenced overall performance. Moving northward I had to contend with rain, snow and strong blustery winds which prevented the vehicle from maintaining a steady speed in the high fifties on all but flat sections. In contrast, the return trip proved to be easier; on the final section between Leicester Forest Services and Hemel Hempstead the Magirus averaged 81.6km/ h (50.7mph), and on many occasions I needed to use the exhaust brake to keep within the speed limit.
On A-type roads the Magirus ambled along nicely at around 40mph in top gear, though it was easier to use 6th lo% and have the extra revs in hand to cop with any slight gradients.
Midway through the test I realize. that the throttle treadle was stickin partly open. Although it was seeming] flat on the floor, further pressur coupled with a twist of the pedal prc duced a further inch of travel and a littl more power from the engine.
I was disappointed by the vehicle' failure to climb the I in 5 gradient a MIRA and viewed the prospect of corn pleting the hilly A68 section with som despondency. However, I need not hay worried. Riding Mill, the steepest of th A68 climbs, was conquered in fine style The average 1 in 10 gradient include a short, sharp 1 in 5 section which wa taken in 1st low with ample revs spare. Indeed, had it not been for t caution exercised because of the MIR result the Magirus would probat have taken the hill in its stride with 1 high engaged. As it was, 1st low w used for 40.3sec and the climb was cot pleted in exactly 4min 30sec.
I was also impressed with the way th the engine pulled at speeds as low 1,000rpm and often below. On some the gradients where the change of slo is very deceptive it was comforting know that the engine could be rea upon down to such low revs. H owevt it took some time before I was suf ciently confident to let the revs dr4 below about 1,400rpm before reachi for the next gear.
Main criticism
One of the main criticisms of t original test vehicle was its very po fuel consumption, and though our h test showed only a slight improveme over the original it must be remet bered that the original vehicle did n complete the severe, fuel-hungry, A section. However, the overall figure 2.1km/1(6.0mpg) is still on the low sic the typical figure being around 2.3km (6.5mpg).
Unlike the previous test the co sumption figures for the individu stages were consistent and when cot pared with existing results an improv ment in motorway consumption required to bring the overall figu closer to the typical.
Brake tests were completed on a su face littered with damp patches, and ti figures achieved show an impressi. improvement, again over the origin results. From 48.2km/h (30mph) tl Magirus stopped in 17.1m (56.2ft), fro 64.4km jh (40mph) in 32m (104.2fi This crops over 6. Im (20ft) and 18.3 (60ft) respectively from the figur achieved with the first test vehicle.
Probably the most frustrating aspe of driving the 12-speed Magirus was tl fficulty in obtaining a good, clean gear lange, especially when simulneously using the splitter and moving e gearlever across the gate. Although I ade determined efforts to detect a ear pattern for a successful change I und it difficult, the more so because hat produced a good clean change on ie occasion did not necessarily oduce the same desirable result the !xt time round. Even the representive from Magirus experienced similar fficulties.
It is clear that a correct change ipends on the exact use of the throttle r matching engine revs to vehicle eed, and that practice is required to ike perfect changes.
Straightforward split changes using it the splitter preselect button and the itch were not always foolproof either. the clutch was not firmly floored then e splitter would not engage.
miventional gate
The gearbox gate is conventionally ranged with odd ratios forward and rst on the nearside. Reverse is adjacent • the second ratio position and the un.miliar driver will need to watch out to ioid wrong slotting into reverse istead of second. The detent spring is lite weak and on one occasion I tried snatch change from 3rd to 2nd, com.etely missed the slot and as a result id to restart the vehicle on a steep hill. I particularly liked the splitter button, hich was an integral part of the gear ver, but its handy positioning made it fficult to resist flicking it up and down, ith the consequence that I sometimes ,st track of the gear engaged.
In the previous test I praised vehicle eering and ride, and the results from te latest test justify the praise. Steering as accurate and light without any lack feel and the "belt and braces" suspenon with leaf springs, anti-roll bars and unpers at each axle provided for a nnfortable ride.
Getting into the cab is as easy as imbing the stairs; there are four steps om the ground and each is conmiently spaced. Inside, the cab can ly be described as roomy; the shallow igine cover would permit the fitting of third seat instead of the large, useful )cument tray, which is standard. The lb roof has been especially lifted to crease internal height and allow the ew room to stretch, for instance when =ging clothes. The seats have plenty rearward adjustment and I, a sixoter, had plenty of room to stretch my gs in the passenger seat.
The Magirus was fitted with the later tshboard, not on the original test !hide, and I quickly noticed how easy was to see all the gauges through the op segment of the two-spoke steering wheel. The dash houses a full com)lement of warning lights and all the ninor controls except for the direction ndicators/flasher/ full beam switch, which is on the steering column.
lease follow . . .
All controls are within easy driver reach and I found the dead man/ park brake action very useful. Pulling the lever against the stop engages all of the brakes and makes for a smooth easy hill restart. To engage the park brake the lever is simply lifted over the stop into he park position.
I hope that other manufacturers will Ake note of the intermittent wiper con:rol which proved a boon when driving :hrough light drizzle which did not warrant the continuous use of the wipers. The control could be adjusted to ::over a wide range of wipe periods and it was overridden when the main controls were engaged.
The heating system uses the warm air 'rom the engine air-cooling system and luring the freezing weather I found the -.:ab heating to be adequate. Screen lemisting is catered for by two large lucts at each side of the vehicle. A third luct is needed to keep the centre of the ;creen clear.
Also the interior heater vents beneath be dash are difficult to reach and adjust rom the driver's seat.
Apart from some loss caused by the 'ast build-up of road-borne grime on the .earview mirrors and the sidescreens, ill-round vision is good. But it would be iseful to have a rheostat on the dash ights so that their brilliance could be oned down to reduce the reflection in he sidescreens when driving at night. Ihe reflection effectively blocked off my image in the rearview mirror unless he window was opened.
Routine oil-level checks and topping ip is completed from the front grille, which is easily released and hitched up. Elie air filter is reached from the front inderside, and the oil filters are housed )eneath the engine. The fluid reservoir or the steering and the fuel filters are at he rear of the cab, which is iydraulically tilted from a manually )perated pump on the nearside. There ire, of course, no radiators or coolant ioses to worry about.
Summing up, the Magirus 232D 6FS in latest form proved to be a better nachine than I would have thought )ossible a year ago. To my mind it has ew shortcomings, though I have yet to ie convinced that even in ideal coniitions its fuel consumption will more losely match that of its competitors.
As tested, the chassis with sleeper cab .nd 12-speed transmission costs :11,300. The standard chassis-cab costs .10,600, plus a £350 splitter option.