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Chassis makers rise to the challenge

Significant new UK heavies make their debut at Earls Court.

Newcomers in the lighter classes too

AEC, British Leyland truck and bus division, Leyland, Preston, Lancs

66 AEC LTD

Although stand 66 goes under the name of AEC all the models on display bear the Leyland name on the Southall-built Marathons.

Announced in August 1973, this is the first appearance at Earls Court for the Marathon the top-weight model of the Leyland range and three variants can be seen on the stand. All are in 4x2 configuration and are powered by the AEC developed TL 12 engine which produces 210kW (281 bhp) gross to BS AU 141a from its turbocharged 12.46 litres (761 cu in) capacity. The standard cab tractor model, the MTL 38.28F with a wheelbase of 3.12m (10ft 3in) is shown alongside a sleeper cab drawbar version in LHD form with a 6.0m (19ft 8in) wheelbase. The third Marathon is an LHD tractive unit with a sleeper cab.

The Marathon's cab dimensions are such that it is possible to couple up to a 40ft trailer and still keep within the maximum 15 m (49ft 2.6 in) overall length. The small diameter steering wheel is an interesting feature of this range. The TL12 engine is matched to a Lipe Rollway clutch and driver through a Fuller RTO 9509A gearbox. The suspension uses lightweight taper-leaf springs which are long and supple, and are claimed to cope with bumps more effectively than more conventional sem i-ell iptics. Ailsa Trucks Ltd, StationHouse, Stamford New Road, Altrincham, Cheshire.

Three vehicles fill this stand: an Alexander-bodied Ailsa double-decker and two Volvo B58 coach chassis, one with Duple and one with Plaxton luxury coachwork.

Since its debut at the Scottish Show last year, the Ailsa double-decker has been the subject of considerable development work (see exclusive feature in CM, September 6) and the company now seems certain of major orders for it. Its front-engine approach has not so far encountered major snags and minor modifications have improved access to the driving cab, a crucial area for the vehicle's success. These improvements include moving the main' switch panel forwards to increase the space between the driver's seat and the offside of the vehicle. There has also been time to improve the noise insulation on the engine cover. The vehicle on show is for Greater Glasgow PTE.

The Plaxton-bodied vehicle has seats for 57 passengers. The Volvo THD 100 turbo-charged 9.6-litre engine develops 172 kW (230 bhp) at 2,200rpm and is mounted amidships under the floor. It drives through a five-speed Volvo syncromesh gearbox though the Self Changing Gear semi-automatic is offered as an option. Specification of the Duple vehicle is identical though the body has seats for only 53.

Atkinson Vehicles Ltd, Woodstock Factory, Oldham, Lancs.

85 ATKINSON VEHICLES LTD

Two of the 32-ton tractive units from the Atkinson half of the International Harvester-owned group are on display on stand 85. Both have the same wheelbase of 3.25m (10ft Bin), but one utilizes a Cummins N H C 2 50/Fuller engine/gearbox combination while the other uses units from Rolls-Royce and David Brown.

The power output of the Cummins is 170kW (228bhp) at 2,100 rpm while the equivalent maximum output of the Eagle engine is 156kW (209 bhp) for the same engine speed.

The four-axle Atkinson is plated for 30tons with an outer axle spread of 6.55m (21 ft 6 in). A single dry-plate clutch of 432 mm (17 in) diameter from Borg and Beck is featured with a David Brown gearbox. The Gardner 6LXB fitted to this model develops 137kW (183bhp) at 1,850rpm with the maximum torque of 742Nm (547 lbft) occurring at 1,000 rpm.

92 BEDFORD

Vauxhall Motors Ltd, Luton, Bedfordshire The major exhibits on the Bedford stand are the new TM models — described in. etail elsewhere in this issue. Four xampies are on display. The 15-tonne I 4.8-ton) gvw rigid model features the D" cab and new 500 Bedford four-stroke iesel engine.

Two examples of the 32.5-tonne (323n) tractive units can be seen with ifferent cabs — the standard "D"-series nd the wider "F" type cab, both powered y the Detroit Diesel 6V-71 two-stroke iesel engine.

The biggest cab of the whole series — he "H" sleeper cab — makes its first ppearance, on a 42-tonne (41.3-ton) 6x4 ractive unit, which is powered by the dght-cylinder version of the Detroit )iesel.

The TM range is backed up by models rom the TK "middleweight" truck range is well as van and bus models for a total ledford display of 13 vehicles.

The vans and their derivatives are epresented by an HA and two CFs, one with a Luton body. The GM automatic 'ansmission is combined with a 2.3-litre 140 cu in) petrol engine in the CF van ate vw of 2.5 tonnes (2.46 tons). The Luton an, featuring light-alloy bodywork by 'EM Trailers Ltd, is based on the CF 3.38wine (3.32-ton) gvw chassis/cab. The ,ptiona I ZF five-speed gearbox can be een on this show model.

