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1984 in the rearview

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Higher speed limits for commercial vehicles came into force in the early part of 1984, which was also the first full year of operation of the 38-tonne weight limit. How did the new models presented by manufacturers measure up to today's conditions? This was one of the questions which our team of testers was continually striving to answer Testers' twelvemonth

OUR ROAD TEST reports mark the continuous evolution of commercial vehicles sold in the United Kingdom; evolution because the day has long since passed when manufacturers designed, developed and then launched a completely new vehicle onto unsuspecting operators.

Today makers will refer to vehicles being new if they change either the axle, suspension or transmission or if an engine becomes turbocharged or charge cooled. Any or all of these changes may influence the vehicle's performance quite dramatically.

But however hard we try, it is a daunting task to test fully on the road every new model and include some of the longer serving ones — more than 25 commercial vehicle manufacturers exhibited at this year's Motor Show. And Ford, remember, produces 47 basic variations of its Transit van.

Readers may be surprised to learn that following all the ballyhoo that usually occurs at a vehicle launch, some manufacturers don't want their offspring subjected to too critical an eye; a road test might contradict the official blurb. We do our best to persuade manufacturers to provide the vehicle wewant, but we can't compel them.

Avoiding storm and pestilence, we managed to put over 40 vehicles through their paces in 1984.

For test purposes we classify them into five groups — 4x4, light, medium, tipper and long haul — adjusting the test procedure to suit.

Fiat

Brian Weatherly joined us at the start of the year to specialise in vehicles under 7.5 tonnes. He soon produced his first report: on the Fiat Fiorino — a car-derived van with a box body. Despite being designed by the Italian stylist Bertoni, its high-top body is more practical than aesthetic. It has full-height rear doors and a useful 1.5m (4ft9in) long platform combined with the cargo body which offers a 2.47cum (88cuft) capacity.

The Fiorino's front end resembles an older generation Fiat 127 car and the driving compartment is strictly utiliarian. Carrying a payload just below the maximum 454kg (8.9cwt), the vehicle returned an average fuel consumption of 8.77 lit/100km (32.18mpg) in heavy winds.

A 1,050cc engine drives to the front wheels via a five-speed gearbox and the steering tends to be on the heavy side.

For a vehicle of this class, the size of the body is an outstanding attribute, together with its clever four-section, load-restraint system which can be removed on the nearside, along with the passenger seat, to accommodate long lengths of pipe or short ladders.

On the motorway the small engine operated near to its limit and cross winds bearing on the relatively large side area influenced stability, but around town the Fiorino was more at home. Its price compared well against competition from Talbot, Renault and Ford.

Peugeot The Peugeot 305 provides the outward image we believe is required by the small trader and company rep. We tested it with a 470kg (9.2cwt) payloard and over our 85mile light van route the transverselymounted 1,472cc four-in-line petrol engine, rated at 54kW (73hp), returned a thrifty 8.1 lit/100km (35mpg).

Ample power and front-wheel drive are a recipe for wheelspin, especially in the wet with a laden van, which may be ac centuated if the payload is placed near the tailboard for easier off-loading. A carefully distributed load contributed to a good but firm ride and there was little evidence of roll or pitching. Hydraulic front disc and rear drum brakes, though servo assisted, failed to instil confidence in adverse wet conditions.

Despite its light steering, thevan handled easily. Many of the driving comforts are carried over from the saloon car model, such as the excellent heating and ventilation system, but the levels of trim — vinyl seats and rubber flooring — are specified in accordance with its use as a commercial vehicle, while a sloping bulkhead and tailgate reduce the number or size of boxes that can be carried.

For night driving the large but moderately powered 45/40W headlamps seemed mediocre in comparison to halogen lamps now fitted to many vehicles. VW/Robin Hood

When offered a high-roof Volkswagen 1131 used by Help the Aged, CM's passenger tiarisport editor arranged a relaxed day-tour for some patients from a Surrey hospital as part of the overall test.

The Robin Hood conversion includes soft interior trim and a Stowalift tail lift. Five of the nine passenger seats could be removed to allow room for four wheelchair passengers. The lift was simple to use as the platform could be held at any height with a maximum capacity of 225kg (550Ib). An overload clutch prevents its use where the safe working limit is exceeded.

Removable seats are numbered to ensure that they are placed correctly. While clamping the wheelchairs in place proved awkward at first as the chairs were each of a different size, this problem was soon mastered.

Passengers were impressed by the stan dard of comfort afforded by the vehicle's suspension. Over a 120km (74-mile) trip at about 30mph, the 1.38-litre ohc six-in-line petrol engine gave a fuel return of 18.3 lit/100km (15.3mpg).

Later, with the passengers replaced sandbags, the square bodied LT31 was taken to the Motor Industries Research Association test track in the Midlands where acceleration measurements of llsec from 0-30mph and 35sec for 0-60mph were recorded.

At motorway speeds the high-topped body produced no unexpected quirks.

With the only criticism reserved for driver access, which might prove difficult for the elderly, and the removal of the engine cover, the Robin Hood conversion of the L131 was acclaimed impressive.

