• Home
• Used vehicles
• Product news
• Dealer news
• Compliance
• Buying advice
• Archive

New contender ir double-deck battle

WITH ONLY a few months to run before the end of its exclusive contract for the supply of bus chassis to the British market with MetroCammell Weyman, Scania Bussar in Sweden is busy with plans to hold on to the share of the British bus market won by the Metro-Scania singleJecker bus and the Metropolitan double-decker. These models were based on the Jriderframe and mechanical -tinning units of the Scania 3R111 city bus, which has now 3een superseded by the BR112.

I recently had the oppor:unity to visit Sweden to test irive a CR112 prototype and Scania's new coach chassis he BR116. The CR112 is a com31etely Scania-built bus with -unning units similar to those Above T,affic levels in Sweden are generally lowei than in England and 12-metre city buses present no problems 4then IMITIO0U1/17fly.

Left: The ango.ar Imes of the CR112 resemble Germ,,,I1 Vo% designs in some resp IS.

that would be used on a new Scania double-decker in Britain.

The CR112 is the only complete bus now built by Scania Bussar and is intended only for the Swedish market. It is highly equipped, fairly heavy and very powerful.

The angular body is not unlike the German VoV design and features detachable panels along the body sides which are spring-loaded to withstand minor impacts and are easily replaceable, an important feature with a steel body shell. The window side pillars are designed to bear the bus's weight in the case of a roll-over accident.

The engine is encapsulated in a steel shell and noise levels are remarkably low. From the inside the engine is barely audible and from the outside the noise level is less than that of many private cars.

The bus I tested had already seen service in Stockholm with themunicipal bus company and was well run-in. It was a 48-seat 12-metre (40ft) bus with three single folding doors, one at the front, one at the centre and one at the rear.

The test bus was fully laden with a test load of water bottles. Vehicle weight was 15.14 tonnes (14.9 tons), 5.42 tonnes (5.33 tons) front axle and 9.72 tonnes (9.56 tons) rear axle. It was powered by the Scania DS116-cylinder 11-litre turbo-charged engine developing 184kW (250dhp) at 2,200rpm. The torque at 1,300rpm was 995Nm (733.81Ib ft). The bus is also available with a naturally aspirated version of the same engine, which would be more likely to be used in a British double-decker application.

The gearbox was the new Scania GAV762 fully automatic four-stage gearbox containing a front single and a rear double planetary gear, a torque converter and five hydraulic plate clutches, and angle drive with helical bevel gears.

The ratios are: 1st gear, 8.20 to 1, 2nd gear, 5.10 to 1, 3rd gear, 1.35 to land 4th, 1.02 to 1. The rear axle ratio on thetest bus was 3.73 to 1.

The CR112 is also available with the Voith D851 transmission.

I drove the bus in a hilly route in Sodertalje, a fairly hilly industrial town near Stockholm, on a suburban Stockholm bus route and a stretch of country of about 80 miles between Sodertalje and Katrineholm.

After getting accustomed to driving on the test, I found the bus easy to drive in all conditions. The gear selector control was a three-position dial and the brakes were light and not too abrupt. The wheelbase on the Swedish bus was long — 6.95 metres (22.8ft), but I experienced no difficulty in driving the vehicle.

Traffic in Sweden is generally lighter than in England and therefore 12m (40ft) city buses and larger artic buses cause no problems. The bus pulled well on the hilly Sodertalje test route and returned an average fuel consumption of 52.81it/100km (5.35mpg) on six laps of a 5km (3.11-mile) test route observing 50per cent of the busstops. On the flatter Stockholm route, a consumption of 37.61it/100km (7.5mpg) was returned.

On the road between Sodertalje and Katrineholm, the fuel consumption on a twisty country road section of 79.7km (49.5 miles) was 30.181it/100km (9.36mpg).

Acceleration times from the CR112 were good; the bus achieved 0-20km/h (12.47mph) in 5 secs, 0-40km/h (24.88mph) in 11 secs, 0-60km/h (37.32mph) in 22 secs and 0-80km/h (49.76mph) in 41 secs.

Maximum speeds in gears are 26km/h (16.17mph) in 1st, 47km/h (29mph) in second and 80krn/h (50mph) in third. Estimated maximum speed is 111km/h (70mph).

I found the steering on the CR112 very light and the passenger ride good but possibly a little soft as a basis fora double-decker. The CR112 is a natural and a very worthy successor to the highly successful CR111 city bus and as such the BR112 chassis could provide an improved and quieter four-speed successor to the Metropolitan doubledecker, with or without MCW bodywork.

Scania Bussar assured me that the chassis price makes the Scania a price-competitive contender in the British doubledeck bus battle. It is also looking at the prospect of adapting the chassisto become the basis for a pusher attic bus for the European market.

I was able to take Scania's latest coach, the BR116 on a long intercity drive in the Swedish countryside. The BR116 is available only as a chassis for bodies from external bodybuilders and has replaced the BR145, which was available as a complete Scaniabodied coach.

The test coach was a 12m (40ft) high-floor coach fitted with a Finnish-built Ajokki 6000 body fitted with 52 reclining seats. The body was to Swedish specifications, which include double glazing as standard equipment.

The BR116 is powered by a Scania DS11 engine mounted lengthways at the rear and developing 206kW (280bhp), coupled with a Scania fivespeed manual gear-box with synchromesh on the four highest gears. A fully automatic gearbox and a non turbocharged engine are available as an option.

The Scania test coach was fitted with self-levelling air suspension, although Scania does offer a leaf spring option. The Ajokki body fitted was fully carpeted and the specification included windows glued to the body work, crash protection for the driver afforded by a specially designed member below the windscreen and a re inforced front bumper.

Seat belts were fitted to the driver's seat, the front row of passenger seats and the centre back passenger seat. The driver's seat itself was fitted with electric heating, a neck support and spring suspension, although this was locked down during the test. The body interior heating and ventilating was more powerful than is normal in Britain.