The five examples of the TK/KM range in display include an 8.6-tonne (8.5-ton) ivw KD with a Rawson boxvan body vhich weighs in at under 3 tons unladen and hence does not require an hgv driver's licence.

Bedford tippers are represented by a 7.5-tonne (7.38-ton) gvw KC with a 3.6litre (220cu in) diesel engine and a steel body by Telehoist; and a KG 3.04g m (10ft 0 in) wheelbase model powered by a 5.4litre (330 cu in) diesel engine. The latter is equipped with an Edbro steel tipper body of 4.6 cu m (6 cu yd) capacity and is plated at 12.5 tonnes (12.35 tons) gvw.

Biggest of the Bedford middleweight range is the KM rated at 16.3 tonnes (16 tons) gvw. The display model is a 4.42m (14ft 6 in) wheelbase chassis-cab powered by the 99kW (133 bhp) version of the Bedford 7.6-litre (466 cu in) diesel engine.

The Bedford psv exhibit is an example of the 10m (32ft 10 in) YRQ mid-engined chassis, which has recently been the subject of a major improvement programme. Many of the lessons learned from the more recent YRT vehicle have been applied including the application of full air braking and power steering as standard.

93 AUSTIN MORRIS

British Leyland UK Ltd, Austin Morris Group (Commercial Division), Longbridge, Birmingham Following on from the release last week of the new light van range from Austin Morris, several examples of the CV306 can be seen. The type numbers denote the gross vehicle weight in tons — for example, the 240 grosses 2.40 tons. Van bodies, chassis cabs, mini and crew bus variants are all on show with the various engine options which include a new fivebearing diesel engine based on the Bseries of 1,798 cc (110 cu in) capacity. This power unit is available in petrol engine form, both high and low compression developing 48 and 61kW (65 and 82 bhp) respectively.

Two versions of the Austin-Morris Mini are exhibited — a Minivan fully equipped with a 998 cc (61 cu in) engine and a Mini pick-up with an 850 cc (52 cu in) engine.

The payloads covered by the gross weight range of the CV306 models are from approximately 13 to 22 cwt. Van versions are available with a wide variety of side and rear door options, and the cab can have sliding or slam doors.

All the manual-transmission models have the four-speed all-synchromesh "C" series gearbox, but the Borg-Warner model 65 automatic is an option. All models have a divided propshaft with a flexibly mounted centre steady bearing.

These normal-control light vehicles are designed to meet all anticipated safety and impact legislation. The box sections of the underframe are wax-injected to inhibit corrosion.

69 CITROEN

Berliet (UK) Citax Ltd, 805 Great Western Trading Estate, Park Royal Road, London, NW10 7LX The French firm of Berliet has two vehicles from its range on display. The larger of the two is the 32-40 tonnes gcw tractive unit, the TR 280, which is being exhibited in right-hand-drive form, powered by a six-cylinder turbocharged diesel developing 191 kW (260 bhp) at 2,200 rpm. The cab tilts to 70 degrees for major overhaul. This model is scheduled to come on sale through a network of Berliet agents within the next three months.

The second vehicle on show is the 880KB, a 13-tonne rigid vehicle with a five-speed gearbox and a power output of 100 kW (135 bhp). It is scheduled for importation into the UK in June 1975 in right-hand-drive form.

94 BRISTOL

Bristol Commercial Vehicles Ltd, Bath Road, Brislington, Bristol BS 3LB.

Representing the major interest among psv chassis is the recently introduced Bristol VRT/3 double-deck chassis. The major difference from previous models is the introduction as standard of engine encapsulation aimed at reducing noise levels. Because the VRT has always had a front radiator this method of enclosing the rear engine pod has not necessitated so many major alterations as on some of the competition. Even so, a wide range of interesting modifications make the chassis well worth a look.

Particular attention has been paid to reducing engine-produced vibration, often a major source of noise. All connections with the power unit have flexible couplings at the bulkhead and even the exterior panels around the engine compartment are mounted on a special subframe not itself connected directly to any engine-bearing member. Surprisingly, these panels are not padded apart from special rubber sealing. Even without this, exterior noise levels are said to have been reduced by as much as 8 dBA to less than 80dBA under British Standard test conditions.

The other major change to the VAT is the introduction of the Leyland 510 engine as an alternative to the Gardner 6LX and 6LXB. The show chassis has the Leyland unit installed. The 510 version used develops 126 kW (170 bhp) at 2,000rpm and 712 Nm (525 lb ft) at the same revs. Also new is the use, as standard, of the Leyland G2 close ratio five-speed automatic gearbox initially developed for use on the Leyland National.

To see how the encapsulation package fits a completed vehicle -this time with a Gardner engine -look at the ECW stand, no. 38.