Leyland mid-weight

More than two years since the introduction of the 145 replacement of Leyland's G cab middleweight range and after several promises, we still have not been able to persuade Leyland to provide us with a 16tonner for test. What, I wonder, is Leyland trying to hide? The closest we came was with Leyland's 14.41 model that is a 13.6tonne-gvw chassis powered by Leyland's own 6.98-litre turbocharged four-stroke, six-in-line diesel engine rated at 102kW (137hp).

Its light high-tensile steel chassis contributes to a modest kerb weight of just 3.8 tonnes. The Freighter cab, a narrower ver sion of the C40 cab, makes entry to the driver's seat very easy with two wellplaced steps and, inside, a grab handle just in the right place to give a little extra purchase. Only the gear lever protruding above the seat squab height restricts quite free movement across the cab for safe kerbside dismounting.

As with all of the new Leyland range, a dash-mounted, squeeze-type park brake lever takes some getting used to but clutch and brake pedals are light in operation, steering is power-assisted and gearchanging is quick and easy. Internal noise levels are low (just 78dB(A) at 60mph). The cab's rounded lines belie the room inside. The Freighter is a vehicle that fits well into the urban environment yet takes motorway running in its stride.

Reliant Fox

The Staffordshire-based Reliant Motor company claimed to be making a serious effort to break into the low-cost commercial van market when it provided the Reliant Fox van for CM to test in January. Its price, then of less than £3,000. looked attractive and a fuel consumption of 7.14 lit/100km (39.6mpg) fully laden makes for economical running. The vehicle is built entirely of grp mounted on a galvanised steel chassis and the body lines look tidy; the cargo area has a capacity of 1.4cum (49cuft); and — unusual in a van — a translucent sun roof is provided.

A relatively large front screen was inadequately swept by the small wiper blades and the rear window, without benefit of either wash or wipe, once dirty, stayed so.

Stability failed to match its high braking performance, but the small — 848cc petrol engine — gave a lively performance when driven hard. High-geared steering made the steering twitchy but provided an excellent turning angle. With a full load of 305kg (8cwt), the ride was firm and after only a short spell of driving did the small driving seat become uncomfortable. Internal noise increased with speed and could not be tolerated for long at 60mph.

With improved noise insulation and improved seating, this vehicle could become a contender at the light end of the market. Bedford mid-weight We asked CM's engineering editor Tim Blakemore to test a Bedford TL1630 at 16 tonnes. He found it "efficient" but not inspired. While its average speed was high, the fuel consumption was below average.

Powered by Bedford's 8.2-litre Blue engine in turbocharged form, the TL had a generous power-to-weight radio of 8kW/ tonne (10.8hp/ton). Fitted with a highspeed 4.86 to 1 rear axle, the vehicle can easily maintain 60mph on motorways with its direct top five-speed Spicer synchromesh gearbox. However, the steepest hill climb at Wantage stretched the flexibility of the engine and this was not helped by a stiff gearchange.

The TL cab does not match that of the Cargo or Freighter for style but proved a comfortable work place. The ride was rather spongy, but was easily excited by small but regular bumps in the road surface and the steering might have been more positive. An optional insulation pack limited in-cab noise to a comfortable 77/78dB(A) at 60mph though at speeds above 40mph the test vehicle proved to be draughty.

Bedford YNT/Plaxton Noel Millier commended the Bedford YNT with a Plaxton Paramount 3200 body which offers 49 reclining seats at less than £50,000. The coach handled well, rode well and was particularly responsive. The ZF gearbox, with its bias from second to third gear and fourth to fifth gear, gave a positive, predictable change. Though the steering was light, it inspired confidence even at speed.

High-backed seating allowed a relaxed driving position which was said to be better than he had experienced with some airsprung coaches with more expensive suspension driving seats. Motorway cruising speed was about 70mph. It returned an average fuel consumption of 23 lit/100km (12mpg). The engine is Bedford's 8.2-litre six-cylinder turbocharged engine developing 154kW (206hp) at 2,500rpm and driving through a six-speed ZF gearbox.

Ample power was matched by very efficient brakes. The body was well finished and rattle free, a low purchase price and meagre appetite for diesel makes the YNT worth a second glance for any operator seeking carrying potential.

Astra A detrimmed and derated Astra Van was introduced by Bedford to satisfy the fleet market. The test vehicle was fitted with a low compression 8.2 to 1 overhead camshaft engine, not so much for fuel economy, says Bedford, but so that it is able to use the cheaper two-star petrol. However, compared with the high 9.2 to 1 engine tested earlier, we achieved only a slight improvement, returning 8.34 lit/100km (33.84mpg) but at a predictably lower average speed down by about 3mph to 63.84km/h (39.67mph).

The fleet variant specification deletes 13 items that are standard on the Astra L model. These include the rear screen wash/wipe, body side mouldings, engine compartment light and heated rear screen.

For the fleet variant the gvw was increased to 1.42 tonnes. Even so, a carelessly placed load on the long rear overhang may easijy lead to rear axle overload. Front-wheel drive allows a low platform height which is lined each side with protective wooden battens. In the cargo area the standard of finish was spoilt by poor joints between floor and wjeelarches.

