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Biggest display

312

Seddon Atkinson Vehicles Ltd, Woodstock Factory, Oldham, Lancs EXHIBITED prominently on the Seddon Atkinson stand are two examples of the new 300-Series — one for tipper/mixer operation and the other a haulage model. The R24 M466 tipper chassis has a wheelbase of 4.27m (14ft) and weighs 6.26 tonnes (6 tons 3cwt) with full tank but no spare wheel or carrier.

Making its European debut in the 300 chassis is the International DT-466 turbocharged six-cylinder diesel engine which develops 1 45kVV (1 94bhp) at 2,600rpm from a capacity of 7.64 litres (466cuin). Maxi mum torque is 610Nnn (450Ibft) at 1,900rpm. This drives through a 356mm (14in) diameter self-adjusting twin dry plate clutch to a six-speed ZF . AK6-65 constant-mesh gearbox and an Eaton 380 Series double-drive bogie.

The haulage chassis specification is the same as for the tipper, with the exception of the wheelbase which is 4.88m (16ft) and a corresponding increase in kerb weight to 6.46 tonnes (6 tons 7cwt). The 300Series cab is common to both chassis and is a blend of 200 and 400-Series panels. Both are 6x4 models plated for 24 tons gross.

No less than five vehicles from the 400-Series are on show in Birmingham. The 830 C250 30-ton eight-wheeler has a wheelbase of 5.75m (18ft 10in) and is powered by a Cummins NHC-250 which develops 1 70kW (228bhp) at 2,100rpm with a maximum torque of 850Nm (627Ibft) at 1,500rpm. The rest of the mechanical specification includes a 356mm (14in) diameter twin dry plate clutch, a nine-speed Fuller constantmesh gearbox and an Eaton double-drive axle.

Three 400 tractive unit

variants are on show, each with a different power unit. The T32 G6XC features the new Gardner engine, which allows this particular model to be plated at the full 32 tons for the first time by virtue of its 1 50kW (201 bhp) output. A six-speed David Brown gearbox, twospeed Eaton axle and a twin plate clutch complete the main mechanical specification. With a wheelbase of 3.1m (10ft 3in) and a day cab, the Gardner engined 400 has a kerb weight of 6.24 tonnes (6 tons 3cwt).

The other tractive units are both equipped with the optional sleeper cab. This tilts to a maximum angle of 60 deg hydraulically with a capability for locking at any intermediate angle. The T36 R265 model is plated for 38 tons and, as the type number indicates, power is provided by a 265L Rolls-Royce Eagle. This develops 191 kW (256bhp) net at 1,900rpm with a peak torque of 1,075Nm (7921bft) at 1,200 rpm. At the rear, the Seddon group axle is fitted, which gives a top speed of 98km /h (61mph) with its 5.05 to ' ratio. The kerb weight of this model is 6.1 tonnes (6 tons 12cwt).

The T38 C290 4x2 tractive unit features Cummins power, in this case the E290 which produces 205kVV (275bhp) at 1,900 rpm and 1,235Nm (912Ibft) at 1,300rpm. As with the Rolls-engined variant, the Fuller RTO-9509A gearbox is fitted. Complete with 365-litre (80 gal) of fuel, spare wheel and carrier and fifth-wheel, the 400 weighs 6.66 tonnes (6 tons 11 cwt).

Completing the Seddon Atkinson 400 display is a 6x4 rigid version aimed at drawbar operation overseas at 38 tons gtw. A Cummins E290 engine and Fuller gearbox are again specified while, at the rear, an Eaton 380 double-drive bogie with Hendrickson RTE suspension is used.

The kerb weight of this 5.74m (18ft 10in) wheelbase R38 C29 model is 7.98 tonnes (7 tons 17 cwt).

International engines are again featured in the Seddon Atkinson range with the D-358 in the 16-ton 200-series. This is a naturally aspirated unit which develops 100kW (134bhp) at 3,000rpm and a maximum torque of 360Nm (266Ibft) at 1,600 rpm. The drive line includes a 330mm (1 3m) diameter single dry plate clutch, a five-speed Eaton gearbox and a two-speed axle, again of Eaton manufacture.