91 CHRYSLER UK

Chrysler UK Ltd, (Commer/Karrier Division), London Road, Ryton-onDunsmore, Coventry Although they are now a familiar sight on the roads, the Commer Commandos are making their first appearance at an Earls Court Show. One of the surprising features of this range is the inclusion of a diesel engine from Mercedes-Benz as standard in certain models and such a vehicle is on show as the G1390 tipper.

The engine is the pm 352 from the Stuttgart range developing 87kW (117 bhp) and this is coupled to a Chrysler five-speed gearbox. The wheelbase is 3,048m (10ft) for a gvw of 13.2 tonnes (13 tons).

Several other Commando models are included in the display of 16 vehicles from the Chrysler range encompassing the 7.38 to 18.3-tonnes (7 to 18-ton) gvw and gcw categories. The 18-ton unit, for example, is a Perkins-powered tractive unit with a wheelbase of 2.54m (8ft 4in) and is shown with the optional two-speed rear axle.

The G1611 chassis-cab model is exhibited with the Perkins T6.354.3 turbocharged engine installed and an optional exhaust brake and load-sensing valve. The wheelbase is 5.18 m (17 ft) and a 210-litre (46 gal) fuel tank is fitted.

A diesel-engined version of the forward-control PB 2500 delivery van is shown in de luxe form on a wheelbase of 2.3m (7ft 6 in).

90 CHRYSLER UK

Chrysler United Kingdom Ltd (Dodge Division), London Road, Ryton-onDunnsmore, Coventry Another first-timer from Chrysler as far as Earls Court is concerned is the topweight tractive unit, the Dodge K3820P. Plated for 38 tonnes (37.4tons), this truck is built in Chrysler's Spanish plant with a 210kW (270 bhp) turbocharged sixcylinder Barreiros engine. An eightspeed range-change gearbox is used along with a hypoid double-reduction rear axle. Integral power-steering and triplecircuit full-air cam type brakes are standard equipment. The wheelbase is 2.87m (9ft 5 in) for a gcw of 38 tonnes, although this is of course limited to 32 tons for UK operations.

A Perkins V8 provides the motive power in the K241 3P tractive unit which is on show with the de luxe tilt cab in 24.4-tonne (24-ton) gcw form. This particular show model includes six:. options as a six-speed overdrive gearbox, driver's suspension seat, steeringcolumn lock, hazard warning flashers and tachograph.

A K2413P is also shown in 6x4 form again featuring the Perkins V8 engine. It has a tandem-drive type 38 DT two-speed rear bogie and the optional heavy duty semi-ellibtic front springs. The wheelbase is 3.81 m (12ft 6 in). A 16-ton Dodge is on the stand in chassis-cab form with the optional sixspeed gearbox and de luxe tilt cab. Options on the show model include a 227-litre (50gal) fuel tank.

87 CHRYSLER UK

Chrysler UK Ltd, (Simca Division) London Road, Ryton -onDunsmore, Coventry The three examples of the 1100 van from the Simca division on show include the new "High Top" model which was announced only last week. All the vans employ the same mechanical components, such as the 1,188cc (72 cu in) petrol engine and front-wheel-drive transmission layout.

Torsion-bar independent suspension is featured all round and other technical details borrowed from the passenger car version include rack-and-pinion steering, a four-speed all-synchromesh gearbox and disc front/drum rear brakes with servo assistance.

The High Top version has purpose-built bodywork behind the driving seat and above the waistline to provide a maximum interior height of 1,270 mm (50 in) compared with the 914mm (36 in) of the standard van. The total load space is now 2.5 cum (88 cu ft).

84 DAF TRUCKS

DAF Trucks (Great Britain) Ltd, Thames Trading Estate, Fieldhouse Lane, Marlow, Bucks The star exhibit from Holland is the FAD 2205 DU eight-wheeler which was announced earlier this month, Intended primarily for maximum-weight tipper operation at 30 tons gvw, the new DAF offers a body and payload allowance of 22 tons.

The turbocharged six-cylinder diesel engine of 8.25 litres (503 cu in) develops 161kW (216bhp) at 2,400 rpm with the maximum torque of 716 Nm (528 lbft) produced at 1,850rpm. A DAF double-drive bogie with lockable third diff and 13speed Fuller RIO 613 gearbox make up the transmission line in conjunction with a hydraulically operated single-dry-plate clutch of 380mm (15in) diameter.

Dual-circuit air brakes have springbrake actuators on the first and third axles while an exhaust brake is standard equipment. Total lining area is 11,472 sqcm (1,778 sq in). The power-assisted steering features a separate ram for each steering axle with a hydraulic link between the two.

Tipper bodies up to 7m (23ft) in length can be accommodated on the flat-topped channel-section chassis which is reinforced with a full-length frame liner. The dimensions of the frame liner are 265x65x5mm (10.4x2.56x0.197in) from the first front to the second rear axle.