At the front of the load compartment the load restraint barrier failed to withstand the worst of heavy braking and buckled under the load. Another vulnerable body section is the under-bumper air dam with just 230mm (9in) ground clearance. Apart from high kerbs, the skirt is prone to stone damage. Perhaps grp would make a practical replacement.

Mercedes-Benz 16-ton range

In the 16-ton range, popular for shortdistance inter-city haulage, Mercedes-Benz (UK) markets a selection of four wheelbase options from 3.9m (154in) to 5.9m (232in). Mercedes-Benz supplied the longest. It was fitted with a 7.3m (24ft) platform body and powered by the relatively high revving six-cylinder 0M352A turbocharged engine developing 124kW (168hp) at 2,800rpm.

With a fuel figure of 24 lit/100km (11.75mpg), high engine speed must be considered responsible for the poor returns. However, the 1617 was less of a disappointment on journey times. It managed an average of 60.4km/h (37.5mph) in less than ideal conditions.

A Mercedes eight-speed range-change box, standard on all but the shortest wheelbase, gave with the 5.22 to one rear axle a maximum speed of 108km/h (67mph). For the Wantage Hill climb the driver had to look no further than third and might have managed it in fourth but for a slight hesitancy in crossing to the lower range.

A short sleeper cab with two bunks detracted from the payload capacity recorded at 10.28 tonnes. The well-sprung cab was fairly quiet and draught free and, but for the park brake, cross-cab access is reasonably unrestricted.

Renault Tested in the freezing days of December, the Renault G260 running at 38 tonnes was only the third vehicle tested over CM'S Scottish route to break the 7mpg barrier. While the average speed of 61.59km/h (38.3mph) is on the slow side, the fuel consumption of 39.9 lit/100km (7.14mpg) was quite creditable when its power to weight ratio of 5.1kW/tonne (6.9hp/ton) is taken into consideration.

Renault's MIDS 0602 45 turbocharged engine is rated at 192kW (258hp) at 2,200rpm while maximum torque of 982Nm (724 lbft) occurs at 1,240rpm. Normal motorway gradients presented few problems but the economy bands marked on the rev counter had to be disregarded for steeper climbs. In top, however, over A-road sections we were still limited at that time to 40mph maximum legal speed engine speed ran out at about 1,300rpm, placing little strain on the engine. At this time Renault used the standard 89 eightspeed synchromesh range-change unit encompassing a deep 11.09 to 1 crawler and an overdrive top ratio of 0.75 to 1. The double-H range-change was noisy, clunky and stiff to engage.

From a cold start, about -4C° on the second day with the cab covered in ice, the heater had warm air circulating inside 15 minutes.

Over quite bumpy road surfaces the Renault's semi-eliptic leaf springs and antiroll bars combined to give a firm and almost level ride. Over the worst terrain the cab suspension allowed the cab to nod a little. Despite thick insulation beneath the cab, noise levels as high as 79/80 d(BA) were recorded inside the cab at a steady 60mph.

Foden 8x4 tipper Construction companies already using Caterpillar-powered plant equipment will be familiar with the Cat 3306B engine specified in the Foden S108 8x4 tipper chassis.

It complements the overall Foden lightweight design. It provides an excellent payload of 20.32 tonnes while returning fairly average consumption figures of 53.91 lit/100km (6.2mpg) around CM's tough tipper route. This should be balanced against its fast journey times.

The test vehicle accelerated very smoothly. Gear changing with the RTX 11609B Fuller range-change box is very crisp. Non-reactive FF20 rubber suspension gave a smooth ride and good resistance to roll.

In quite adverse muddy off-road conditions, traction was maintained without the need to use the difflock. Sound levels were one of the quietest for a vehicle of this type. We recorded just 73dB(A) at 60mph using top gear.

Ford 6x4 tipper In the quest for a light power unit, the Ford 2420 6x4 tipper chassis we tested employed a Deutz V6, but it might equally have had a V8 from Perkins or Cummins. But both produce less power than the 154kW (206hp) developed at 2,500rpm by the air-cooled unit. With torque of 652Nrn (481Ibft) at 1,500rpm, it has a broad speed range, well matched to the close ratios of the constant-mesh Fuller RT5509 eightspeed gearbox. Three final drive ratios give a choice of maximum geared speeds.

With the middle option, acceleration!performance compared well with its opposition from Volvo and Leyland. The

suspension, conventional multi-leaf springs at the front with anti-roll bar and a Hendrickson two-leaf bogie suspension at the rear, gave a level ride and considerable articulation of the bogie when required.

Payload capacity has some way to go to be competitive, but the high revving engine gave good journey times at the expense, one suspects, of fuel with a return of only 44 lit/100km (6.42mpg) overall.

Noise level measured at driver ear height was recorded at about 72d3(A) and the driver's seat, though not air suspended, was comfortable. Entry to the cab was aided by two good sized steps easily seen from within to ensure safe dismounting. Ample glass provided good vision all round. For just £70 more Ford's comes tinted.