Two 200-Series models are exhibited by Seddon Atkinson. The tipper chassis has a wheelbase of 3.8m (12ft 6in) and weighs 4.72 tonnes (4 tons 13cwt), while the longer haulage chassis at 4.47m (14ft 8in) weighs 4.57 tonnes (4 tons lOcwt).

314

Ford Motor Company Lt Eagle Way, Warley, Bren wood, Essex

FOUR models from the D-Serie range are being exhibited, tw four-wheelers, a six-wheeler an an artic. The first of the fou wheelers is a 3.4m (lift 2in wheelbase non-hgv D071 chassis fitted with Welfor "Steelinedropside bodywor and a Challenger 200 electro hydraulic crane. The engine is Ford four-cylinder diesel of 3. litres (213cuin) capacity whic produces 77kW (103bhp) a 2,800rpm with a maximum torque of 318Nm (235Ibft) al 1,600 rpm. A four-speed Ford 4-410-S synchromesh gearbox is specified.

This model is fitted with the standard D-Series cab with vinyl trim.

The other two axle machine is a 3.7m (12ft 3m) wheelbase D1614 tipper chassis fitted with a Telehoist Load Lugger CH 503 skip-carrying body. Ford's 6.0 litre (356cuin) turbocharged engine is specified for this model, with a maximum power of 102kW (137bhp) at 2,400rpm and a maximum torque of 448Nm (330Ibft) at 1,70Orpm.

This particular 0-Series features a Ford six-speed gearbox and the optional Eaton twospeed axle.

The six-wheeler D-Series on the Ford stand is a 4.95m (16ft 3in) wheelbase 6x4 02417 with four-spring bogie and the optional custom cab. Plated for 24 tons gross, it is powered by the Ford 8.8-litre (536cuin) V8 diesel producing 126kVV (169bhp) at 2,600rpm. Maximum torque is 535Nm (395Ibft) at 1,650rpm. D-Series artics are epresented by the top-of-the ange 28-ton DA 2818 powered y the Cummins 8.3-litre 506cuin) V8 diesel producing I 26kW (169bhp) at 3,000rpm. he standard specification in:ludes a Ford 8-670-S eight;peed range-change gearbox and power-assisted steering. At he rear, a single-speed Eaton axle is fitted, while the wheelpase is 2.9m (9ft 61n).

In the heaviest weight category, the Ford contender is the Transcontinental, two examples f which can be seen at Birmingham, both in tractive unit form with a wheelbase of 3.07m (10ft lin).

The HA 3424 4x2 is plated at 34 tonnes gcw and features the ower-rated version of the E290 Cummins engine. As fitted to this Transcontinental, the Cumnins produces 179kVV (246 Dhp) at 1,900rpm with a maxi-num torque of 1,140Nm 840Ibft) at 1,300rpm — both these figures being to the DIN rating.

A nine-speed constant-mesh Fuller RTO 9509C is standard equipment on this model, as is the single-reduction Rockwell axle. A long list of optional equipment is shown on this model, including a Jost fifthwheel package, catwalk gantry and lockable filler cap.

For the HA 4427, plated at 44 tonnes, the 210kW (270bhp) Cummins engine is used. Although a Fuller box is again featured, in this case it is the optional 13-speed RTO 9513 version. Other extras on this chassis include a 455 litre (100gal) fuel tank in place of the standard 295-litre (65ga1) component.

Completing the over 3.5 tonnes Ford range are two examples of the A0609 — a 3.3m (10ft 10in) wheelbase custom_ chassis cab fitted with Freight Bonallack refrigerated body-work and a 3.68m (12ft 1in) chassis cowl converted to integral van specification by Hawson Garner.

The A0609 is powered by the Ford 3.5-litre (213cuin) diesel engine which produces its maximum power of 56kW (87bhp) at 3,600rpm with a maximum torque of 188Nm (139Ibft) at 2,200 rpm — again these figures are to the DIN rating.

Both are plated at 6.3 tonnes gross.

315

Leyland Vehicles, Leyland, Preston IN THE 3.5-tonnes-plus category, Leyland has 19 vehicles from its wide range at Birmingham, starting with the 550 FG and going on to the new Scammell Commander.

The 550FG is a 4x2 rigid plated for 5.6 tonnes gross. It features the naturally aspirated 4-98NV Leyland diesel engine which produces 51kW (69bhp) at 2,600rpm with a maximum torque of 230Nm (170Ibft) at 1,650rpm. As with all the Leyland heavy vehicles (over 3.5 tonnes) it is shown in chassis cab form, with a wheelbase of 3.23m (7ft 91n).

