A ROAD TEST OF A SMART DELIVERY VAN
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AS a private car, the Standard Nine has for some years been very popular. During that period it has, of course, been altered in various respects, and a year or two ago, on the introduction of a smaller model it became known as the Big Nine. This brief history is given as indicating that the chassis in question is a sound one for its purpose, and when it is equipped with a van body it is no less 'useful.
Having been developed for use by the ordinary motorist, the Big Nine is naturally an easy vehicle to drive. During our test it became clear that this remark applies to all the various controls. No special skill is needed to change from gear to gear. In that connection, it is noteworthy that the silent-third ratio is engaged bymeans of dogs, an arrangement which makes for simplicity in gearchanging.
The ignition timing is varied automatically in accordance with the some further adjustment is required, this lever enables the driver to obtain the very best from the engine.
Bendix Duo Servos brakes, operating on all four wheels, are controlled either by pedal or by hand. The lever may be regarded simply as a means for applying a parking brake because the pedal-operation is quite able •to lock the rear wheels and, therefore, requires no assistance. Braking distances are given, as usual, in the form of a graph, and it will be noticed that the van can be stopped in a satisfactorily short distance.
As with all road tests conducted by The Commercial Motor, the Standard van was fully loaded. Indeed, it might be regarded as overloaded, because it carried 71 cwt. of sand ballast as well as the observer;
so that the total pay-load may be reckoned as slightly over 9 cwt., whereas the nominal capacity of this van is 8 cwt.
Two separate petrol-consumption tests were made. In the one, no stops were included, whilst in the other, there were four stops in every
mile, the object being to simulate ordinary delivery conditions. The route. traversed in each case consisted almost entirely of secondary The fullwidth rear doors, the easy access to the toad from the driver's seat and the moderate floor height are featured by this rear view of the van. Another noticeable point is the corner flitch, ing of the body frame.
roads or lanes, with a number of turnings and several easy hills. In the circumstances, the respective consumption figures may be regarded as perfectly satisfactory.
For most normal main-road gradients no change of gear is necessary, as the Big Nine engine pulls very well at comparatively low speeds. Two hills of a more severe nature were climbed during our test, and on these the van acquitted itself well.
Warming,ton Trill, on the WarwickBanbury road, is about two-thirds of a mile long, and has an average gradient of 1 in 10, the steepest part being 1 in 8. At its foot, the water temperature was found to be 178 degrees F., and at the top it had risen only to 182 degrees F. Starling in bottom gear, the second ratio was engaged almost immediately, and shortly afterwards, as the speed reached 20 m.p.h„ third gear was brought into use. For a time the speed still increased up to a maximum of 26 m.p.h. As the gradient steepened, the speed dropped gradually to 1.7 m.p.h., second gear having been engaged before this was reached. Near the top, it was possible to change up again. The average speed of the whole climb, measured by stop watch, was approximately 20 m.p.h.
After running along the tap of Edge Hill, the Big Nine was taken down Sunrising and turned at the foot, where the Tysoe road branches off. Here the water temperature was found to have dropped to 152 degrees F., and after the climb it had again reached 182 degrees F., which temperature, therefore, appears to be something like a maximum.
Although the average gradient of Sunrising is probably not much greater than that of Warmington, the hill is a little longer, and, for an appreciable distance near the top, is as steep as 1 in 6. It is, therefore, much the more difficult hill of the two. Running rapidly through the first and second gears, the third was engaged at about 16 m.p.h., but, not unexpectedly, it proved too high for the deceptive approach to the left-hand corner, and a return was, therefore, made to the second gear.
The corner, itself, was taken in thir5 at about 18 m.p.h., and the left-hand hairpin was reached at about 20 m.p.h., a change being made to second gear at that point. Front there onwards is the steepest part of the hill, and bottom gear naturally was required. The lowest speed recorded was 13 m.p.h., and before the crest it was possible to re-engage second gear, so that the top of the hill was passed at 20 m.p.h. Over the whole climb the average speed was 14.8 m.p.h.
It will be seen, therefore, that the performance of the Standard Big Nine van is thoroughly satisfactory. Moreover, as is shown by the illustrations, its appearance is workmanlike and attractive, whilst its body is both roomy and well built. Two doors at the rear give access to the carrying space, which also can be reached from the driver's cab.