would be wrong to suppose that the Thomson Mini-Glen, introduced
last autumn, is merely a minimum-price model designed for a
period of economic depression in which, in one way or another,
spending is restrained. Rather it is a serious attempt to extend
the market downwards to cater for the small car owner and to
offer the basic conveniences of a rigid van to buyers who might
otherwise buy a tent trailer.
eight T-Line models, which range from the Mini-Glen to the
16ft 6in Gleneagle, share a characteristic profile which
makes them easily recognizable. Identical front and rear
end treatment, with the roofline flowing down to the sharply
~pinched in' waist, makes the Mini-Glen one of the neatest
and least boxy small tourers on the market.
Although it is not the cheapest 8-footer currently in production, the price
has been kept as low as possible by concentrating on essentials. Thus the
standard of construction and finish is the same as in the other models,
the mattresses are 5-inch, and the van has a proper, if small, wardrobe,
a good kitchen, and a toilet room.
Only in one
respect does the design seem to us to misfire. Such a van is likely to
be bought mainly by owners of small cars. Indeed, the wheels are interchangeable
with BMC Mini wheels, an obviously good selling point. But with this in
mind the 1cwt noseweight is a little heavy.
The editorial Morris Oxford used for most of the test was scarcely taxed
by the Mini-Glen's 10cwt and not bothered by the noseweight , but the springs
of the editorial Mini were rather severely loaded.
main reason for the heavy noseweight is the placing of the
kitchen and toilet room at the front end. This layout brings
to the front the bulk of the weight, the hot-plate, closet,
water carriers, food, etc, but even before the test team's
gear was put in, the noseweight was higher than expected. One
wonders why the reverse layout was not used, as in the Glendale
I 2ft two-berth.
the test track, behind the editorial Oxford , a maximum speed
of 68mph was recorded, but this could easily have been higher
with a more powerful car. Stability was good, despite a very
nose-up attitude. For towing with the van level, the height
to the centre of the ball on the towing car must be only
11in. This is in fact three inches below the newly agreed
minimum. The small wheels undoubtedly contribute to the low
coupling height, but they have the advantage of lowering
the centre of gravity of the van. This is particularly advantageous
when towing with a light car, as the weight to weight ratios
are not likely to be very favourable . A tendency to bounce
slightly on rough patches of road and to rock when entered
with the legs up was traced to the absence of shock absorbers.
It is a pity that an economy such as this is so common in
small touring caravans.
through behind the editorial Oxford was one of the best we
have experienced, but the driver of a smaller car would not
be as lucky; with the Mini there is no view through at all.
The handbrake held perfectly on a slope of 1 in 4, and the
spring-controlled overrun brakes contributed 10 per cent
of G in an emergency stop. With the brakes locked out, the
outfit stopped in a straight line.
the Mini-Glen is specially designed for towing with the BMC
Mini, we put the test van behind the editorial Mini (standard
848cc, pre-hydrolastic model) to check its suitability as
an outfit. Even behind this car the Mini-Glen rode very slightly
nose up (no adaptor plate) but stability wise it was excellent
apart from noticeable pitching. Behind the more modern Hydrolastic
cars this would be very noticeable and only re-affirms our
earlier statement that the nose-weight needs reducing.
On normal main roads the outfit could cruise comfortably at around 45mph in top gear, but attempts to maintain a consistently higher cruising speed necessitated constant use of the gearbox and long periods in third gear. The Mini and Mini-Glen are a perfectly suitable combination for all normal touring but not one that trans-Continental road burners will find particularly rewarding.
The simple two-berth layout is both effective and neat. Basically, it comprises a rear-end double dinette and front-end kitchen. The wardrobe and toilet room are on the offside and there is a small chest of drawers next to the door on the nearside. There is a surprising amount of floor space, and the cramped feeling so often present in small vans is almost entirely avoided. This is mainly attributable to the general light colouring of the furniture and side walls, and to the white panelling of the roof and end walls. Fitted carpeting, not usual in the standard specification of an 8-footer, is an additional feature of the Mini-Glen which contributes to the 'big van' feeling.