Moving up the weight scale, the Terrier 738 is Leyland's contender in the 7.5-tonne nonhgv category. (The type number relates to the Imperial equivalent of 7.5 tonnes, ie 7.38 tons). This model uses the sixcylinder version of the 98-Series engine. Designated the 6-98DV, it shares the same bore and stroke as the four-cylinder unit, with 98 and 125mm (3.86 and 4.92in) respectively. At the Terrier rating, it produces 68kW (91bhp), again at 2,600rpm. The maximum torque of 312Nm (2301bft) occurs at 1,400rpm. The show model has a wheelbase of 3.35m (lift) and a kerb weight of 2.59 tonnes (2 tons 11 cwt).

Two versions of the middleweight Boxer are on display, the BX 984 plated at 10 tonnes gross and the BX 1325 for operation at 13.5 tonnes. Both are 4x2 rigids with the same wheelbase of 3.33m (10ft 11 in). The lighter version is specified with the 81 kW (109bhp) version of he naturally aspirated version of the 6-98 engine, the 6-98NV. For the BX1325, the turbocharged 6-98TV is used, with a maximum power of 102kW (137bhp) at 2,500rpm.

For 16-ton operation, Leyland has the Clydesdale 4x2 rigid which is on show equipped with the turbocharged Leyland 410 engine rated at 1071M (144bhp) at 2,600rpm. The maximum torque is 407Nm (300Ibft) at 1,800rpm. For a wheelbase of 3.4m (lift 2in), the Clydesdale weighs 4.43 tonnes (4 tons 5cwt).

The Clydesdale is also available as a tractive unit and o'ne such unit, the 2CD4124CTR, is at Birmingham. Plated for operation at 24 tons gcw, it again features the 410 engine. 'A six-speed constant-mesh gearbox with overdrive is standard equipment.

In 2.9m (9ft 6in) wheelbase form, the Clydesdale tractive unit weighs 4.39 tonnes (4 tons 6 cwt).

Perkins power is used for the Super Mastiff SM2400 6x4 rigid designed for 24-ton opera

tion. It is the V8.540 in naturally aspirated form, which develops 127kW (1 70bhp) at 2,600rpm, with a maximum torque of 556Nm (410Ibft) at ,700 rpm.

A 10-speed Fuller constantmesh RT610 gearbox is used in conjunction with fully floating axles with an inter-axle diff lock. The show Mastiff has a wheel base of 4.27m (14ft) and a chassis-cab weight of 5.88 tonnes (5tons 16cwt).

Leyland has a number of possibilities for the operator looking for a 6x4 chassis. Another choice is provided by the Reiver 2RE4124CT, which is also plated for 24 tons gross. The 410 engine and six-speed constant-mesh gearbox are fitted.

The third Leyland 6x4, the Bison, is shown complete with a new Leyland engine. Designated the TL 11A, it is derived from the 680/690-Series and develops 156kW (209bhp) at 2,200 rpm with a maximum torque of 820Nm 605Ibft) at 1,300rpm. This turbocharged six-cylinder engine has a swept volume of 11.1 litres (677cuin). Two versions of the engine, the TL11A and TL11D, are available immediately and replace the 501, 502 and 511 , engines currently specified for the Ergomatic truck range. The A version is specified for Bison, Octopus and Buffalo models, while the D will be available for the Bison and Lynx early next year.

A fuller RTO 609 nine-speed constant-mesh gearbox is standard equipment for the Bison, which is shown with the two-spring Leyland T6 bogie in 4,29m (14ft 1in) wheelbase form.

The same engine is fitted to the Leyland Octopus eightwheeler, which is very similar in mechanical specification to the Bison, with the obvious exception of the fourth axle. With a wheelbase of 5.79m (19f1), the Octopus has a kerb weight of 7.82 tonnes (7 tons lOcwt).