Ford six tonner

Ford's 0609 six tonner was downplated for the Gas Board to 5.7 tonnes so that non-hgv drivers could tow a compressor within the gross train weight of 7.5 tonnes. As no tax benefit is gained, it has only a limited appeal to operators with a similar requirement. At the lower weight, fuel consumption improved to give the best return of a non-hgv lightweight around CM's Welsh route, recording 14.54 lit/100km (19.42mpg), even though the vehicle was intended for more local operation.

The Cargo's wide cab provides an excellent working environment for an urban delivery vehicle. The driver has good allround vision and with the optional dual passenger seat, which provides storage space when tilted forward, there is plenty of room for a crew of three. Its high roof and low engine intrusion makes cross-cab movement easy. Using a single step, entry and exit to the cab is also easy.

With a turning circle of 12.49m (41ft), the 0609 is bettered only in its class by the Bedford TL. Power steering gives every advantage for confined manoeuvring but it reacted adversely to motorway lane tracking. The 90-Series engine developed just 61.7kw (82.7hp) in naturally aspirated form, and so worked hard to maintain a high average speed of 62.6km/h (38.9mph) with a 5.2m (17ft) Pem boxvan. Interior noise was just reasonable with 70dB(A) at 60mph, but for little more than £100 Ford offers an additional insulation panel.

Van Hool

With more interest being shown in double-deck coaches, Noel Millier put Van Hool's Astromega through its paces; it was the first of its type to be road tested by CM. A high specification was matched only by its price, but it was a very pleasing vehicle to drive once the ZF gearbox had been mastered, in view of its quiet, smooth and stable ride.

Motorway cruising was restricted to 115km/h (71.5mph) by a road-speed governor and although side winds were quite strong, they did not influence steering control. With the coach loaded to represent 73 passengers and luggage, the fuel consumption of 40.9 lit/100km (6.9mpg) was a disappointment.

The Astromega bodywork was expensive but sensible and tastefully equipped. Van Hool's modular construction uses glass and body parts common to other models. The heating system worked well and there were no rattles or draughts and from the driving seat visibility was void of any blind spots.

The overall impression was that the Astomega, at about £150,000, could earn good revenue but cost two times more than two heavyweight coaches. It is difficult to see how its operation might be downgraded as it gets older.

Scania One of Europe's most powerful tractive units is the Scania 142, which has a power-to-weight ratio of 8.1kW/tonne (11.1hp/ton). With so much power on hand the driver needs to use the throttle with discretion. Accleration from 0-50mph was recorded in less than 60 seconds, hill climbs were taken with ease and the 142 bettered all other 38-tonne journey times before it.

One of the surprises of the CM operational trial was how little fuel the Scania 14-litre engine used. Developing 309kW (414hp) at 1,900rpm and torque of 1,725Nm (1,272Ibft) at 1,250rpm, it consumed an average of 41.98 lit/100km (6193mpg) and — remembering that the 40mph limit was still in force — averaged 68.9km (42.8mph).

But this 142 was yet another example of a vehicle with braking ratios unsuitable to UK operation, and exhibiting tendencies towards jack-knifing during maximum brake applications.

With so much power available, the 142 demands a responsible driver.

Mercedes-Benz 3.5-to n ner At 3.5 tonnes the Mercedes-Benz 310 has the most powerful engine in its class — 70kW (94hp). While reflecting this in a fast average journey time at 64.34km/h (39.98mph) over CM's Kent light van route, it paid the price in fuel consumption, returning 16.95 lit/100km (16.66mpg).

It is equipped with a five-speed box and direct-drive top proved to be flexible, pulling strongly down to about 30mph. Slow-speed manoeuvring required a deal of steering effort but under more normal conditions the M-B recirculating ball steering was extremely positive.

The 310,s load space is cavernous, offering 8.59cum (305cuft) contained by almost vertical side walls and full-height rear doors. While offering among the lowest payloads — just 1,706kg (34.67cwt) in its class — the 310 has much to offer beyond the appeal of the three-pointed star.

Foden 6x4 What the best axle configuration should be for a 38-tonne application is still a topic which arouses much discussion among operators. Most manufacturers offer a choice of 6x2 or 4x2 tractive units, but Foden alone stipulates only the 6x4, claiming to overcome drive axle overload ing while providing excellent stability and handling characteristics.

Driving the Foden 3106T powered by the Cummins NTE 350 turbocharged chargecooled engine was an impressive experience, reported Bryan Jarvis, who noted the improvement in stability over that of a conventional 4x2 unit. However, on tight turns, excessive tyre scrub, normally experienced with a tri-axle trailer, was transmitted to the Foden's twin-drive axles. Extra power needed to overcome the scrub tended to make the vehicle understeer, even though the torsion bars suspension allows a degree of self-tracking.

The Cummins engine, rated at 261kW (350hp), provided the means for fast journey times, one of the vehicle's strong selling points, although fuel consumption of 44 lit/100km (6.42mpg) was less impressive.

As Foden was one of the first manufacturers to specify asbestos-free linings, the brake tests were of particular interest. Under maximum application they showed good retardation with hardly any sign of the drive axles locking. Throughout the test — on road and track — they behaved extremely well.