The dinette converts into a double bed in the usual way with the table making up the base of the centre section. As a bed, the size is adequate. There is a full 6ft length, but only 3ft 9in width. We found the Sin plastic foam mattresses rather too hard for real comfort. As mattress comfort is purely a matter of personal taste, manufacturers cannot be expected to please everyone. The same problem of personal taste applies to the colour and patterns of the mattress covers and curtains rather more than to the colours of the walls and furniture, which of necessity must be light and fairly neutral. In the Mini-Glen, Thomson's have taken a step which most manufacturers are frightened of and have made the mattress covers and curtains out of a very bold and highly coloured tartan cloth. The effect is striking and was appreciated by the test crew. The curtains, over all windows including the obscured-glass window of the toilet room, are carried on plastic covered wire strainers. This method of hanging is never very efficient. The material does not slide easily, and it is virtually impossible to open the curtains sufficiently. Overlapping wires enabled them to be closed completely. The sloping T-I.ine profile of the end walls necessitates the end curtains being held against the windows by wire strainers. This is unattractive but it would be far more annoying to have the curtains hanging loose away from the windows.
bedding lockers under each side of the dinette are top-access,
with lids hinged sufficiently far from the wall to allow them
to be opened without completely removing the mattress. However
it is difficult to get bulky items into the lockers as the
lids do not extend the full length of the lockers. The lids
are chipboard and would probably be strong enough to extend
further. Ventilation is to the inside of the van via a top
vent at the rear.
for personal items comprises a small shelved cupboard, two
roof lockers, wardrobe and a generous length of roof shelving.
The shelved cupboard between the dinette and the door, serves
as a useful retainer for the mattresses and as a small permanent
table. In such a small van, space is greatly restricted if
the table is left up all day. This small locker provides
a place where odd items can be left without the table being
needed. There is a single shelf in the locker, but the floor
is obstructed by the wheel arch. The shelf is set l2in from
the top of the locker, and so quite large items can be accommodated.
table, which has a neutral -coloured melamine covering, is
rigid in use. The single leg cannot be fixed in the down
position, and there is a danger that the table could be upset
if the leg were accidentally kicked. When stowed, the leg
can be clipped in the folded position.
There is a roof locker above each side window. The fall-front doors are
not stayed, but there is no strain on the hinges if they are allowed to
drop right down. The catches worked very well, and neither locker came
open on tow even after some fairly rough rides . A large expanse of roof
locker adds considerably to overall weight and cost, so roof shelving is
used as an alternative. The Mini-Glen roof shelves run from the roof lockers
to the rear wall. They are 8in deep, and generous lapping means that they
can be used on tow without everything falling off. There is a small pelmet
shelf above each window.
shelving and storage space is provided in the wardrobe. There is a top
shelf but clothes hanging room is greatly restricted due to the rail running
from front to back, it is almost impossible to get clothes from the back
of the wardrobe when it is full. The rail could be run from side to side
without enlarging the wardrobe. The wheel arch makes a useful shelf for
shoes, etc, but clothes should be kept away from it as it is uninsulated
front-end toilet room is used for storing the table when on
tow and, as in most small tourers , all heavy items such as
water carriers seem to find their way into it. The table is
clipped to the wall by means of a wooden turnbuckle. Because
of the cutaway corners the table has to be clipped in upside
down. A permanent floor vent and a roof vent provide ample
ventilation. Light at night is borrowed from the rest of the
van via a frosted glass panel in the toilet room door. The
curtain pelmet and window sill are the only shelves, but they
are deep enough to accommodate many of the small items which
can find no permanent home.
the size of van, no cook could complain of lack of room in
the kitchen. The hotplate and sink unit have separate melamine-faced
hinged working tops, and with a certain amount of organisation
meals can be easily prepared. The large front window, with
a centre opening section, provides ample light for daytime
cooking, but with the only gas light at the rear of the van,
at night the cook stands in his own light. Curtains in the
kitchen always present a problem, as they must be adequately
protected from the hotplate to prevent any risk of fire.
In the Mini-Glen, the hotplate working top hinges back against
the curtain and is fastened to the wall. The working top
over the sink unit rests against the frame of the centre
section of the window. There is no positive clip to hold
it back, and there is a danger that with the window open
the wind might catch it and blow it shut.
for food, pots and pans comprises a large unshelved cupboard
with permanent floor vent under the hotplate, and a shelved
cupboard under the sink. A small top shelf is provided
under the drainer, suitable for cutlery and other small
items. There are no cutlery or plate racks, and no water
pump. The cupboard under the sink is obstructed by the
rubber waste pipe, which at first glance seems ridiculously
long, if it is fully extended, the end easily reaches the
road. The reason for the apparently excessive length became
obvious to the test team when we tried to get a bucket
under the van for the waste water. The chassis and bodyline
are so low that the only place to put the bucket is at
the side of the van, hence the length of hose. It is a
nuisance to have to pull the hose up through the floor
when leaving site, especially as it means repacking the
cupboard to accommodate it, but if it is left out, the
road soon wears down the end.
in the kitchen is not good if the weather demands that
both the window and the door be closed. The only escape
for cooking fumes is through the roof light in the centre
of the roof. A door adjacent to the hotplate can sometimes
be a nuisance as draughts tend to upset the direction of
the gas jets and blow most of the heat away from the hotplate.