The cab is the DAF 218 all-steel tilt fersion.

The FT2800 DKS has a design operatng weight of 56.9 tonnes (56 tons) and as a similar specification with the ixception of the engine to the 40.6 tonne 40 ton) DKDT introduced in Britain a few nonths ago. The power unit is basically he same turbocharged 11.6-litre (708 pu in) engine, but with the addition of airo-air charge cooling. With engine power leing proportional to the mass of the inlet barge any decrease in inlet air emperature is beneficial and DAF claims p reduction of 50°C (122°F) between the urbine and the inlet manifold. The pistons employ individual oil-cooling jets. The 56-ton tractive unit features a 13peed Fuller RIO 9513 range-change pearbox with crawler gear and pneumatically assisted clutch and a DAF ingle-reduction rear axle with planetary iub reduction.

DAF has also announced the FIT !805DKS 6x4 tractive unit. Powered by he same turbocharged 11.6-litre engine, his vehicle is designed primarily for isage under Special Types Authorization Ind can operate outside C and U Regulaions to a gcw of 110 tonnes (108 tons).

An example of the 40-ton DKDT tracive unit can be seen in the demonstraion park.

Plated at 32 tons, the FT 2000 DHB is a .x2 tractive unit with an unladen weight pf 4.9 tons. Its turbocharged 8.25-litre 303 cu in) engine produces 150kW 201 bhp) at 2,400rpm giving a power-to

weight ratio of 4.6kW/tonne (6.3bhp/ton) for 32-ton operation. Maximum torque is 560Nm (412Ib ft) at 1,40Orpm.

The most popular DAF model in the UK is the 36.6 tonnes (36 tons) FT 2200 DU. 4x2 tractive unit. This features a turbocharged 8.25-litre (503 cu in) diesel of 174kW (233bhp) coupled through a 380mm (15in) diameter hydraulically operated single-dry-plate clutch to a ZF AK 6 .80 six-speed constant-mesh gearbox.

94A DAIMLER

Daimler Transport Vehicles Ltd, British Leyland Truck and Bus Division, Leyland, Lancs.

The solitary exhibit on this stand is the first example of a Daimler Fleetline double-deck chassis with quiet-pack treatment. The show model is a 10m (33 ft) chassis with Leyland 0,680 engine. Fleetline chassis — the only remaining Daimler bus model — are now built at Leyland alongside the Atlantean production line. Unlike the AN68 though, they can be offered with a choice of Gardner engines.

87 ERF

ERF Ltd, Sandbach, Cheshire, CW11 9DN Four chassis from ERF are on the stand: three designed primarily for the British market and one for the wider field of

European operation. The three UK vehicles, which are all to the new Bseries specification (CM September 6), include two tractive units and,a four-axle rigid tipper chassis.

The 38 G2 is plated at 38 tonnes (37.4tons) and is powered by the in-line eight-cylinder Gardner BLXB, which develops 183kW (245 bhp) at 1,850 rpm..

ERF has standardized on 356 mm (14in) diameter twin-dry-plate clutches throughout the new range although both Dana Spicer and Lipe Rollway components are on the specification sheets. The 38 G2 features a Fuller RIO 9509A gearbox and a double-reduction axle with a ratio of 5.04 to 1. ZF integral powerassisted steering is a standard specification — again throughout the B-series range. The new cab is manufactured by a relatively new technique and employs moulded panels in glass-reinforcedplastic on a steel sub-frame. This is the first public appearance anywhere of the new models from ERF.

The other B-series tractive unit is the 35R2 model. Most of the mechanical and electrical details are as for the Gardnerengined model, with the exception of the engine and gearbox, from Rolls-Royce and David Brown respectively, The RollsRoyce Eagle 220 produces 159kW (214 bhp) at 2,100 rpm with a maximum torque of 820Nm (605 lbft) at 1,400rpm The gearbox is the type 6A constantmesh with six forward gears and overdrive top. The fuel tank on both these models holds 270 litres (60gal). The four-axled ERF provides the opportunity for displaying a model powered by the other major engine supplier for the range, namely Cummins. The 31 C4 is a 31.5-tonne (31-ton) fouraxle tipper chassis with a Cummins NH 220 engine instaJled, coupled to a David Brown 08-750 constant-mesh eightspeed gearbox. The new cab tilts to 68 degrees for major overhaul although routine servicing is carried out via the hinged front radiator panel. The rear axles are double-drive spiral-bevel with hub-reduction, and semi-elliptic fourspring balance-beam suspension is fitted.