I took the coach for a 297.5km (184.9 mile) journey starting from the Scania Bussar plant at Katrineholm on a selection of main roads and motorways. The coach was fully laden and weighed 15.96 tonnes (15.7 tons). The front axle weight was 5.825 tonnes (5.7 tons) and the rear axle weight was 10.135tonnes (9.9 tons).

I was surprised how quickly I was able to get used to driving the left hand-drive coach. The gearchange was light and the gears easy to find. The powerassisted steering was particularly light and, for me, lacked feel for the road.

The test route took me first on a fairly narrow and twisting route from Katrineholm to Skollersta through Ormon, Boresberg to the town of Linkoping, where we joined the main east-west route to Stockholm. The weather was by that time showery and windy and the road alternated between motorway and fast main road.

The powerful and torquey characteristics of the engine allowed a high average speed to be maintained. Fuel consumption was a little high by U.K. standards but reasonable for a vehicle of this power. It varied from 28.611t/100km (9.88mpg) on the country roads to 28.25Iit/km (10mpg) at an average speed of 78.23km/h (48.62mph) on the main road to a low of 38.121it/100km (7.41mpg). On a 25.3km (15.72 miles) stretch of motorway at an average speed of 104.5km/h (64.96mph) was obtained.

Noise levels inside the coach were low, although the powerful exhaust note was noticeable. Passengers at the rear of the coach would notice about the same amount of noise as those sitting over the engine on a comparable British midengined coach.

The ride from the Scania, with full air suspension and double-acting telescopic shock absorbers, was very good and although the coach rolled noticeably while cornering, the roll was not excessive. Personally I dislike the soft ride characteristics of air suspension on long-distance vehicles, although undoubtedly many people will disagree. ThE BR116 is also available with leaf-spring suspension.

Brakes on the coach were positive and allowed the vehicle to be driven with confidence. An exhaust brake was fitted and operated by e button under the driver's lefi foot. This brake waf. surprisingly effective although on occasions the button stuck down and stalled the coach': engine.

Summarising I found both vehicles advanced, comfortable and powerful and with E great deal to offer. Whethei they will make an impression or the British market will depenc to a large extent on price anc the attitude of British bodybuilders, but on paper at leasi the Scania must still bE regarded as a contender for thE British double-deck market anc the BR116 could provide British operators with a high specifica tion vehicle to pit agains. increased competition frorr operators within Europe.

19

olkswagen GB Ltd., Volksagen House, Brighton

oad, Purley, Surrey _ AKING its British debut at irmingharn is the latest in the T range from Volkswagen, hich takes the company into he 3.5-tonne-plus category for he first time.

The new LT 45 is on display in two forms — a chassis cab itted with a dropside body by .PEM Trailers Ltd and a longwheelbase high-roof panel van. With a gross weight of 4.5 tonnes, the LT 45 has a maximum payload/body allowance of 2.9 tonnes (2 tons 17 cwt).

The main changes made to he LT to cope with the in;Teased weight are a new solid )eam axle with semi-elliptic ;prings in place of the indepenlent coil spring suspension ised on the smaller LT models ind the fitment of a new five;peed gearbox as standard )quipment. The chassis and rear ;uspension have also been itrengthened.

The power unit for the LT45 nitially remains as the 2.0-litre 122cuin) petrol engine deveDped from the Audi 100. It levelops 56k)/V (75bhp). A new !.4-litre (146cuin) six-cylinder liesel engine — Volkswagen's irst-ever•six — which also pro uces 75bhp is available for the ast of Europe but will not be roduced at present for right and-drive models.

322

DAF Trucks (GB) Ltd, Thames Industrial Estate, Fieldhouse Lane, Marlow, Bucks THIS YEAR sees the 50th anniversary of DAF Trucks and the company is marking the occasion with its biggest-ever display in the UK.

• Exhibited for the first time at Tipcon '78, the FAT 2305 DHRE 6X4 tipper is plated for 24 tons and has a 4.55m (14ft 11 in) wheelbase. The DHRE engine is fitted, which is a heavier version of the DHR from which it was developed. It develops 156kVV (209bhp) at 2,40Orpm.

The improved power output means that the DAF 6 x 4 can comply with C and U Regulations for hydraulically driven concrete mixers by the installation of a front-end-mounted pto.

Making its first show appearance in the UK is the newlylaunched FAD 2305 DHU 8 X 4 tipper which DAF claims has been designed and built specifically for the British market. On show in 5.65m (18ft 6in) wheelbase form, the eightwheeler features the same DHU 8.25-litre (503cuin) six-cylinder turbocharged and chargecooled engine which is used in the 2300 tractive unit.

Developing 172 kW (230bhp) and 775Nm (572Ibft) torque, the engine is coupled to a nine-speed synchromesh gearbox, the 5S-90 via a 380mm (1 Sin) diameter single dry plate clutch. The ZF synchro box replaces the Fuller constant-mesh unit of the previous DAF eight-wheeler. With its standard axle ratio of 5,14 to 1 the eight-wheeler has a maximum road speed of 89km /h (56mph) coupled to a hill restart capability on a 1 in 4.5 gradient. The kerb weight is 8.25 tonnes (8 tons 2 cwt). At the rear, the DAF 2255T double-drive bogie is fitted with a lockable third diff as standard.

During 1978 — the fifth year of operation for DAF Trucks (GB) Ltd — the company sold its 5,000th truck. This was an FT 2300 DHU tractive unit for Total Oil (Great Britain) Ltd. On the DAF stand is a similar unit powered by the same turbocharged and charge-cooled 8.25-litre (503cuin) engine as the latest eight-wheeler. Again rated at 172kW (230bhp), it drives through a ZF nine-speed constant-mesh gearbox. It is exhibited in sleeper cab form with the long wheelbase option of 3.25m (10ft Bin).