Leyland is well represented in most of the weight sectors and the 30-ton rigid market is no exception with LV's —other" eight-wheeler, the Scammell

Routeman, also being at thr NEC. Again with the TL11A en gine, the Routeman is equippe( with a David Brown six-spee( gearbox. The wheelbase is mar ginally smaller than the Octopi,: at 18ft 11 in, Moving to tractive units, thr Buffalo 4BU11A 32TRF is 4x2 model plated at 32 ton: gcw. As mentioned earlier, thr 500-Series derivative has beer replaced by the new TL11A en gine. The gearbox specificatior is unchanged, with the RTC 609 from Fuller being retained

For operators who have ; strong preference for naturall' aspirated engines, this choice i available for the Buffalo in th, shape of the L12 unit. This i derived from the turbocharger TL12 as fitted to the 38-tor Marathon. In its Buffalo rating the L12 develops 151kV (202bhp) at 2,200rpm, coup led to a six-speed constant-mesl gearbox with overdrive.

It has a wheelbase c 2.896m (9ft 6in) and a ker weight of 5.48 tonnes (5 ton 8cwt).

The TL12 can be seen in th, Marathon 2 tractive unit plater for 38 tonnes gross. It develop 203kVV (273bhp) at 2,200rpn with a maximum torque o 1,055Nm (778Ibft) at 1,301 rpm.

A nine-speed RTO 9509) gearbox from Fuller is standan equipment, as is the Leylani hub-reduction axle. Thi Marathon is shown in full Euri spec, with sleeper cab on 1.1 2m (10ft 3in) wheelbase rd a kerb weight of 6.55 onnes (6 tons 9 cwt).

The Marathon is one of the ew Leylands to be offered with he alternative of a non-Leyland mgine. One such Marathon is )n show fitted with a Bolls3oyce Eagle engine, the turbocharged 265L which produces 90kW (256bhp) at 1,900 rpm nd a maximum torque of ,082Nm (800Ibft). The emainder of the mechanical• specification is as for the TL 2-engined model.

A 6 x4 tractive unit plated for 100 tons can be seen in the form of a Scammell Crusader CR100. Rolls-Royce power is again featured, in this case the Eagle 305 which develops 21.6kW (290bhp) at 2,100rpm. Fifteen speeds are provided, courtesy of Fuller, with the RTO 12515 range-change unit.

At the top end of the Leyland weight range comes the new Scammell Commander. Announced only last week, it is designed to transport main battle tanks weighing up to 65 tonnes and to provide hill clim bing and acceleration comparable to a conventional 32-ton art ic.

The power necessary to fulfil this stringent requirement comes from a Rolls-Royce turbo charged and charge-cooled V12 diesel engine which pro duces 466kW (625bhp) with a maximum torque of 2,280Nm (1,680In1t). An integral retarder is incorporated in the six-speed Allison CLBT 6061 automatic gearbox.

Fully laden, the Commander can restart and climb a 1 in 6 gradient. Its maximum road speed is 61 krn/ h (38mph). THE 1617 two-axle rigid from Mercedes plated for 16 tons gvw is on show in 5.9m (19ft 4in) wheelbase form as a chassis cab. It now has a full air braking system replacing the air/ hydraulic layout of the original model.

Power is provided by a turbocharged Mercedes-Benz OM 352A in-line six-cylinder engine which produces 124kW (168bhp) at 2,800rprn from a swept volume of 5.67 litres (346cu1n). The maximum torque of 4g0Nm (35-8Ibft) occurs at 1,600rpm. This drives through a 310mm (12.2in) diameter single dry plate clutch to an eight-speed synchromesh range-change gearbox.

The other Woerth-produced rigid on the Mercedes stand is a 2419K six-wheeled tipper chassis with a 3.6m (11ft 10in) wheelbase. A six-cylinder engine of Mercedes-Benz manufacture is again fitted, but in this case it is in vee configuration and naturally aspirated. For this model, it is rated at 134kW (182bhp) at 2,500rpm with a maximum torque of 580Nm (430Ibft) at 1,450rpm. _ The gearbox is a ZF six-speed synchromesh unit coupled to the engine via a 350mm (138m) diameter single dry plate clutch. Full air braking is fitted.

Introduced last year, the 1619S tractive unit is plated for 32 tons gcw compared with the 40 tonnes of the 1626S which it closely resembles. It is shown in 3.2m (1 Oft 6in) wheelbase form powered by the 10.5-litre (638cuin) Mercedes 0M401 naturally aspirated diesel, which produces 144kW (196bhp) at 2,300rpm. Maximum torque is 680Nm (501Ibft) at 1,40Orpm.