The 42-ton-gtw tractive unit, the ERF European, is also new to Earls Court although it made its public debut at the 1973 Brussels Show. The sleeper-type cab is totally different from the B-series being panelled in steel on a steel subframe and many of these vehicles are already operating in France, Belgium and Holland. The engine is one of the larger Cummins units, the turbocharged NTC 335, which develops 237kW (317 bhp) at 2,100rpm and a maximum torque of 1,261Nm (930 lb ft) at 1,500rpm. The rear axle is of 13-tonne (12.8-ton) capacity while the front is plated at 6.5tonnes (6.4 tons). Telescopic dampers are specified front and rear. Compared to the normal 270-litre fuel tank on the UK Bseries, the European tractor has a capacity of 360 litres (80 gal). The wheelbase is slightly longer at 3.8m (lift 2 in) compared with 3.0 m (9ft 10 in).

70 FIAT

Fiat (England) Ltd, Great West Road, Brentford, Middlesex All the five Fiat models available in the UK are exhibited, including the only recently announced 130.

The 130NR is for operation with drawbar trailer and the model on display is the 4.87m (16ft) wheelbase version — the longest option available. Both the 130NR and NC (solo version) are offered with a choice of five wheelbases. The wheelbase of the 130NT tractive unit is 2.962m (9ft 7in).

All three versions use a six-cylinder diesel engine, which produces 104kW (140bhp) at 2,600rpm with a maximum torque of 480N m (354Ib ft) at 1,200rpm. The drive is through a 330mm (13in) diameter clutch to a five-speed gearbox with synchromesh on the upper four ratios.

The 0M55 is marketed in the UK in chassis/cab, truck and van versions. The 3.0m wheelbase van is the example on display. The four-cylinder diesel engine which gives 63kW (85bhp) at 2,400rpm produces its maximum torque of 274N m (202 Ibft) at 1,400rpm. The 279mm (11 in) diameter clutch is mated to a fivespeed gearbox while the spiral-bevel rear axle is available with a choice of three ratios.

The general specification for the 0M75 is similar to the 55 with the essential differences being stronger suspension, axles, tyres and frames to take care of the extra gross weight of 7.5 tonnes (7.38 tons). The cab is identical to that of the 0M55.

At the upper end of the scale, the 684T tractive unit is for use at up to 32 tons gcw on a wheelbase of 3.185m (10ft 5in). The 10.3-litre (628 cu in) naturally aspirated six-cylinder diesel gives a maximum output to BS AU 141a of 146kW(196bhp) at 2,500rpm with a maximum torque of 658 Nm (485 Ibft) at 1,400rpm. Transmission is via a 381mm (15in)single-dryplate clutch to a ten-speed splitter gearbox. The double reduction rear axle has a standard ratio for Britain of 7.67 to 1 but a ratio of 8.37 can also be specified and if the gcw is limited to 28 tons, a 6.66 to 1 ratio is offered.

The top of the range model is the 619T1 available in both normal and sleeper cab versions. This model is designed for 38 tonnes (37.4 tons)gross and has a wheelbase of 3.485 m (lift 5 in). The 13.8-litre (842 cu in) diesel engine — also naturally aspirated produces 179kW (240bhp) at 2,200rpm. The maximum torque of 890Nm (658 lb ft) is developed at 1,20Orpm.

88 FODEN

Fodens Ltd, Elworth Works, Sandbach, Cheshire CVV11 9HZ Three heavy truck models are exhibited on the Foden stand including a new 38 :onne tractive unit powered by a 250 kW 335 bhp) Cummins engine. This is part of a new four-model range of tractive units :o be produced in Fodens new assemblyplant. Three models have a 3.43 m (lift 3in) wheelbase while the fourth has a 3horter 3.12m (10ft 3m) wheelbase.

The long-wheelbase models use the Cummins NHC 250, Rolls-Royce Eagle 280 and Cummins NTC 335 engines. It is this last model which is exhibited at Earls Court fitted with a sleeper version of the S90 cab. The company expects the most popular model for general haulage in the UK to be the shorter-wheelbase version fitted with the 14-litre (854 cu in) Cummins NHC250.

Departure from usual Foden practice includes the fitting of Fuller nine-speed range-change gearboxes and Rockwell hypoid-bevel single-reduction rear axles, with oil-filled hubs. The Fuller gearbox has been preferred to Foden's own unit for reasons of servicing facilities throughout Europe.

The chassis frame has 90mm (31/2in). flanges, is 8mm (0.31 in) thick and is 254 mm (10 in) deep. On the suspension side the 1600 mm (63 in) long, and 89 mrn (31/2 in) wide front springs have a deflection of 126mm (Sin). Telescopic dampers are fitted at the front.

At the rear, long two-stage springs are fitted to provide a soft ride with a reasonably small overall deflection and good roll stiffness. The combination of 1.65m (5ft Sin) long main spring and a 1.3m (4ft 31/2in) long helper spring avoids, at 76 mm (3 in) deflection, a big difference between laden and unladen chassis heights.

The new all-wheel-drive six-wheeler is described as a medium mobility truck suitable for on/off road work at 26 tons gross. A top speed of 109 km/h (68mph) is coupled with the ability to start on a 1 in 3 gradient. The twin-spring rear bogie allows .a large degree of articulation — 'approximately 610mm (2ft).