Despite Foden's weight trimming exercise, using aluminium castings, crossmembers and gussets, grp cab and hightensile steel chassis, it just failed to provide a payload capacity of 24 tonnes.

Dodge Vehicles between 7.5 and 12 tonnes now pay the same rate of excise duty. Because of this Renault expects that operators will move up the weight scale, say from 10 tonnes to its Dodge G 12, which offers advantages in payload. Powered by the Perkins T6.354 turbocharged 5.8-litre engine rated at 111kW (148 hp) at 2,600rpm with a torque output of 485Nm (358 lbft) at 1,600rpm, the 12tonner returned an impressive 18.76 lit/100km (15.06mpg) at an average speed of 62.45km/h (38.81 mph).

With the same power as the 16-tonner, the G12 is well suited to motorways, but with a comparatively heavy chassis specification it provides for a body payload of just 7.35 tonnes.

Its workaday tilt cab has been well planned so that instruments can be easily seen and controls are placed correctly. The clutch operates mechanically via a Bowdenflex cable but was stiffer than expected.

Volvo Volvo's contribution to the battle of the 6x2 tractive units for operation at 38 tonnes was a self-tracking, road-steer design using an intermediate axle the same as the first but with exaggerated camber angles to induce self-steering moments.

When reversing or running at speed the axle becomes locked in the straight-ahead position. Airbag suspension is inflated only as load is imposed upon the axle, but, where needed, air pressure may be exhausted to increase traction on the drive axle. Our tester tried it out on a damp hill start at Mira. While it worked well on the one in six, he had less success on the one in five gradient. Wheelspin, which occurred later on the road, was quickly stopped using this remedy.

Stability seemed little better than with a two-axled tractive unit.

This was the first vehicle to be run over CM'S Scottish route since the change in speed limits had been introduced. On the first day's running there was only a small change in running time, but over day two and day three the journey was shortened by about 50 minutes.

Turning over at about 1,500rpm along the dual-carriageway sections at 50mph in eighth gear, the 9.6-litre TD101F turbocharged and charge-cooled engine, rated 210kW (2 82hp) maximum power at 2,050rpm, worked easier at the higher revs.

With faster road speed came the odd braking problem. Volvo's exhaust brake was virtually useless and on a downhill stretch the foundation brakes vibrated quite badly.

Maintaining its reputation, the Volvo cab is still one of the best appointed. Volkswagen LT31 When it comes to looking for volume in the 2.5 to 3.5-tonne van sector, there are not many to beat the Volkswagen LT 31 with its high roof line and square body style. With a wheelbase of 2.94 (116in) it offers an internal space of 11.6cum (414cuft).

Contrary to expectations, its large frontal area did not have a disastrous affect on fuel consumption. Its powerful 66kW (90bhp) six-cylinder petrol engine returned a creditable fuel consumption of 16.5 lit/100km (17.12mpg) fully laden.

The grp roof extension makes it possible to stand while loading inside the van and the space over the cab makes a useful storage space.

Its relatively short wheelbase does not produce the advantage it might have in turning dimensions. The driving compartment is spartan with vinyl seats and rubber floor covering and in-cab noise levels were unusually high. It was at its worst, about 80dB(A), at between 40 and 50mph with the engine under load.

Plated at 3.36 tonnes, the LT 31 falls short on payload owing to a fairly heavy kerb weight of 1,820kg.

Leyland/Wadham Stringer A Leyland Cub bus chassis combined with Wadham Stringer's Vanguard Vantage welfare bodywork is a concept that should be attractive to passengers and operators alike.

The steel body has a box tube frame. Exterior panels are riveted. Aluminium is used for the lower side panels, front and rear panels are of easy-to-repair glass-reinforced plastic.

The Vanguard has now been built in large numbers and mounted on many different makes of chassis.

The test vehicle could be used either a, a 32-seat bus or to carry up to 14 passeng ers in wheelchairs. At the front the double leaf power jack-knife door can be operate, by the driver. For wheelchair passengers Ratcliff electro-hydraulic tail-lift rises fron the ground to outward opening rear doors With the seats removed securing strap are provided for the wheelchairs. The front-engined bus was quitenoisy and not the most pleasant vehicle to drive. However, it was not so bad as to stop our chatty bus editor chatting with his passengers. The driver's seat was comfortable and positioned well so that all controls were easy to reach, but the external rear mirrors were placed just a little too high.

Over a mixed route, the Cub, powered by a Leyland 6.98NV naturally aspirated engine in a Terrier truck-derived chassis, cruised at its happiest at 45 to 50mph on the open road and overall returned an average fuel consumption of 27.7 lit/100km (13mpg).

Bedford Electric While energy prices remain at their relative values it is difficult to argue against the environmental and economic benefits of electric vehicles. However, battery technology has a long way to go before a vehicle the size of a Bedford Electric CF van can provide either a worthwhile operational range or payload to the majority of operators.

The power cell — one ton of batteries — almost doubles the price compared to that of a conventional diesel or petrol van, but it could be looked upon as an advance purchase of fuel. Over 44 miles, our test vehicle used 97.24 pence of energy at an average speed of 48.28km/h (30mph).