With light weight being one of the design parameters, the 1619S has a kerb weight of 5.42 tonnes (5 tons 7cwt).

A Mercedes-Benz V8 engine developing 188kW (256bhp) powers the 1626S tractive unit which is on display in sleeper cab form on a 3.5m (lift 6in) wheelbase. A slightly shorter M-type sleeper cab is now available on the 3.2m (10ft 6in) wheelbase variant which, with the use of 12-22.5 tubeless tyres, has reduced the kerb weight by 330kg (6.5cwt).

The Mercedes line-up in the 3.5-tonnes-plus category is completed by two models from the Dusseldorf-built Transporter range, an L407D van with a 3.5m (lift 6in) wheelbase and a L508D 4.1 in (13ft 6in) wheelbase chassis cab.

318

ERF Ltd, Sun Works, Sandbach, Cheshire

FIVE models from the Sandbach company are on display, including two of the new M-Series trucks — a four-wheel rigid and a six-wheel rigid. The 16G2 has a 4.75m (15ft 7.in) wheelbase and a gross weight of 16 tons. It : is powered by a derated version of the Gardner 6LXB producing 119kW (160bhp) at 1,850 rpm. Maximum torque at this rating is 645Nm (475Ibft) at 1,00Orpm.

The gearbox is a five-speed David Brown type SA unit, remote mounted, which ERF claims eases clutch mainte nance and replacement and improves axle load distribution. The clutch itself is a twin dry plate design with a diameter of 356mm (14in) The rear axle is an Eaton 18200 two-speed unit. An interesting alternative to the Gardner in the show model is the Dorman 8F V8 engine.

The M-Series Low Profile cab shares the same construction technique with the larger BSeries, namely pre-formed plastic panels over a metal subframe. Setting the engine back ted the "walk-through" capability, with the option of a third seat.

The other M-Series on the stand is a 2503 six-wheeler with a 5m (16ft Sin) wheelbase plated for 24.9 tonnes. A Gardner 6LXB again provides the power, but in this case it is rated at 140kW (188bhp) at 1,850rpm with a maximum torqie of 727Nm (536Ibft)at 1,850rpm with a maximum torque of 727Nm (536Ibft) at 1,100rpm. This is coupled to a six-speed synchromesh ZF S680 gearbox via a 356mm (14in) diameter twin dry plate clutch.

The rear suspension is the ERF non-reactive type, which the company claims will prevent the forward axle rising under braking, with a subsequent loss of adhesion. The M-Series on the stand is a 6x 2 chassis with an Eaton two-speed axle.

The new engines are featured in the B-Series tractive units on the stand, the Cummins E290 in the 42C2 chassis and the Gardner 6LXC in the 34G2. The former has a wheelbase of 3.2m in the chassis frame has permit (10ft 6in) and is plated for tonnes. The Cummins deliverE 216kW (290bhp) at 1,900rprr with a maximum torque al 1,260Nm (930Ibft) a' 1,300rpm. A Dana Spicer twir dry plate clutch, Fuller RTC 9509C constant-mesh gearbo) and a Kirkstall rear axle corn plete the drive line.

The Cummins-enginec model features the sleepel variant of the SP cab in contras' to the 34G2 Gardner engin( which produces 150kV), (201 bhp) at 1,920rpm — a 3.E per cent speed increase over thE 6LXB. Maximum torque 796Nm (5,871131t) a 1,00Orpm.

The 3402 has a 2.9m (9fi 10in) wheelbase and is platec for 34 tonnes gcw. As with thE M-Series six-wheeler, a ZF six. speed gearbox is fitted, but in this case it is a constant-mesh design — the AK6-90.

Last but not least on the ERF stand is a Rolls-Royce powered B-Series eight-wheeler with a 5.89m (19ft 4in) wheelbase. The particular Eagle variant the 265 (not the 265L) which produces 198kW (265bhp) al 2,10Orpm.

Plated for 31 tonnes, the 31R4 is equipped with a Dana Spicer twin-plate clutch and a nine-speed Fuller constant mesh gearbox. As with the M. Series six-wheeler, the ERF non-reactive bogie is fitted complete with Kirkstall axles.