The power unit of the six-wheeler is the 227kW (305 bhp) version of the RollsRoyce Eagle coupled to a Foden ninespeed overdrive gearbox which splits the drive to the front and rear axles.

The chassis is available in left or righthand drive form and the particular example on show is fitted with a military version of the S90 cab.

The third model on the Foden stand is a 30-ton-gvw eight-wheeler with a 136kW (183 bhp) Gardner 6LKB engine. This vehicle uses the company's own eightspeed overdrive gearbox. The chassis frame is 305 mm (12 in) deep and 7.9 mm (5/16in) thick with 102mm (4in) wide flanges and there is a special reinforcement at the tail to form a base for tipper body hinges.

68 FORD

Ford Motor Co Ltd, Eagle Way, Brentwood, Essex 'Ford has 13 vehicles on display, but the Hseries is a regrettable absentee. However, an addition to the A-series range is shown for the first time. It i's the A0609, which has a gvw of 6.3 tonnes (6.2 tons) and is powered by a 3.5-litre (213 cu in) six-cylinder diesel engine. This particular show model is fitted with a Luton body in polished aluminium, by Coachwork Conversions, on a 3.96m (13ft) wheelbase chassis cab.

Two other A-series models are on display — one in tipper form with a 2 cu m (2.6 cu yd) Telehoist body, the other a chassis cab with a float body by Imperial Coachworks.

Three D-series models at Earls Court have the latest improvements in the braking system and increased air capacity. The D1614 is a 16.3-tonne (16ton) gvw 3.7 m (12ft 3 in)wheelbase truck powered by a six-litre (366 Cu in) diesel engine developing 104kW (140 bhp). Transmission is by a Ford eight-speed range-change gearbox to a singlereduction Eaton axle, and the body is a 7 corn (9.2 cu yd) steel tipper by Telehoist.

The DA 2114 artic, which was introduced earlier this year, has a wheelbase of 2.39m (7ft 10 in) and is plated to operate at 21.3 tonnes (21.0 tons) gcw. The mechanical components are similar to those of the D1614.

The heaviest Ford model on show is the 6x4 DT2417 tipper chassis-cab powered by a Ford 8.8-litre (534cu in) V8 engine developing 125kW (168 bhp) at 2,600rpm. The wheelbase is 4.9m (16ft 3in) for a plated weight of 24.4 tonnes (24 tons) gvw.

Transits at Earls Court include a standard 90 van fitted with disc brakes and the new 100L one-tonne-payload van fitted with a 2.4-litre (146 cu in) diesel engine. The Escort on the stand is a 406kg (8cwt) de luxe model featuring automatic transmission, Ford's only psv exhibit is an example of the well-tried R1014 chassis. This is the 11.8-tonne (11.65-ton) gross model with 4.878m (16ft 0 in) wheelbase and frontmounted turbocharged six-litre diesel engine. The show chassis is fitted with several items of optional equipment including an exhaust brake and the 16A type 195 rear axle. Other items worthy of interest are the 320-litre (70 gal)fuel tank capacity and Telehoist chassis lubrication.

62 GUY

Guy Motors Ltd, British Leyland Truck and Bus Division, Leyland, Preston, Lancs Guy has three models from its J4 range at Earls Court to celebrate the Diamond Jubilee of the Wolverhampton company. Announced in November 1973, the highpowered version of the Big J4T tractive unit is on display powered by the ' Cummins NH-250 engine for 32-ton operation. The increased radiator capacity of 0.78 sq m (8.37 sqft) and revised cab front panel are now common throughout the Guy range.

The existing Rolls-Royce 220 engined tractive unit is shown alongside. This develops 158 kW (212 bhp) from 12.7 litres (743cu in) at 2,100rpm with 1,400rpm being the engine speed at which the maximum torque of 800 Nm (5,901 bft) is developed.

The J4 version is shown in haulage/drawbar form for 32-ton operation with a Cummins NH220 engine which produces 152 kW (204 bhp) net installed at 2,100 rpm. The wheelbase of the J4 is 5,486m (18ft Oin) for an overall length of 9.233m (20ft 3.5 in). The front axle is plated at 6,096 tonnes (6 tons) and the rear at 10.16 tonnes (10 tons).

67 LEYLAND

British Leyland truck and bus division, Leyland, Preston, Lancs Two models trom the turbocharged Buffalo range are on the stand from the Lancashire division of the Leyland combine, a drawbar model and a tractive unit, both of 32 tons gcw. The 510 engine specified for the Buffalo range develops 158 kw (212 bhp) at 2,200rpm with a maximum torque of 785 Nm (578 lb ft) at 1,600rpm. A SIGMA fuel pump and a Garrett AiResearch turbocharger are now standard equipment on this power unit. The gearbox is a 10-speed constantmesh heavy-duty unit and the Ergomatic cab tilts to 30 degrees. The brakes are triple-line full-air with a total lining area of 5,368sq cm (832 sq in). The re-styled cab for the Leyland range is featured on all the stand 67 models although the external differences are confined to recessed headlights in the bumper and a reworked grille.