If the bottom half of the stable door of the Mini-Glen
is kept closed when cooking, the hotplate is kept reasonably
free from draughts.
only source of artificial light is a No 1 Morco unit above
the dinette. This provides excellent light over that end
of the van at the expense of enough light in the kitchen.
The piping to the light runs between the roof and the inner
panelling , and is only accessible if the panelling is
removed-a costly and time-consuming job. The cylinder connection
is outside next to the drawbar. When the chassis was sprayed,
the brass union was also sprayed. Connecting and disconnecting
the cylinder resulted in some of the paint chipping
away from the union and disappearing up the pipe. In time
this may easily result in the gas taps becoming jammed,
and leaks developing. Masking while spraying the chassis
would lessen this possibility.
standard of workmanship and finish in the interior is high.
Piano hinges on most of the inside doors not only mean extra
strength in the units, but are considerably more attractive
than individual hinges. It is pleasant also to come across
door and cupboard catches which work positively and easily,
and are in no danger of jumping open on tow.
the Mini-Glen, Thomson's have produced a good-looking and
eminently workable van. For a van with a body length of
8ft 6in, the amount of room inside is remarkably good.
A specification not cut to the bone and a good standard
of workmanship have inevitably led to rather a high price
for an 8-footer, but as with any consumer goods, quality
has to be paid for. It may well be that the market for
this van will extend to the larger car man, and to this
end it is a pity that the drawbar is so low that considerable
adjustment is likely to be needed before getting a really
satisfactory towing height.
MINI-GLEN Data Sheet
|Recommended price £265
Makers: Thomsons (Carron) Ltd., Skaithmuir , Mill, Carron, Falkirk
Length body net: 8ft
6 ½ in
Overall: 9ft 1in
Interior : 8ft 10in
Width overall: 6ft 5in
Interior : 6ft 0in
Height overall: 7ft 5 ½ in
Maximum headroom: 5ft 11 ½ in
Floor height: 13 ½ in
Window sill height: front 42in
Height to centre of coupling ball for level ride: 11in
Weight ex works: 9cwt
As tested: 10cwt
Noseweight : 1cwt
|B & B welded steel chassis.
A 2 ½ x 1 ½ x10g channel.
B 2 ½ x 1 ½ x 10g angle.
C 2 x 1 ½ x 10g angle.
B & B independent suspension by transverse swinging arms.
Brakes 7in Lockheed, rod operated.
Wheels 4 stud, tyres 5.20 x 10.
Coupling 50mm B & B Beta IV,
Four brace-operated legs.
BODY CONSTRUCTION Framing
meranti , joints halved, screwed and glued. Exterior panelling
20g aluminium . Insulation un mineral wool. Interior panelling
Japanese sen , roof and end walls pre-painted hardboard. Floor
kin softwood, tongued and grooved, treated. Unglazed stable
door 604 x l9in, lever-handled rimlock . Windows by Elibee
, round cornered, polished alloy frames telescopic self-locking
stays, all opening except side sections of front window. Two
30 x 2Oin, one each 60 x 25in and 60 x 25in including 30 x
25in opening centre section. Two amber Perspex roof lights
91n square, scissor-type stays. Awning channel. Two grab handles.
double bed 72 x 45in, mattresses 5in plastic foam, buttoned.
Top access bedding lockers. Furniture Japanese sen . Hook-on
table 36 x 24in, melamine faced. Wardrobe 19 x i8in, hanging
space 54in, partly obstructed by wheel arch, shelf, four
coat hooks. Roof lockers and shelves above dinette. Shelved
locker, 124 x i8in. Kitchen: plastic sink and drainer, Argyll
two-ring hotplate and grill. Individual melamine-faced lids.
Ventilated larder, shelved cupboard. Toilet room 34 x 22km
max, floor area 30 x 224in. Floor vent and roof light. Curtains
on overlapping wire strainers, plywood pelmets. Fitted carpet.
One Morco No 1 gas light, gas fire point optional, outside
cylinder connection. Full road lights and indicators, 7-pin
plug and socket.
TOWING CARS FOR TEST BMC
Mini, 848cc, weight inc crew l5cwt. Morris Oxford Mk VI automatic,
1622cc, weight inc crew 254cwt.
|"Reproduced from an article in
the September 1967 issue of The Caravan"