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UK TOUCHDOWls FOR GLIDERS

15th March 1986, Page 50
15th March 1986
Page 50
Page 51
Page 50, 15th March 1986 — UK TOUCHDOWls FOR GLIDERS
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Foden has become the first lorry builder to introduce the American concept of glider kits to the UK. Brian Weatherley finds out what they are and how they can cut the cost of vehicle replacement

THE AVERAGE British haulier could be forgiven for thinking that a glider kit is what you need to build a model aeroplane. But in America, the term describes a longestablished method of truck refurbishment.

For many years now US truck builders have been selling glider kits. These usually comprise a fresh set of chassis rails with a new cab and front axle, into which the operator puts his own engine, gearbox and back axle, either from an old or accident-damaged truck, For the operator, a glider kit offers a practical and cheaper alternative to purchasing a new vehicle. It is surprising, therefore, that until this week they were unheard of in Britain. Now Foden has become the first truck builder to offer them in the UK.

That Foden should be making the introduction should hardly come as a surprise. The Sandbach truck builder is owned by the American manufacturer Paccar, which has been selling glider kits for its Peterbilt and Kenworth trucks for many years.

The decision to introduce glider kits on this side of the Atlantic has been backed by a great deal of research among Foden's own customers and dealers, says marketing director Roy Caddy. He insists that "The opportunity exists within the UK to satisfy many customers".

According to Caddy, the kit has a number of strong selling points — not least its use in repairing accidentdamaged vehicles. "A glider kit allows a truck to be put back on the road very quickly, as often it is the cab panels and chassis rather than the major driveline components that are the worst damaged."

Certainly, in the case of a damaged vehicle, simply switching over the driveline could certainly save a great deal of time that might otherwise be spent in chassis straightening or cab rebuilding.

Indeed, this application has been quickly recognised, for of the eight glider kits already sold, most have been for accident repairs.

In addition, says Caddy, glider kits offer any commercial garage or fleet workshop the opportunity "To put spare time to work, as they are the ki of job that can be worked on during slack period, allowing maximum utilisation of workshop staff."

They also allow Foden to compete directly with independent cab refurbishers and chassis repairers, at tl same time increasing parts sales. The glider kits will be offered within Fodc Genuine Quality Truck Parts scheme operated through its nine main &aim and 47 service points.

But, arguably, the biggest attractior of the glider kit is that it gives Foden operators the opportunity to reduce ti vehicle replacement costs and break fr from the ever-increasing spiral of new truck prices. By using a glider kit, dm Foden owner can swop his old truck a "new" one — complete with the lax{ cab — yet keep his existing, reliable driveline which he can either refurbisl the same time, or later, thereby spreading his replacement costs over a longer period.

At present Foden offers two model! under its glider kit scheme — an 5104 4x2 tractive unit kit and one for the 5106 6x4 tractor. Many hauliers may still think of Foden as primarily an eight-leg ger builder, but nowadays it sells more tractive units — a fact reflected in its initial glider kit range. Soon it will be introducing kits for its six and eight-wheel rigids.

The specification of the base model S106TGL 6x4 tractive unit kit is show opposite, although Foden stresses that this is only a basic model. Like its completely built-up vehicles, Foden's glider kits can be customer-specified complete with the choice of day or sleeper cabs. This means that if a Fodt operator badly damages his new truck he will be able to match the glider spc exactly to the original truck.

"If an operator wants alloy wheels and tanks on his glider, he can have them — just like a normal truck," say Roy Caddy. BY SELLING the glider kits through its parts department, Foden has created a strange lomaly as far as warranties are 3ncerned, A new Foden truck is 3vered by a 12-month warranty, but ie glider kit has only the normal six ionths' parts warranty. This w,ill surely e questioned by many potential astomers, particularly as both vehicles se the same basic components, [eluding Foden's GRP cab and high

tensile steel chassis rails. The discrepancy is, however, "subject to discussions" within Foden, according to Caddy, and could be rectified in the near future.

Foden claims that if a glider is used in a like-for-like replacement — for example, if a damaged S104 4x2 cab, front axle and chassis is replaced by an S104 glider kit — type approval on that vehicle is not affected.

But if the driveline from, say, an old Fleetmaster model is transferred into a new glider kit, it becomes a Notifiable Alteration and requires the filling out of VTG 10 form and a trip to the local Department of Transport test station for inspection.

As for the vehicle registration, Foden says that this can he transferred over to the new kit chassis along with the old vehicle's chassis number — although operators should check with their local vehicle licensing office in any case.

So much for the nuts and bolt, what about the cost savings Here it becomes rather less clear, for Foden has yet to release any prices for the two base model glider kits. As a guide, however, Roy Caddy cites one of the first eight glider customers — an operator who was unfortunate enough virtually to writeoff his brand-new 298kW(400hp) Caterpillar-powered S106T 6x4 tractive unit valued at 1.43,000 on one of its first trips.

With the aid of an S106 glider kit the vehicle was replaced at a cost of 122,500. On the face of it that gave a saving of around 120,500. But out of this had to come the cost of 80 hours' workshop time to put the truck hack on the road. Assuming a rough national average for charged-out work of A:14 per hour (excluding VAT), this reduces the savings by A11,120 to A:19,880.

While this still looks impressive, it is important to remember that the driveline components taken out of the damaged vehicle were brand new and as such required no money spent on them.

When refurbishing an older vehicle, however, an operator may need to spend money on the engine or gearbox, or on spare parts before putting them into the glider kit. And this will obviously further reduce any potential cost savings.

The final cost of using a glider kit will also depend on whether an operator carries out the conversion himself or puts the work out to his dealer or a commercial workshop. Whichever way it works out, Foden remains fairly flexible in allowing glider kits to be

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Organisations: Department of Transport

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