The Lynx is shown in 26.4-tonne (26 ton) gcw chassis cab form and utilizes th naturally aspirated version of the 501 engine. The Bison on display is tfT 3BN50/24 TF2 which is a 6x4 chassis fo tipper operation at 24.4 tonnes (24 ton. gvw. Using the same 500 engine rated a 120 kW (162 bhp) from 8.2 litres (500c in), the Bison also features the Leyland designed T6 two-spring bogie with fabri cated brackets and taper leaf springs ti save weight.

95 LEYLAND NATIONAL

British Leyland Motor Corporation Ltc Leyland, Preston, Lancs.

Two Leyland Nationals are alongsid each other on this stand, though th humble 11.3 in bus version seems likel to be overshadowed by the costly "Super National Lifeliner casualty clearing unil The conventional bus is to "quiet" specifi cation with encapsulated engine and . British Standard recorded noise level c 76dBA. The panels used to enclose thi engine are fastened by quick-releasi catches and can be removed for engin' maintenance.

Special attention has been paid on thi: vehicle to reducing interior as well a: external noise levels. Sound-deadenin,c upholstery is used and is applied to thE normally untrimmed seat backs to Cu' down noise "reflection" The floor it covered by a noise insulation materia and carpet. The Lifeliner Super National was described fully in CM last week and is one of a series of non-bus applications Leyland is currently developing for the National shell. Other uses include the Business Commuter seen last year and now nearing completion as an operational vehicle for the National Bus Company and a still-to-be-produced mobile home.

The Lifeliner has full operating equipment and has a completely flat floor. It is dealt with more fully on page 179 of this issue.

65 LEYLAND REDLINE

British Leyland truck and bus division, Leyland, Preston, Lancs A cut-away sectioned EA 350 panel is featured on the show stand to demonstrate the loading capabilities of this 3.5ton gvw model. The claimed capacity for the 2.59m (8ft 6in) wheelbase unit is 7.7cum (274cu ft). The complementary 350F0 angle-planned cab light delivery truck is exhibited with revised slipperended suspension,

The TR750 light haulage truck popularly known as the Terrier is plated at 7.5 tonnes (7.38 tons) gvw and is powered by the 98 series six-cylinder diesel engine of 3.77 litres (230cu in), which develops 56 kW (75 bhp). at 2,600 rpm to the BS AU141a gross rating. The plating limit for the front axle is 2.8 tons with 5.25 tons for the rear axle. The

cab tilts to 38 degrees. The brakes are hydraulically operated with a total frictional area of 2,605 sq cm (404 sq in). Being under 3 tons unladen weight the Terrier can be driven without an hgv driver's licence.

The heavier Boxer BX 1300 chassis cab is on show in the medium haulage truck form of 13.2 tonnes (13,0 tons) gvw,

63 LEYLAND SCOTSTOUN

Leyland (Scotstoun), British Leyland truck and bus division, Leyland, Preston, Lanes

The Chieftain and Clydesdale models from the Leyland range are both powered by the 401 six-cylinder engine of 6.54 litres (399 cu in) capacity, which develops 98 kW (132 bhp) at 2,600rpm. The Chieftain has a gvw of 13.7 tonnes 113.5 tons) with plating limits on the front and rear axles of 4.82 tonnes (4.75 tons) and 9.14 tonnes (9.0 tons) respectively.

The Clydesdale is the slightly heavier version and is plated at 16.3 tonnes (16 tons) gvw, The three-axled Reiver is powered by a turbocharged version of the 401 engine designated the 410. The output of this version is increased to 107kW (144bhp) and the maximum torque of 480Nm (3551b ft) occurs at 1,600 rpm. A sixspeed constant-mesh gearbox is fitted and the braking system is full air. The Reiver on show is plated for 24.4 tonnes (24 tons) operation.

71 MAGIRUS DEUTZ

Magirus Deutz (Great Britain) Ltd, Road Five, Industrial Estate, Winsford, Cheshire CVV7 3RS.

Magirus Deutz is unique among Continental manufacturers in that its vehicles are assembled in the UK, not merely imported. The Winsford range of onand Off-highway trucks features many interchangeable components including gearboxes, clutches and axles.

Three models are on show along with an example of the company's air-cooled F8L 413 V8 engine. This unit develops 170kW (228 bhp) to BS AU 141a at 2,650rpm. The cylinder heads, valve gear, cylinder barrels, pistons, con rods, etc, are removable individually and interchangeable with those from Magirus Deutz V6, V10 and V12 engines.