Externally the Electric CF is identical to the 2.5-tonne-gvw CF 250 on which • it is based. Driving is similar to being in a vehicle with an automatic gearbox because there is no gearing beyond the primary reduction unit and the rear axle gear.

Interior noise levels are low, just 73dB(A) at 30mph, but because of the wine of the electric motor this increases quite dramatically to 80dB(A) at 50mph.

To provide a payload of only 900kg and the ton of battery, the front springs were uprated and larger tyres fitted so that single wheels could replace the twin wheels normally fitted on the rear.

At present the 50-mile operating limit does not give the operational flexibility required by most operators, and when out of energy it takes eight hours to top up.

Toyota The Toyota Hi-Ace has been on the UK market 15 years. To mark this the manufacturers gave it new petrol and diesel engines. The redesigned 2.446cc diesel rated at 55kW (73.7hp) at 4,000rpm has adequate power and with 156Nm (115 Ibft) of torque at 2,000rpm is very flexible, even when fully laden at 2.65 tonnes.

Not surprisingly, therefore, it produced good performances comparable with some of the best at this weight. Its overall average speed over CM's Kent light van route worked out at 67.5km/h (41.95mph) accomplished with economy, returning 10.03 lit/100km (28.15mpg).

On the road the vehicle gave a soft ride and handled well. The van's braking was not quite up to the same standard. It displayed a degree of imbalance between the rear brakes, The umbrella-type parkebrake lever dispelled confidence as it tended to stick on. Steering was light yet responsive but does not give a good lock. The driver's seat was adequate for short journeys but might have given more support in the lumbar region as well as the seat squab.

Although cheap looking the interior vinyl trim is well styled.

Access to the engine is from within the cab and Toyota has still some way to go to improve this aspect of maintenance.

Bedford TM In the past, manufacturers have been faced with a gearing problem peculiar to the UK. It was how to gear a 32 or 38-tonner to provide pulling power and economy at 40 and 60mph using top gear. Shortly after the revision of the dual-carriageway speed limit to 50mph, Tim Blakemore was able to rerun the test with the Cummins 290 powered Bedford TM he had tested in March. It was obvious that the average speed would increase, but the other significant factor was the effect that there would be on fuel. Twenty-nine per cent of CM's Scottish route is run over A-road dual-carriageways, but over these sections the Bedford used only marginally (one per cent) more fuel. As expected, there was a significant increase in overall average speed up from 66.3km/h (41.2mph) to 70.5km/h (43.8mph).

The TM's cab, now beginning to show its age and while unglamorous, is comfortable enough. The latest update involves retrimming with a practical but dark material.

Diesel Escort Ford's investment of £140 million in a new 1,600cc diesel engine offered as an option with Fiesta and Escort vans is most significant for fleet operators. Carrying its maximum payload of 575kg (allowing 80kg for the driver), the Escort van's fuel consumption was almost startling. Driven around the light van route it produced a figure of 6.13 lit/100km (46.1mpg). The 40kW (53.6hp) engine with a cast-iron cylinder head and block is an all-new design. Running at tickover speed, the 1600 had unmistakable diesel knock. Driving at speeds up to 50mph in-cab noise was no worse than expected of a petrol-engined van.

Between 50 and 60mph the level of noise increased from a comfortable 72dB(A) to 76dB(A). It does not match the equivalent petrol-engined van for acceleration but by using the gears sensibly, quick journey times are possible. Braking under full pressure the Escort behaved impeccably.

On the test track, under extreme driving conditions around the drive and handling course, only slight body roll could be induced.

Double doors at the rear with their small windows inhibit visibility particularly in dirty weather. A large single door would be better with the proviso of a wash-wipe facility. The absence of any external distinguishing features to separate it from the petrol version can have disastrous consequences. Ford said that it would fit the same 16D badge after the word "Escort" in future, the same as it does with the cars.

Bova Building the Bova Futura, the result of a computer design, was a bit of a gamble, according to its Dutch manufacturer. The unusual droop-snout is ugly — according to some competitors. It aroused a different response from passengers and passers-by.

The test vehicle, a high-floor FHD model powered by a rear-mounted Daf-DMT turbocharged engine driving through a ZFS.690 gearbox, was the first to be taken over the Scottish route since the introduction of the faster, dual-carriageway speed limit. Despite this it proved to be one of the most economic of its class by returning an overall fuel consumption of 25.9 lit/100km (10.9mpg).

The coach would easily have exceeded the 7 Omph permitted on British motorways. Sixth gear is an overdrive but only when traffic became congested was it necessary to drop down a gear on the motorway.

Driver and passenger visibility is one of the vehicle's strong points. From the driver's seat, the wrap-round window seems devoid of blind spots. The ride from the full air suspension was good without being too soft. The coach cornered with little apparent roll and gave the impression of being as stable as many mid-engined coaches.

Volvo Volvo's Ghent factory produces a limited number of righthand-drive F6 tractive units for the UK. Designated a 28-tonner, it is recommended for operation at 24 tonnes as an inter-city distribution vehicle.

