New 'heavy' range from Mercedes
Page 27
If you've noticed an error in this article please click here to report it so we can fix it.
CM samples six-wheeler and 16-ton 4x2 tipper
by Gibb Grace
• Daimler-Benz announced this week the first models of a new rationalized range of trucks which feature the recently introduced "400 series" range of engines, and hubreduction axles and a new all-steel tilt cab. The 15 models announced are fourand six-wheel tippers of between 16 and 26 metric tonnes gross.
This new cab, I was told, will be used throughout the heavy truck range eventually but this programme could take up to three years to complete. For the time being the new tipper models will not be sold in the UK, although assembly is already underway at the Worth factory. Production of the old bonneted type has been transferred to the Henschel plant.
The new models use six-, eightand 10cylinder vee engines from the 400 series range. Power outputs of these engines is 192, 256, 320 bhp respectively. All three engines have similar 4.92in. and 5.12in. bore and stroke dimensions.
The V6 engine, which is used in a production vehicle for the first time, powers three 12ft Sin.-wheelbase four-wheelers. Two are 4x2 and 4x4 versions with a gvw of 16.5 metric tonnes and the other is a 4x2 model of 19 tonnes gvw. The latter model has a chassis cab weight of 6 tons and is intended for export only; the 16.5tonne-gvw models have kerb weights of 7.25 and 7.75 tons including a factoryfitted metal tipping body respectively.
The 256 bhp V8 engine is used in six models, 4x2 and 4x4 16 tonnes gvw, 4x2 and 4x4 19 tonnes gvw and 6x4 and 6x6 22/26 tonnes gvw six-wheelers. Six-wheelers are limited to 22 tonnes gvw on the road in Germany but the vehicles are 26-tonnegvw designs and can be used up to this weight off the roads. The lightest 4x2 weighs 7.55 tons with body and the heaviest 6x4 10.8 tons.
The largest 320 bhp V10 engine is used in six exactly similar models with only a slight weight penalty of about 4cwt. Under the German 8 bhp/ton power to weight legislation due for introduction on January 1 1974 all three engines have power enough to pull a drawbar trailer; V6-engined models can run at 24 tonnes gcw, V8 models at 32 tonnes gcw and VIO models at 38 tonnes gcw.
Six-wheelers are built in two wheelbases of 12ft 84in. and 14ft 10in., the larger one being for export only; bogie spread is 4ft 5in. All models use ZF synchromesh gearboxes; V6 models use a six-speed S6-80 type, V8 models a six-speed S6-90 and the V10 models an eight-speed range-change 5S-110 GP type (CM June 15).
A new design of forward-control tilt cab is a major feature of the rationalized range. The cab about 5ft deep, front to rear, and the large front overhang (4ft 7fin.) allows the engine to be positioned over the front axle without intruding too far into the cab floor. The engine cover is lower than the seats and drops away ahead of the seats to allow a full-width dash panel.
I tried a 1632AK six-wheeler running at 22 tonnes gvw over a short road circuit in Germany this week and found it very easy indeed to drive; visibility and manoeuvrability were excellent and performance more than adequate. The gearbox, like all large synchromesh boxes, was heavy to use with a single clutch action but was light enough when doubling the clutch. On a' quarry site the vehicle coped with a 1 in 4 gradient easily in second gear and a driveline dif-lock which is available on all-wheeldrive models stopped wheelspin on the dry sandy surface. I tried briefly the smallest 1719K 4x2 model on the same quarry site and found it very easy to handle. The V6 engine was smooth and plenty powerful enough, and the six-speed gearbox was a good deal lighter than the eight-speed used in the heaviest models. The ride was good and manoeuvrability excellent.