The 2320 24K is a three-axle 6x4 tipper designed for operation at 24 tons gvw. This model uses a normal control all-steel cab and the particular show exhibit is fitted with a tailgated asphalt body by Edbro. The F81.. 413 engine is fitted, coupled to a ZF AK 6-80 six-speed constant-mesh gearbox via a hydraulically operated single-dry-plate clutch.

The overall length in chassis-cab form is 7.035m (23ft 1 in). A 6.5-tonne (6.4ton) front axle is fitted while the rear bogie is plated at 18tonnes (17.7 tons).

The eight-wheeled chassis, the 2320 30FK, uses basically the same mechanical components as the bonneted Magirus and is designed for tipper and haulage operation. The special feature of this truck is thetwo-spring, high-articula. tion rear bogie. Air-operated third-diff lock and cross-cliff locks to each rear axle are also fitted as standard equipment.

• The show model is fitted with a Cravens Homalloy aluminium alloy tipper body with front-end tipping gear by Edbro. The overall length is 8.17m (26ft 91/2 in) chassis cab form with an inner axle spread of 3.17m (10ft Sin).

96 MAN

MAN Concessionaires GB Ltd, 361365 Chiswick High Road, London W4

Introduced into the UK from Germany in January this year, MAN trucks are making their first appearance at Earls Court.

The most familiar vehicle to British eyes is the 38-tonne-gcw tractive unit — the 16.232FT. This has a wheelbase of 3.1 m (10ft 2 in) and uses the same cab as the Saviem 32.240 because of their joint manufacturing agreement.

All MAN models imported into this country are powered by the MAN D 2556 MXF unit, which develops 173kW (232bhp) at 2,300rpm and 851Nm (628 lb ft) torque at 1,400rpm.

The power is transmitted from the engine to the MAN heavy-duty hubreduction rear axle through a 420mm (161/iin) single-dry-plate clutch and a ZF AK6-80 six-speed constant-mesh

gearbox with splitter providing 12 forward speeds. A steering-column gearchange is fitted on this model.

A 32-tonne-gvw heavy-duty/tipper dumper makes its UK debut at the Show. Designated the 32,232DKH, this is a three-axled semi-forward control 6x4 chassis, which MAN claims holds 40 per cent of this sector of the German market. The mechanical specification is basically the same as that of the 4x2 tractive unit although at the rear a heavy-duty twospring 26-tonne bogie with MAN hubreduction axles is fitted.

The show model has a 5.2m (17ft lin) outer axle spread and is fitted with a German Meiller 10.5 cu m (13.7 cu yd) capacity scow-end tipping body with a canopy for full cab protection. Single front-mounted Meiller tipping gear is featured on this unit.

In the demonstration park another MAN, new to the UK is introduced. This is a 4x2 rigid/drawbar chassis with a design weight of 16.26 tonnes (16 tons) or 32.5 tonnes (32 tons) depending on the combination. The 16.232FD has a 5.5m (18ft) wheelbase with the same mechanical components as the other MAN exhibits.

The star MAN exhibit is a completely new model — the 30.232 eight-wheeler available for tipper or haulage use. The major mechanical components are identical to those of the 32-ton tractive unit; the front axles are both from the 16.232 model. The overall length is 9.3m (30ft 6in) for the VFK tipper and 9.65m (31ft 8in) for the VF haulage model. Tubeless 11.00 x 22.5 tyres are fitted.

56 MAZDA

Mazda Car Imports (GB) Ltd, North Farm Industrial Estate, Longfield Road, Tunbridge Wells, Kent Another manufacturer exhibiting at Earls Court for the first time is Mazda, which has its B1600 on show in light truck form and as a Luton boxvan conversion.

The 81600 pick-up is powered by a four-cylinder petrol engine which produces 52 kW (70bhp) (SAE) at 5,000rpm from its cubic capacity of 1,587 cc (96.8cu in) with compression ratio of 8.6 to 1. Mazda claims a top speed of over 130 km/h (80mph) unladen on regular two-star petrol. A four-speed allsynchromesh gearbox with steeringcolumn change is used.

Suspension is by independent coilspring struts at the front with a heavyduty anti-roll bar and by semi-elliptic springs and double-acting shock absorbers at the rear. Ball and nut steering is used and the minimum turning circle is 5m (16ft 5in).

Drum brakes are fitted at both front and rear and six-ply 6.00 x 14 tyres are standard equipment. The box section frame has five cross-members, and body cleats are provided for securing bulky loads. The cargo area measures 1,460 mm (4ft 9in) x 1,875mm (6ft 2in) x 410mm (1 ft 41n).

The wheelbase of the Mazda is 2.65m (8ft Bin) and the kerb weight is1,055 kg (2,3251W. The overall length of the vehicle is 4.37m (14ft 4in) and the overall width is 1.6 m (5ft 3in).