|
© JAMES TAYLOR
Editor: Land Rover Enthusiast Magazine
Background
The Portuguese-built UMM Alter has a fascinating history, and its design origins can be traced back to 1960. The original vehicle was drawn up in France by Bernard Cournil, a provincial garage-owner who aimed to make a vehicle which would meet the needs of the local agricultural community for a multi-purpose utility which could double as a tractor. The original Cournil was very successful, and in 1970 its maker sold on the manufacturing rights. There were two false starts before the French SIMI firm took on the licence, and during 1978 a handful of SIMI Cournils came to Britain.
However, it was in 1978 that the licence changed hands yet again, this time going to Uniao Metalo Mecanica in Lisbon, Portugal. UMM modified the basic vehicle to accept Peugeot diesel engines, and embarked on a more aggressive campaign to sell it all over Europe. A few reached Britain between 1983 and 1986, badged as the UMM Trans Cat, but the vehicle found few buyers. Between 1986 and 1988, there was the longer-wheelbase Alter I, and then a year later SMC picked up the franchise and started bringing in the improved Alter II. A further revitalized range was announced in 1991, the majority of vehicles in Britain being of this type.
The Alter II is basically a commercial vehicle, and all the early vehicles were built for this market. However, a standard-wheelbase Station Wagon was introduced in 1990 to compete with the lower end of the Land Rover Station Wagon range, and there is also a high-capacity Station Wagon on the longer 121-inch wheelbase.
During 1994, UK imports of the UMM Alter II ceased.
Character summary
It is impossible not to be aware of the Alter Il's origins as a utility vehicle: the exterior styling is bluff and angular, the interior is plain and functional, the driving position rather cramped and the noise levels on the move are those associated with older commercials. Nevertheless, the vehicle has a satisfyingly solid feel to it, and it is actually much more comfortable over long distances than its appearance suggests.
Performance summary
For long-distance work, the turbodiesel models are a better choice than the naturally-aspirated models, which tend to struggle on motorway gradients. Steering and handling are both ponderous, but the ride quality is surprisingly good for a leaf-sprung vehicle. The brakes are powerful, although the brake pedal is awkwardly placed.
Off-road, the naturally-aspirated models perform better, as the turbodiesels have taller overall gearing and their off-boost performance is relatively poor. The standard-wheel base model has usefully short front and rear overhangs, but the LWB vehicle is too big to be very agile and its long wheelbase can cause difficulties. Both types have good under-axle clearance
Reliabilily, weaknesses, spares
The Alter II has a history of minor problems, although the Peugeot-built diesel and turbodiesel engines seem to be both reliable and durable. Variable build quality is one cause of the vehicle's problems, but there are particular weaknesses in the front axle ball swivels, the door hinges, the pivot shaft for the High/Low and four-wheel drive selector levers, the speedometer cable and even the brake pads and shoes. Noise from the front springs is also common (caused by lateral movement of the springs in their mountings), but seems not to be a cause for concern.
Spares have been available through the relatively small UMM dealer network, but the parts numbering system can cause confusion and there have often been delays when non-stock parts have had to be ordered from Portugal.
Resale values
The question mark over the marque's future in the UK has weakened resale values to some extent. Demand for the Station Wagon models is also relatively weak. Nevertheless, it is still not possible to find an Alter II Station Wagon of any kind for sale cheaply: the vehicles are appreciated by those buyers who are attracted to them.
|
