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iherpo carries the burden n British expedition to Turin
Page 17
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SPITE OF the massive prepce of Fiat/IVECO vehicles, tam n is represented by three .kers at the Turin Show, ich opened last Saturday. 3edford, Ford and Leyland have stands, although in yland's case, the biggest nicles on show are Sherpas. ,wever, the Sherpa story is e of success in a market wiously dominated by Fiat, rd and General Motors.
Through its wholly owned bsidiary, Leyland Italia, the company imports Sherpa ns and chassis cabs mgside Landand Range ivers. All the Sherpas are asel-powered and their enne size — 1800cc — puts em into a lower VAT acket than some of their ,mpetitors.
In a total annual market of 1,000 units, Leyland has ready sold 1400 since the lerpas became generally railable in September of last mr. This year the target fig.e is 2000 vehicles.
Apart from the tax advange, Italians like the Sherpa's impact width and length, hich, while allowing a similar tyload to rival makes, permit tsy negotiation of narrow ty streets.
Although the majority of nerpas imported are panel ms, a large number of chassis tbs are brought in too. These -e bodied by approved Mybuilders and are well garded, as the cross-member mstruction of the frame lows easy chassis modificaons to be made. Land-Rovers rid even the thirsty Range overs sell well in a country there petrol is "dearer than ine". Delivery of these ehicles is improving, accoring to representatives of eyland Italia.
Making its first public howing in Italy is the Ford eries 2 D range. Examples of nese from the smallest D0710 the 02418 are to be seen on Fie main Ford Truck stand. A particularly interesting conyTsion featuring air suspension ind a bogie lift has been made o the D16186 x 2 chassis. This dlows a gvw of 21 tons under talian law. Another bogie lift conversion is shown on a Transcontinental. Both the 0710 and 1114 with 7-ton and 11.5-ton gvw respectively are new to the Italian market.
In addition to the large Fords there are many examples of the ubiquitous Transit and A-Series. Transits are shown as a bus, a high-top van and two drop-sides, one of which has a neat crew-cab conversion.
Like Ford, Bedford is exhibiting numerous versions of the CF in van, bus and drop-side forms. However, pride of place on the main Bedford Truck stand goes to the design concept vehicle, first shown at the NEC last year. This vehicle is to be seen along with the Bedford 400bhp 44-tonners developed to meet Italian requirements.
Bedford reports increased sales in Italy, mostly due to the success of the CF — all of which come with 2-litre diesel engines. However, sales of larger trucks, including both TK and TM models, has increased from 255 in 1977 to 463 in 1978. The Turin Show ends on May 13.
THE GREAT European common vehicle vision of Senor Bruno Beccaria, the first president of IVECO, showed signs of fading last week at Snr Beccaria's valedictory press conference in Turin. Despite remarkable rationalisation since IVECO was formed, there were clear indications that the common European vehicle is still some way away.
German delegates at the meeting showed concern that the Magirus air cooled engine could soon be deposed by an Italian product. The only guarantee the incoming president, Jacqus Vandamme, would give was that the air cooled engine, a Magirus product, would "continue to be used for a further two years".
Another German questioner asked how Fiat's "made in Italy" slogan could be compatible with the "made in Europe" philosophy of IVECO's founder president. This drew the almost negative response that the company's publicity department was "only telling the truth".
It was also stated that discussions with Mercedes-Benz to produce gearboxes for IVECO had been brought to a premature halt through the intervention of the German government. Mr Vandamme would not expand on this answer. Earlier Snr Beccaria had told the conference that IVECO had to face up to worldwide competition. His dream, he said, had been to see a united Europe in commercial vehicle terms — he still has that dream. "Nevertheless, nationalism frequently interferes with progress," he said. The subsequent dialogue between the Germans and the Italians adequately made his point.
IVECO has obviously decided that its expansion lies beyond Europe. Already it plans incursion into the American market beginning this year. How it hopes to builc on that market was not mad( clear but its difficulties had not been under-estimated we wer( assured. "The internationa scenario is complex and wil become more so," Snr Bee caria told the conference.
In financial terms the grout did not enjoy a good year ii 1979. "Magirus will be in th, red and the French sector ha lost 200,000 francs," said M Vandamme. He thought i would be wrong to divulge th full trading position until th figures were released officiall; It was made clear, howevep that total sales were down. C the Fiat production of 109,00 vehicles, 61 per cent were ported; Europe took 12 pe cent, Germany 12 per cen France 12 per cent, Easter Europe 26 per cent. Th balance was sold in Italy an Africa. The balance was ric sold, however, without struggle.
"The effect of the Japane5 assault on the African an Middle East markets has bee great," said Mr Vandamme. I home the Italians had suffere the onslaught of the expo efforts of the rest of Europe.
Another factor in a po( trading year had been the ca: shortage in Italy and stagn, tion in the building industr This alone had reduced d, mand in the heavy sector by : per cent over 1977 and 42 p, cent over 1976. Light vehic demand was down by 7 p cent.
Paradoxically, the Germt production was up by 14 p cent and yet a financial loss predicted. It was therefore d ficult to see an Italian profit as is reported, their producti( is so badly down.
One area which requir immediate attention acco ding to IVECO is public tran port. The Italian governme has apparently withhe finance to replace public SE vice vehicles. Mr Vandamn said that 17,000 of the 50,0, psv's in Italy were 12 years o and suffering seriously fro lack of maintenance at obsolescence.
• Steve Gray