The 8.25-litre engine is again featured in the lightweight FT 2100 tractive unit, again turbocharged but not chargecooled. In this form it produces 151kW (202bhp) at 2,400rpm and 670Nm (495Ibft) torque at 1,600rpm. Twelve speeds are provided by means of a ZF sixspeed constant-mesh gearbox with a splitter. The 2100 is aimed at the 28/30-ton gcw market.

Top of the DAF range is the 2800-Series tractive unit which is at the NEC with the DKS engine option fitted. This is a turbocharged and charge-cooled unit of 11.6 litres (708cuin) capacity which delivers 229kW (307bhp) at 2,200rpm and 1,160Nm (855Ibft) torque at 1,450 rpm. This drives through a 419mm (161/2in) diameter single dry plate clutch and a thirteen-speed constant-mesh 'Fuller gearbox. Plated for 51 tons gross, the 2800 DKS is shown in sleeper-cab form.

DAF's 16-ton contender is the FA 2105 DH. This chassis features a ZF six-speed synchromesh gearbox — the first time a synchromesh box has been offered as standard on a DAF Trucks vehicle.

The ubiquitous 8.25-litre engine crops up again in this DAF in naturally aspirated form, developing 116kW (156bhp) with a maximum torque of 504Nm (372Ibft). FIVE chassis from Scania — four tractive units and a rigid — can be seen on the Scania (Great Britain) Ltd stand.

The centrepiece of the display is an LB 141 HS 4x2 tractive unit which is of special importance on two counts. It is the first time the 141 series has been exhibited in the UK since its announcement last year and this particular chassis is the 10,000th Scania to be imported into the UK.

The engine is the DS 14 turbocharged V8 which produces 276kW (370bhp) at 2,000rpm, from a capacity of 14 litres (854cuin). This !Dower unit was developed as a speed /high torque engine, illustrated by the maximum to que of 1,480Nm (1,090Ibft) 1,300rpm. This drives throug a twin dry plate clutch to Scania GR 860 10-spee synchromesh range-chanc, gearbox and on to a Scan R750 spiral-bevel singll reduction rear axle.

This 10,000th Scania has wheelbase of 3.4m (11ft 2ir and a sleeper cab. It is plated fc 62 tons gcw.

The turbocharged V8 is als featured on the heaviest Scani currently available in the WE the LBT 141 HS 6x4 tractiv

unit which is designed for 120 tons gross The gearbox and clutch are also similar to those of the 4x2 model.

The show chassis is fitted with the optional parabolic springs and shock absorbers on both front and rear axles. Again fitted with a sleeper cab, the 6x4 model has a wheelbase of 3.4m (lift 2in) which is the inner axle spread by the Scania definition.

Moving down the weight range, we come to the LB 111 HS 4x2 tractive unit. This has a standard driveline but with the addition of optional equipment which, Scania claims, increases the potential as a long-distance haulage unit designed for maximum utilisation.

The engine is the turbocharged DS 11 which, as the. type number indicates, has a capacity of 11 litres (671cuin), This in-line six-cylinder design produces 205kVV (275bhp) and 1,120Nm (820Ibft) torque. This drives through the optional twin plate heavy-duty clutch to the GR 860 1G-speed synchromesh gearbox.

The rear axle is a single reduction desIgn fitted with the standard 4.13 ratio and pneumatically operated diff lock. The

show chassis is fitted with the optional parabolic springs and shock absorbers front and rear.

Again shown in sleeper cab form, the 111 has a wheelbase of 3.4m (11ft 2in).

The final tractive unit is an LB81, which features the optional Allison MT 650 five-speed automatic gearbox. Power is provided by -the Scania DS8 litre (476cuin) turbocharged engine which produces 153kW

and 695Nm (513lbft)

torque.

The chassis has front and rear spring parking brakes and twin 200-litre (44ga1) fuel tanks as standard equipment. The cab seating has optional detachable ' seat backs to both driver and passenger seats. These may be clipped to the engine tunnel to provide a cross-cab upholstered bunk for occasional rest periods.

The naturally aspirated version of the 7.8-litre engine is featured in the LB81 two-axle rigid plated for 1 6 tons. In this .form it produces 120kW (1.91 bhp) and 515Nm (380Ibft) torque.

A 419mm (16.5in) single dry plate clutch transmits the drive to a Scania G760 five-speed synchromesh gearbox and single-reduction spiral-bevel axle.

The 5.4m (17ft 9in) chassis is fitted with a single 200 litre (44ga1) fuel tank and an optional exhaust brake and suspension seat.

328

White Truck Concessionaires Ltd. Station Road, Coleshill, Birmingham ON THE stand of White Truck Concessionaires for the first time at a British exhibition is the Road Commander 4x2 tractive unit. Plated for 40 tons gcw, it has a relatively long wheelbase of 3.94m (12ft 11 in) compared with European vehicles.

The power unit is again unusual, in the form of a 3406 Caterpillar engine which produces 240kW (325bhp) at 2,100rpm and no less than 1,376Nm (1,0151bft) torque at 1,200rpm. A Fuller RTO 9509B nine-speed constant-mesh gearbox and Eaton 26241 rear axle with diff lock are featured.

The cab tilts to 70 deg with the aid of an air/hydraulic system which is push-button con

trolled. continued overleaf

THE Z-range from Fiat introduced earlier this year is on show in both versions currently available. The non-hgv 7.5tonne 75 F10 is in high roof integral van form, with a wheelbase of 3.6m (lilt 10in). It features the in-line four-cylinder Fiat diesel engine which produces 71kW (95bhp) from a capacity of 4.5 litres (274cuin). This engine is also on the stand in the lighter version of the Z-range, the 55 F10 plated at 5.7 tonnes gross, which can be seen in 3.6m (11ft 10in) chassis cab form.