Coupled to just a 30ft trailer it offers a much longer platform, greater payload capacity and more volume than the largest rigid, two-axled distribution vehicle. Against that, the extra weight does slow it down on journey times and here it averaged just 57.65km/h (35.83mph).

The fuel consumption of 29.09 lit/100km (9.71mpg) is more than that of a 16-tonner tested earlier, but when related to the payload carried the heavier vehicle is shown to be almost twice as cost effective.

Conventional leaf spring suspension, aided by anti-roll bars fitted to front and rear axles, gave a substantially level ride with little evidence of roll. On poorer road sections its 3m (9ft 10in) wheelbase contributed to the occasional pitching movement.

Both suspension seat and steering column offer adjustment which approaches the ideal driving position.

The F6 tractive unit is the only Volvo model to incorporate a butterfly-type exhaust brake — an improvement over the standard exhaust governor.

Acceleration from rest is poor but the vehicle is able to keep up with the general traffic flow.

Manoeuvrability in congested town traffic is no worse than with a long, rigid vehicle.

VW car-derived van Volkswagen's latest car-derived van has a new aerodynamic body which is both longer and wider than the old model. Also a 1.3-litre petrol engine replaces the old 1100cc unit. Laden, the VW returned an excellent 7.15 lit/100km (39.49mpg) just short of the record held by the Reliant Fox. Unladen, the fuel consumption was outstanding at 5.4 lit/100km(52.33mpg) achieved after the speed limits for light vans had risen from 50 to 70mph for dualcarriageways and from 50 to 60mph on derestricted A-roads.

Inside, the practical black and white trim is matched by black and white tweed seats that were comfortable, firm and provided plenty of back support.

Access to the load compartment is via a single top-hinged tailgate fitted with a wash-wipe for the large rear window as standard. The entrance is small and awkwardly shaped. To the front of a rubber floor covering a vertical steel restraint protects the rear of driver and passenger seats.

On the roof, enclosed rubber rain channels prohibit the use of a conventionally attached roof rack.

Ebro The Ebro 7.5 tonne integral van is built in Spain by the Nissan-owned Motor lberice. Its export to Britain must be regarded as a significant step for, while Japanese based companies think it impracticable to ship anything larger than a panel van to Europe, for closer part-owned subsidiaries it is a much better economic proposition.

Many of the major components are sourced relatively locally.

The 3.8-litre turbocharged Perkins engine, developing 70.9kW (95hp), is made under licence. It uses a Turner T5-200 five

speed gearbox and ZF recirculating ball steering with integral power assistance.

The body provides a large — 17cum (600cuft) — capacity which takes a payload of four tonnes. External styling is aggressive and the vehicle could be mistaken for a bullion van. While the rear doors are extremely heavy, they open through a 270 degree arc. Good cross-cab access is provided within the cab which is roomy but Spartan. The park brake lever's strange action is further confused by a four-second delay in release of the brakes.

Over A-roads, at the new limit, the Ebro 7.5-tonner averaged nearly 40mph. Maximum speed should be governed to 60mph. An average fuel consumption of 18.4 lit/100km (15.33mpg) was fairly reasonable allowing that the injection pump over-fuelled on the motorway. An Achilles heel — it had to have one — is the poor standard of anti-corrosion treatment on the underside of the body.

Renault 310 Although Renault was a participant in the Club of Four cab development, for its top of the range model, the 310, it retains the squarer styled Berliet cab. Earlier, grp was used in the door and lower body panels, but now steel is used throughout, apart from the moulded wings.

Its six-cylinder, in-line 12-litre engine is turbocharged and uses air-to-air charge cooling to develop 224kW (301hp) at 2,000rpm. It is quite distinctive, having two cylinder heads, each one covering three cylinders. Specified with the basic 89 ninespeed synchromesh gearbox, the number of ratios was doubled with the recently introduced splitter variation.

Ready for the road, the 310 weighs in at just over 7 tonnes. This included the aerodynamic equipment that we now accept as standard on all vehicles for test owing to their popularity. Even with the rise in speeds, its contribution to economical running is difficult to quantify.

The Renault 310 returned good consumption figures of 39.12 lit/100km (7.22mpg) at a high average speed of 69.5km/h (43,19mph). The added facility of the splitter made a positive contribution to both aspects of performance, Integral power assistance of the ZF steering, with a ratio of 18.6 to 1, made the vehicle light to handle but barely gave sufficient feedback through the steering wheel.

To prevent the drive wheels locking under maximum braking, the load apportioning valve needed to be reset. While on the road slight pulling provoked further inspection of the front brakes.

To conform to British standards, the nearside-mounted exhaust expansion chamber has been reversed so that the tail pipe points inwards towards the centre of the vehicle.

Volkswagen 4.6 tonners

Demand for the lightweight non-hgv commercial has polarised at 3.5 and 7.5 tonnes so that today only three manufacturers bother to produce a model at 4.6 tonnes. VW restricts its models to two integral vans which are beefed up versions of the lighter model with stiffer springs and twin rear wheels.

Equipped with a five-speed gearbox with a direct-top gear and 4.44 to 1 rear axle ratio, the LT450 revelled in high-speed work. Revised motorway speeds make it legal to travel at 70mph with vehicles up to 7.5 tonnes, although they are restricted from using the fast, sorry, righthand lane.