In the 10to 16-ton range of two-axle rigids, Fiat has two examples on show. The smaller 130NC has a wheelbase of 4.8m (15ft 91n) and is plated for 12.6 tonnes gross. Ithaca 7.3litre (445cuin) six-cylinder diesel engine, naturally aspirated as with all Fiats, which produces 104kW (140bhp) at 2,600rpm with a maximum torque of 490Nm (362Ibft) at 1,400rpm. A fivespeed gearbox and a two-speed axle are featured. The 130 is also available as the 130NR for use at 12.8 tons solo or 22.6 tons as a drawbar outfit.

The 16-ton rigid, the 159 NC 17 has a wheelbase of 5.5m (18ft). This particular model has an in-line six-cylinder naturally aspirated diesel engine with a capacity of 8.1 litres (494cuin). For the 159, this produces 125kW (168bhp) at 2,600rpm with 500Nm (3691bft) torque at 1,400rpm. A five-speed ZF gearbox is fitted.

Three Fiat tractive units are at Birmingham, a 684T and two examples of the top-weight 170-Series. The former is plated for 32 tons gcw and is powered by a 10.2-litre (628cuin) sixcylinder engine with a power output of 146kW (196bhp). Fiat's own ten-speed splitter gearbox is featured. In contrast to the 170 range, the 684 retains the earlier non-tilt Fiat day cab.

Both the 170 tractive units can be seen fitted with the restyled IVECO cab, which invites comparison with those on the Magirus Deutz stand. It is the first time that this cab has been on show in the UK. It features contoured front edges and a wedge-shaped roof to reduce wind drag. The Fiat and IVECO badges have been moved down to the new horizontally barred grille to leave the front panel clear for sign-writing.

The gear lever is mounted to the cab floor and not the chassis, with a telescopic tube to the gearbox to allow for tilting of the cab.

The 170 NT 26 has a 3.1m (10ft 2in) wheelbase and is powered by an in-line sixcylinder engine which produces 179kW (240bhp) at 2,200rpm. The NEC is also the first showing of this model with a Fuller BTO 9513 13-speed constant-mesh gearbox in place of the existing Fiat eight-speed synchromesh unit. The adoption of this gearbox with its 12.5 to 1 bottom gear gives the 126 a gradeability of better than 1 in 4 from a rolling start.

At the very top of the Fiat range is the V8-engined 170 NT 35. Again, this is fitted with the 13-speed Fuller box, but in contrast to the 26, this box has been standard equipment on this particular Fiat since its introduction in 1975. Shown in its standard sleepe cab form with a 3.5m (lift 6in wheelbase, the NT 35 has ar available power of 242kV) (325bhp) which is produced a 2,400rpm. The maximur torque of this 17-litr (1,037cuin) naturally aspirate.

eight-cylinder engine i 1,130Nm (832Ibft) which i developed at 1,200rpm.

On the Continent, IVECi rationalisation has introduce dual-chamber wedge brakes However, Fiat's talks wit British operators have indicate that single-cam brakes wer preferred in the UK. Thus, fc this market, the Fiat 170 model continue to have cam-expande brakes — 419mm (161/2ir diameter, and 140mm (51/2ir wide at the front and 180mr (7in) wide at the back.

The 26 has a kerb weight c 6.75 tonnes(6 tons 13cwt) wit 7.04 tonnes (6 tons 19cwt) ft the top-weight 35 unit. A important point to rememb( with Fiat is that the kerb weigh. include a full tank of fuel as WE as tools, spare wheel and ca rier.

331

Fodens Ltd, Elworth Work: Sandbach, Cheshire THE major item of interest o the Foden stand is the inclu sic of a lightweight cab alongsic the already introduced Flee master models. The new cab fitted to a new short wheelbaf. Fleetmaster tractive unit and t1 eight-wheeler Haulmast( model.

Fodens claim goo accessibility, high standards comfort, safety, light weight ar reliability as the main features' this n composite cab. It structure incorporates a tubular steel spaceframe totally bonded and encapsulated into a one piece grp outer shell. Fodens claim that the total tube length bonding of the frame into the grp will achieve the best possible stress distribution, while at the same time inhibiting corrosion.

In the lower-stress areas of the back and roof of the cab, the bonded tubular reinforcement members are made from a process called "pultrusion".

According to Foden, this material has 80 per cent the strength of steel but only 25 per cent of the weight.

A departure for Fodens is the inclusion of aluminium doors in the cab specification, while the front bumper is aluminium with polyurethane flexible end sections as a further weight-saver.

The tractive unit with the new cab is powered by the recently introduced Gardner 6LXC pro ducing 4500/V (201 bhp) at 1,92Orpm This drives through

a Lipe Rollvvay twin dry plate.

clutch to a Foden eight-speed gearbox. An interesting depar ture from former Foden practice is that a Fuller constant-mesh gearbox is offered with the Cummins or Rolls-Royce, engined variants.

A Rockwell R170 rear axle is fitted which, with the 4.875 to 1 ratio, gives a maximum geared road speed of 98km /h (61mph). Fodens claim a kerb

weight of 6.38 tonnes (6 tons 6cwt)icomplete with fifth-wheel and fully fuelled.

The other show model to feature the new cab is the Haulmaster eight-wheeler which provides for a body length of 6.8m (22ft 4in). Again the Gardner 6LXC provides the power but, in contrast to the tractive unit, the worm-drive axles are retained. A Foden gearbox and Lipe Rollway clutch complete the drive-line. The wheelbase is 6.5m (21ft 4in), which is the outer axle spread of the Foden definition.

A Formula E290 Cummins engine provides the power for the left-hand-drive Fleetmaster tractive unit on show in 3.43m (lift 3in) wheelbase form with a sleeper cab which is an all-steel design. Complete with Fuller gearbox and Rockwell R180 11-tonne rear axle, the Fleetmaster weighs 7 26 tonnes (7 tons 3 cwt).

Again in left-hand-drive form, the Super Haulmaster 6x4 tractive unit has a nominal gross weight of 65 tonnes, which can be increased to 85 tonnes for certain operations. Dependent upon engine and transmission options, a gcw of up to 150 tons can be offered. The specification includes a Cummins NTCE 290

engine, Foden clutch and eightspeed gearbox, 20-ton fourspring bogie with twin differential cross-locks.

Complete with a steel sleeper cab, the Super Haulmaster has a kerb weight of 10.6 tonnes (10 tons 9cwit). The Middle East has proved a successful market for Fodens with this particular vehicle.

Continuing the Foden display, the 6x4 Super Haulmaster tipper/ mixer chassis is shown in 4.75m (15ft 7in) wheelbase form with a gvw of 26 tonnes. In the specification are a Cummins E290 engine, Foden-built gearbox and clutch, 20-ton two-spring rear bogie and an all-steel short cab.

This particular Foden, which has a considerable commonality of parts with the 38-tonne rigid and 65-tonne artic, has a kerb weight of 9.15 tonnes (9 tons).

Completing the Foden display is a 24-ton 6x4 gritter/ snowplough which uses the glass fibre S80 Series Foden cab. A 9cum (12 cu yd) Rolba body is fitted which can carry up to 12 tons of salt/grit. An auger in the hopper and the spinner .discharge disc are driven by hydraulic motors taking power from the front end of the engine crankshaft.

The gritter is powered by a 265 Rolls-Royce Eagle.

332

Chrysler UK Ltd, PO Box 46, London Road, Ryton on Densmore, Coventry THE MAIN items of interest on the Dodge stand are the new tandem-drive rigids —one sixwheeler and one eight-wheeler for the 300 Series range. This is the first time that Dodge has had a production four-axle model, although various adaptations have been made in the past to the Dodge 500 six-wheeler.

Both the new models are powered by a Chrysler BS 16 six-cylinder in-line turbocharged diesel with a capacity of 9.35 litres (570cuin). This produces 159kW (213bhp) at 2,200rpm with 824Nm (608Ibft) torque at 1,400rpm and drives through a 380mm (1 Sin) diameter single dry plate clutch to an eight-speed Chrysler synchromesh gear box. This is a range-change unit with an overdrive top gear. The single-speed bogie has 11-tonne-capacity axles, although they are limited to 9 tons for UK operation.

Two wheelbases are available for both six and eightwheeler models. For the six, the show model has a 4.51m (14ft 9in) wheelbase, while the equivalent dimension for the eightwheeler is 5.21m (17ft 1n). The wheelbase options are 5.68 and 6.38m (18ft 8in and 20ft 11 in) respectively.

Both the new Dodges feature the same 60 deg hydraulic tilting cab as on the existing 300-Series tractive unit. The models are designated C2464 and C3084, showing the gvw in tons, followed by the wheel and drive configuration. All carry the 300-Series 12-month unlimited mileage warranty, plus the second 12-month unlimitec mileage cover on the drive-line components.

A third 300-Series model car be seen on the Dodge stand ir the shape of the R3820P 4x2 tractive unit. Plated for 3E tonnes gcw, this is the single.

sleeper cab version of the 300. Series introduced earlier thi!. year. It has a 3.35m (1 Oft 11 in wheelbase and the mechanica specification includes a Chrysle BS-36 six-cylinder turbochargec diesel producing 198k1A (266bhp) at 2,200 rpm and nine-speed constant-mesh Ful ler RTO 9509A gearbox. Thi! gearbox replaces the eight speed synchromesh Chrysle box used on the earlier models.

Moving down the weigh range, there are three example! of the popular 100-Series Corn mando range on the Dodg4 stand. The G20 tractive unit ir the livery of Silent Night Ltd i. the heaviest model in the rang; at 20 tonnes gcw. This has ; wheelbase of 2.54m (8ft 4in) while the power is provided by ; Perkins T6.354 turbochargei six-cylinder engine which de livers 108kVV (14 5bhp) a 2,600rpm. The show model i fitted with the optional six-spee; Chrysler gearbox. Powe steering and tubeless tyres are standard equipment.

In the livery of BRS Rentals Ltd is a G15 4x2 rigid plated for 16 tons gvvv on a 5.79m (19ft) wheelbase. The dropside body is by Vickers Motor Body Co Ltd of Portsmouth. The Perkins T6 354 is again featured, along with the optional six-speed Chrysler gearbox and Eaton two-speed axle.

The non-hgv 7.5-tonne representative from the Dodge stable is the G08 which is exhibited with a boxvan body by Coachwork Conversions of Colne in the livery of National Carriers Ltd.

The naturally aspirated version of the 5.8-litre (354 cuin) Perkins engine is an option for this model and the show chassis is thus equipped. It produces 76kW (102bhp) at 2,800 rpm and is mated to a Chrysler fourspeed gearbox. The wheelbase of this model is 3.46m (lift 4i n).

One item of special interest on the Dodge stand is a battery electric version of the WalkThru. Known as the Silent Karrier, this is one of the latest batch of 55 to be produced at the Dodge plant at Dunstable. In British Airways livery, it has a wheelbase of 3.43m (12ft ii in) and a gross weight of 6;35 tonnes. It has a maximum speed of 64km / h (40mph) and an operating range of 72 to 88km (45 to 55 miles) per charge, depending on the type of operation. Dodge claims an acceleration capability of 0-30mph in 19 seconds. The bodywork is by Rootes of Maidstone

Three further examples of the Dodge 100-Series and a -conventional' Walk-Thru can be seen on various bodybuilders' stands elsewhere at the NEC,

333

Magirus Deutz (GB) Ltd, Road Five, Industrial Estate, Winsford, Cheshire FROM the total of nine chassis on the Magirus Deutz stand, no less than five models are new to this market.

One of the most successful Magirus models in the UK has been the eight-wheeler. This is now available in longer wheelbase form to make it more suitable for haulage operation than the existing chassis, which was aimed at the tipper market. The inner axle spread has been increased from 3 35 to 3.8m (lift to 12ft Sin), giving an increase of 450mm (173/4in).