Quite why the powers that arrange these matters thought it permissible for someone having just passed his or her driving test to be lelt loose on a motorway for the first time driving a 7.5-tonner at 70mph is not clear. Certainly, none of the recognised pressure groups asked for it. Even for experienced drivers, the prospect of bunching in the middle lane increases the risk of an accident.

A drawback of the LT45D is the high interior noise level — 183-84dB(A) in fifth gear at 70mph.

Increased weight stretches the brakes' performance, but in other respects the vehicle shares many of the finer aspects of the lighter range.

Freight Rover This year Freight Rover broadened its range with the wide-bodied Sherpa. The choice of bodies include panel vans, minibuses and, on long-wheelbase models, a Luton box. Our test vehicle came with a factory fitted dropside body constructed from Ingimex components.

Freight Rover's warranty covers both the chassis and the body — a trend we would like all manufacturers to emulate higher up the weight range.

The aluminium sides and corner posts minimise the 350 Sherpa's kerb weight, allowing for a payload of 1,800kg. Deflection of the rear springs under maximum load allowed the rear wheels to contact the underside of the wheel arches, causing one to split and break away.

Powered by the familiar two litre 0series engine, while running on two-star petrol, it averaged an acceptable speed of 62.39km/h (38.77mph) around CM's light van route and returned a fuel consumption of 8.44 lit/100km (15.32mpe).

Cross-cab movement is restricted only by the gear lever operating the five-speed overdrive box. The seating was well upholstered and provided ample back support.

Fiesta diesel Aimed at the fleet user, Ford's diesel Fiesta L van had no respect for records. With the modest payload of 285kg, it returned a superb 4.93 lit/100km (57.24mpg) and unladen this rose to 4.69 lit/100km (60.23mpg).

The Fiesta L 1.6 diesel van fitted with the standard five-speed box is the most fuel efficient car-derived van tested to date by CM.

The driving compartment looks bare. This is mainly caused by the instruments being collected together in a binnacle which stands well out from the curving facia, so maximising the available space. Light-grey, tweed-covered seats will be difficult to keep clean in a hard working environment.

Entry from the rear is low, accentuated, when the load is in place, by the tail-down attitude. This, however, did not seem to detract from the vehicle's handling. It was quiet to drive — we recorded just 74dB(A) at 50mph.

Mercedes-Benz ILN2

Vehicle-hire companies are among those searching for more sophistication in nonhgv 7.6-tonners. The new lightweight LN2 range from Mercedes may well fit the bill with power steering, five-speed synchromesh gearbox, full air brakes, soft parabolic spring with anti-roll bars front and rear and a fully tilting cab.

Equipped with a six-cylinder, 5.96-litre naturally aspirated engine, the larger of the two available, the Mercedes 814 is among the most powerful at the weight. The power rating is 100kW (134hp) at 2,800rpm while a maximum torque of 402Nm (296 lbft) is achieved at 1,400rpm.

The standard 3.64 to 1 rear axle gives a theoretical geared speed of 67mph but was easily surpassed on the motorway but operating well outside the economy band as indicated on the rev counter.

Fitted with a dropside body, the 814 gave a return of 17.95 lit/100km (15.73mpg) while averaging 73.3km/h (45.53mph). A ready for the road kerb weight of 3.78 tonnes is heavier than most, but with noise readings of only 66dB(A) at 30mph it is quieter than many cars.

Low-profile tyres reduce the frame height by about 85mm (3.41n) over the previous LP models.

While the full-air brakes gave a good overall efficiency, the longer pedal movement experienced with an air system will be strange to drivers who have previously only driven vehicles with hydraulic brakes.

MAN

MAN's heavy vehicle range received a boost with the introduction of the 19.361 and 22.361. CM tested the 19.361 FLTS, a 4x2 tractive unit powered by a six in line turbocharged, charge-cooled engine with tuned induction resonance. The later has been developed by MAN to increase torque at low engine speeds.

One of the many interesting features of the 19.361 is the air suspension arrangement on the drive axle. The system incorporates an automatic self-levelling valve between the rolling lobe air bags on each side and a robust anti-roll bar.

A manual control valve takes the backbreak out of coupling to trailers of indeterminate heights.

With an endless list of standard goodies — air suspended seats, heated mirror, electrically operated passenger window, etc — the tractive unit is on the heavy side at seven tonnes but with our York curtainsided tri-axle trailer still managed a payload of 24.44 tonnes.

Journey times were fast, not so surprising with 265kW (356hp) on tap, and quiet: the meter registered only 73dB(A) at 60mph, but fuel consumption was a disappointment at 40.65 lit/100km (6.95mpg).

Group test

Towards the end of the year CM's test team completed a group test of 7.5-tonners. This gave us a chance to catch up on some models that have slipped through the net and to retest some others that have been on the scene for some time. The list included the Dodge G08, Ebro 1.75-3T, Ford 0811, lveco 79.14 and MANVW MT8.136F. A similar exercise will bring the list right up to elate in the very near future.