This increase in wheelbase has allowed a 7.3 to 8.2m (24 to 27ft) body to be fitted, depending on the application, which is an increase of 0 76 to 1.67m (21/2 to 51/2ft) over the existing tipper version. Only one axle ratio (5.64 to 1) is available which, in conjunction with the twelve-speed splitter gearbox as standard, gives the Magirus eight-wheeler a maximum road speed of around 106km /h (66mph). The familiar air-cooled Deutz V8 engine provides the power with 170kW (228bhp) at 2,65Orpm.

Another new market for Magirus as far as the UK .is concontinued overleaf cerned is the 16-ton rigid category. The Magirus contender is the 168M 16FL which is available with a choice of four wheelbases-3.8, 4.4, 5.0 and 5.55m (12ft 6in, 14ft 5in, 16ft 5in and 18ft 2in). The power unit is another first for -Magirus in that it is the first turbocharged Deutz air-cooled engine to be made available in this country.

It is basically a six-cylinder version of the F4L 913 engine as fitted to the lightweight range. From a capacity of 6.13 litres (374cuin) it develops 125kW (168bhp) at 2,650rpm (DIN) with a maximum torque of 470Nm (347Ibft) at between 1,600 and 1,800rpm.

The gearbox is a five-speed synchromesh unit from ZF—the 5S-50 which is coupled to the engine via a 356mm (14in) diameter single dry plate clutch. The front axle is an IVECO type 91 5860 with a design weight of 6.1 tonnes. At the rear, an Eaton. two-speed driving head is used

in an IVECO axle casing.

When operating at the full 16 tons gvw, Magirus claims a gradeability of 1 in 3.5 from a rolling start.

The cab for the new 16-tonner is the new joint IVECO design which can also be seen on two other new models on the Winsford stand, the 256M 19FS and the 320M 19FS tractive units. Both these models are plated for 38 tonnes gcw with a wheelbase of 3.1m (10ft 2in).

Both models are powered by the new 413F range of Deutz engines which, like the current range, are of modular construction sharing, for example, common pistons, con rods and cylinder barrels, With the new engine range, the bore and stroke have both been increased by 5.0mm (0.197in) which has raised the swept volume to 1.6 litres (98cuin) per cylinder. Because the new engine design develops its maximum torque at a lower rpm, it has been possible to reduce the rated speed of the engines by more than 10 per cent to 2,500 rpm.

The standard gearbox in the new tractive units is the Fuller RTO 9513 thirteen-speed constant-mesh unit. Fichtel and Sachs supply the clutch, which is a single plate unit with a diameter of 419mm (161/2in).

The braking system is full air, courtesy of Rockwell with the Stopmaster wedge-type foundation brakes which have a frictional area 37.8 per cent greater than the current Magirus tractive units.

One of the obvious visual differences between the new and the old models is the latest IVECO cab. This is an all-steel design which tilts to 60 deg for engine access.

At the lighter end of the Magirus range are the two-axle rigids which share many components with the equivalent Fiat range via the IVECO link-up. The 90M 5.7FL is a 5.7-tonne-gross rigid shown in its standard wheelbase form of 3.6m (lift 10in) while the heavier non-hgv 7.5-tonne version is shown in its long wheelbase 4.42m (14ft 6in) form. Both are powered by an in-line four-cylinder Deutz air-cooled engine which produces 64kW (87bhp) with a maximum torque of 255Nm (188Ibft). This drives through a single dry plate clutch to a five

speed synchromesh gearbox. All the rigids on the Magirus stand are in chassis cab form.

335

MAN Concessionaires GB Ltd, 361-365 Chiswick High Road, London TWO chassis from the new 240 range head the MAN exhibits. Heading the line-up is a 16.240 FTS 4x2 tractive unit in sleeper cab form plated for 38 tonnes gcw. This is powered by the naturally aspirated MAN D 2566 MF engine which is based on the D2556MXF fitted to the 232 range.

The stroke has been increased from 150 to 155mm (5.91 to 6.102in) with the bore staying the same, resulting in a capacity of 11.4 litres (696cuin).

This larger capacity, together with an increase in compression ratio (now 18 to 1), has resulted in a power output of 177kVV (237bhp) at 2,200 rpm and a maximum torque of 862Nm (636Ibft) at 1,400rpm—both net installed to BS AU141a.

Many parts are common to both the superseded 232 and the 240, including axles, suspension and clutch. The latter is a 420mm (161/2in) single dry plate design which transmits the power to a 7F AK6-90 six-speed constant-mesh gearbox with a splitter givmg 12 forward speeds. The splitter is now standard on all the 240 models.

The most obvious change inside the cab is the replacement of the old steering column gearchange by a floor-mounted lever. The cab tilts to 60 deg for engine access and it is unusual in this weight range in that it does so by means of torsion bars.

The other example of the 240 MAN is in the shape of the 30.240 VFK eight-wheeler. This has a 6.3m (20ft 8in) outer axle spread and is plated for 30 tons gyyv. it shares the same basic engine specification as the 240 tractive unit. The tandemdrive bogie has two MAN 11tonne drive axles with hub reduction.

Concluding the MAN display is the 44-tonne MAN 280 tractive unit. Again in sleeper-cab form the 280 is powered by a turbocharged 11-litre (671cuin) engine which produces 218kW (292bhp) gross at 2,200rpm with a maximum torque of 1,030Nm (7601bft) at 1,500

rpm. Power is transmitted to the MAN hub-reduction rear axle through a 420mm (161/2in) clutch and a thirteen-speed Fuller RTO 9153 gearbox. With a wheelbase of 3.1m (10ft 2in), the 280 weighs 6.2 tonnes (6tons 2cwt).

339

Renault Trucks and Buses UK Ltd, Ashburton Road East, Trafford Park, Manchester THE FOCAL point of the combined Berliet and Saviem stand is provided by the Berliet TR 305, a 40-tonnes-gross tractive unit which is being introduced to the UK market. With a sleeper cab as standard and a wheelbase of 3.3m (10ft 10in), the 305 has a kerb weight of around 6.5 tons without fifth-wheel.

The power is provided by a development of the 12-litre (732cu1n) six-cylinder turbo charged engine fitted to the TR 280 Berliet. For use in the 305, cooling of the inlet charge is featured by means of an air-toair system. In this form it develops 22kW (298bhp) at 1,900 rpm with a maximum torque of 1,225Nm (924Ibft) at 1,30Orpm.

This drives through a Dana Spicer 294mm (151/2in)

diameter twin dry plate clutch to a nine-speed Fuller constantmesh gearbox.

The cab (which is the same unit as fitted to the Ford Transcontinental) tilts hydraulically to 70deg for engine access. This 305 model will be sold alongside the TR280, and will not replace it. Since the last show at Earl's Court, the power output of the 280 has been raised from 180 to 198kW (242 to 266bhp) by means of a change in turbocharger specification. The crankshaft spec has also been improved to take into account the higher performance. Maximum torque is 1,150Nm (846Ibft) at 1,300rpm. In contrast to the 305, this particular Berliet uses a nine-speed ZF gearbox.

The third Renault tractive unit for 32-tons UK operation is the Saviem SM36-280, which is exhibited in sleeper cab form.

This is powered by a turbocharged MAN engine which produces 180kVV (242bhp) at 2,20Orpm.

Detail changes to the 280 include a move to a floor mounted gear lever, although the original steering column layout is still optional, and the relocation of the cooling system header tank behind the cab. All daily checks can now be carried out without tilting the cab.

The Saviem J-range is well represented at Birmingham with three chassis on display. These models are the result of the "Club of Four" co-operation between DAF, Magirus Deutz, Volvo and Saviem. The JN 90 and J P11 plated for nine and 11 tons respectively are both powered by a 5.5-litre (335cuin) six, cylinder engine which produces 97kW (130bhp). The 90 ha i a wheelbase of 3.85m (12ft8in with 4.6m (15ft 1in) for the JP11.

For 13-ton-gross operation, the JP13C is shown in 4.6m (15ft lin) wheelbase form powered by a turbocharged version

of the 5.5-litre engine. In this form, it develops 114kW (153bhp) at 2,900rpm.

Concluding the Renault exhibition is an example of the four-wheel-drive TP3 crosscountry vehicle which is shown in chassis-cab form.

340

Shelvoke and Drewry Ltd, Special Purpose Vehicle Division, Letchworth, Herts SEVEN vehicles from the Special Purpose Vehicle Division are displayed on the SD stand including the narrow access PN /PNL model. This has a maximum width of 2.0m (6ft 8in) and a gvw of 11.5 tons. It features a naturally aspirated Perkins 6.354.4 engine and a Turner gearbox. The show vehicle is in chassis-cab form with a wheelbase of 3.6m (lift 9in).

The 4x4 airfield crash/ rescue tender has an all-up weight of 27 torts and is propelled by 320kW (430bhp) provided by a turbocharged 8V92T Detroit Diesel engine which is mounted at the rear of the chassis driving through an Allison HT 750 transmission. It has a wheelbase of 4.42m (14ft 6in).

Leyland power is used for the 4x2 tanker for Air-BP. Designed as an aircraft refueller, it can operate at up to 70 tons with a drawbar trailer. As well as providing the 680 engine, Leyland also supplies the axles for this 5.8m (19ft) wheelbase • machine. As it is intended only for use at airfields, it has a maximum speed of only 19km /h (12mph).

Sharing the same style of SD cab as the PN/PNL Series but this time in the full-width version is the SPV VVX water tender. This is shown with firefighting equipment by Cheshire Fire Engineering. A Perkins V8.540 engine and Allison MT 643 gearbox are featured.

Still on the fire-fighting scene, the WY chassis is shown complete with crew cab and Metz ladder equipment. This model is another to use the V8.540/Allison drive-line.

342

Volvo Trucks (Great Britain) Ltd, Staines Road, Bedfont, Feltham, Middlesex Not surprisingly, the main attraction on the Volvo stand is the new F7 which was introduced two weeks ago as the replacement for the longserving F86 range. Note that the official name of the UK concessionaires is now Volvo Trucks (Great Britain) Ltd, replacing the old Ailsa Trucks.

The F7 tractive unit is on show in sleeper cab form on a 3.2m (1 Oft 6in) wheelbase. The cab design is based on the original "Club of Four" cab built as a result of the co-operation between Saviem, Magirus Deutz, DAF and of course Volvo.

The engine is the TD 70F unit which is a turbocharged sixcylinder derived for the TD 70E of the F86. Sharing the same 6.7-litre (409cuin) capacity, the F-rated version features airto-air charge cooling in which form it develops 162kW (217bhp) at 2,400rpm net in stalled to BS AU 141a, A twin plate clutch with a diameter of 356mm (14in) transmits the drive to an eight-speed range-changi synchromesh gearbox. Thi: R52 gearbox has been modifie( from the F86 R51 unit by, fo example, the use of steel instea( of bronze for the synchro cones The F-engined variant is plate( for 36 tonnes gcw.

The other F7 on the stand is i 6x4 model plated for 24 tons a: a rigid or 32 tons gtw. Fitte( with the standard day cab, it ha: a wheelbase of 3.6m (lift 10in which is equivalent to the inne axle spread by the Volvo defini 'tion, Although the power unit basically the same as that fitte( to the tractive unit, charge cooling is not employed. It standard turbocharged form this TD 70G engine produce: 150kW (202bhp) at 2,200rpm The F7 6x4 in 3.6m wheelbase form has a chassis cab weight o 7.22 tonnes (7tons 2cwt).

Moving up the range, the Volvo F10 4x2 tractive unit plated for 42 tons gross. It shown in sleeper cab form will a wheelbase of 3.2m (1 Oft 6in) Power is provided by a tut bocharged Volvo TD 100B en gine of 9.6 litres (586cuin) capacity, which produces 270kW (278bhp) at 2,200rpm. This unit has a maximum torque output of 1,000Nrri ,(745Ibft). The R62 eight-speed rangechange gearbox is used in conjunction with a splitter, giving 16 forward speeds. A twin dry plate clutch with a diameter of 356mm (14in) is specified.

The F10 has a kerb weight of 7.04 tonnes (6 tons 18 cwt) complete with fifth wheel. For the suspension, parabolic leaf springs are used, shacklemounted at the front and slipper-mounted at the rear.

Completing the Volvo truck range is an example of the topweight F12 model. In 6x4 form, this is plated for 50 tons gross with a wheelbase of 4.0m (13ft In).

As the vehicle type number indicates, this is fitted with the 12-litre (732cuin) Volvo TD 120C engine which produces 243kW (326bhp) at 2,000rpm, with a maximum torque of

1,320Nm (985Ibft) at 1,300rpm. The Fl 2 shares the same 16-speed gearbox as the lighter F10. At the rear, the tandem drive hub-reduction axles feature both cross-axle and inter-axle diff locks..

An interesting feature of the F12 on display is the cab, which is sectioned to illustrate the safety construction necessary to conform to the stringent _ Swedish impact regulations.

FOR the first time at a UK show, the Bedford display includes a chassis from the parent company's range—a GMC Brigadier six-wheel tipper chassis rated at 26 tonnes gvw. This 6x4 bonnetted vehicle is powered by a 6.9-litre (420cuin) Detroit Diesel 6-71 turbocharged engine which develops 194kW (260bhp). Although this is a two-stroke engine, it is an in-line six-cylinder, as distinct from the Vee engines from Detroit Diesel used in the TM range.

The driveline incorporates an Allison MT 654D automatic gearbox with five forward speeds, coupled to a two-speed Fuller AT 1202 auxiliary gearbox. The tandem-drive rear bogie is the Eaton 44DP spiralbevel type with planetary reduction and with an inter-axle diff lock and NoSpin differentials.

There are no less than seven TM variants on the Bedford stand, including a tractive unit fitted with the Cummins E290 engine, which is now offered as an alternative to the Detroit Diesel 8V-71 two-stroke engine for the UK version of the 38-ton machine.

Because of the lack of a suitable ratio, the SOMA rear axle has been replaced by a Rockwell R180 hypoid single-reduction design, although the Spicer 10speed splitter box and Lipe Rollway twin-plate clutch are retained.

An item of special interest on the Bedford stand is a TM-based ,'concept vehicle", the product of an engineering exercise from the company's design studio. Known officially as the "Long Haul-, it is based on the current TM4200 six-wheeled tractive unit.

Great attention has been paid to ways ot reducing aerodynamic drag, including a raised cab rool which incorporates a patented adjustable air deflector. When the tractive unit is running solo or hauling a low platform trailer, the deflector is retracted flush with the roof. With a high load or a box van, it can be raised hydraulically to the appropriate angle to deflect the air stream over the top of the trailer.

Other aerodynamic features of the Long Haul include an air dam below the front bumper and hinged side deflectors which fill the gap between the cab and trailer up to the height of the cab roof. Spring-loaded to stay flush against the trailer sides, the deflectors have rubber trailing edges to allow for sharp turns. Faired-in panniers run the full length of the TM's sides and extensions to the wheel-arch covers are aimed at reducing the spray from tye wheels in wet road conditions.

One of the aims as far as thE inside of the cab was concernec was to make the driver as selfsufficient as possible for the ful length of a cross-continenta haul. The equipment includes e fridge-freezer, microwave over and 24V diesel-powerec auxiliary generator.

The power for the Long-Hau TM, as for the standard TM 4200, is provided by a Detroit Diesel 8V-71 engine producing 220kW (296bhp).

The newest addition to the TM model range, the TM4-4, is a four-wheel drive 16-tonne chassis due for production next year. The Ministry of Defence as placed a £40m order for the :ruck, which will also be available in civilian form. The 4-4 is Dowered by a turbocharged ver3ion of the in-line six-cylinder 3edford 500 engine which proluces 150kW (202bhp) for this application. In contrast to the Detroit Diesel engines, this 3edford-built unit is a fouritrOke. It drives through a six;peed synchromesh gearbox Ind two-speed transfer box to lub reduction front and rear iriving axles.

Detroit •Diesel power again eatures in the TM 4200 6x4 ractive unit, which is shown vith the full-width sleeper -Fr :ab. This is the three millionth 3edford truck to be built.

The 8V-71 engine produces 2010/11 (297bhp) at 2,100rpm or this 3.96m (13ft) wheelbase nodel. This compares with the 161kW (216bhp) of the 6V-71 !ngine featured in the TM 3250 ractive unit plated for the 32on UK operation.

The 6V-71 is also used in the -M2600 6x2 rigid, which is )Iated for 26 tonnes gvw as ndicated by the type number. It has a 5.1m (16ft 8in) wheelbase Ind is shown in chassis cab Orin.

Bedford is exhibiting two diferent versions on the 16-ton igid theme. The TM1700 and he TK 1260 share the same lower unit, the 500 engine which develops 112kVV (151bhp) at2,500rpm. The TK has a wheelbase of 5.28m (17ft 4in), while the TM has an extended wheelbase of 5.6m (18ft 4in) to allow for a 7 3rn (24ft) body to be fitted.

A lower-powered version of Bedford's 500 engine is fitted to the TK 1260 chassis cab. For this application it produces 94kW (126bhp) at 2,650rpm. This TK has a wheelbase of 4.25m (13ft 11 in).

The TK display is completed by a 2.92m (9ft 7in) wheelbase TK570 shown with a Besco dropside body and a TK 860 in chassis cab form