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WORLD-WIDE )RESENTATION AT BRUSSEL!

25th January 1963
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Page 56, 25th January 1963 — WORLD-WIDE )RESENTATION AT BRUSSEL!
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IOW By JOHN F. MOON,

A.M.I.R.T.E.

AT the last Brussels Motor Show, held in 1961, the commercial-vehicle sections were somewhat spoilt by the non-participation of many European heavyvehicle manufacturers, who had agreed amongst themselves to give the Show a miss for that year. Fortunately for visitors to this year's Show (which closes on Sunday) the "'heavy " manufacturers are there in force, enabling direct comparisons to be made between products from countries as far apart as Sweden and Japan, and adding greatly to the value of the Show.

British makers have taken the Show seriously, and the marques represented include A.E.C., Albion, Austin, AvelingBarford, Bedford. Commer, Dodge. Guy. 'Carrier, Land-Rover.

Leyland, Morris, Scammell, Seddon and Thames. In many cases the British vehicles are displayed with Belgian-made cabs which are more suitable for the European mainland than the cabs fitted to the equivalent chassis used in Britain, the Seddon models exhibited by Hocke being good examples of this wise move. One of the few examples of British bodywork to be seen is an impressive Armstrong Whitworth light-alloy tank semi-trailer with a total capacity of 4,850 gallons and a tank length of 32 ft. 6 in. This has B.T.C. Four-in-Line running gear, is shown with an A.E.C. Monarch tractive unit and has been built for B.P. Belgium, S.A., hall of whose heavy-vehicle fleet consists of A.E.C.s at the moment.

The good British representation this year is particularly appropriate because, despite the tariff advantages gained by manufacturers in the other Common Market countries, Britain Managed to increase her commercial-vehicle exports to Belgium last year as compared with 1961, the respective figures being 4,103 and 4,059, Britain therefore has retained her position as the third largest exporter to Belgium; Germany still leads, with 7,866 new registrations last year —a gain of 600 units over the previous year—and France is second with 4,885—a gain of 400 units. One of the most remarkable advances has been made by Sweden, who now lies fourth to Britain and whose two commercial-vehicle makers sold a total of 876 models in Belgium last year, this figure being 530 more than that for 1961. American vehicles seem to he dropping in popularity, however,

In view of the increasing popularity of Swedish vehicles, it is appropriate that both Scania-Vabis and Volvo have chosen the Brussels Show to unveil new goods models, and although the new designs are quite unlike each other they do have one thing in common in that they are both the first heavy Chassis with full forward control to have been built by either company—since the War, that is, because actually Scania-Vabis did market sonic forward-control models in 1934/35, and Volvo has had a petrol-engined 5-tonner in production for five years or so.

The new Scania-Vabis design is the LB76 four-wheeler, which, when it goes into production in the spring, will be accompanied by 6 x,2 and 6 x 4 normal-control versions also, to be known as the LS76 and LT76 respectively. The LB machine, which has a bare chassis weight of about 5.5 tons, has a solo weight rating of 16.5 tons, but can operate at 35 tons train weight with the standard single-reduction driving axle, or 40 tons gross with the optional double-reduction unit. A new 11-litre engine -has been developed, and this develops 195 b.h.p. (DIN) at 2,200 r.p.m. and 550 lb. ft. torque at 1,200 r.p.m. A turbocharged version of this engine will be available also, the HolsetSchwitzer blower raising the power output to 225 b.h.p.. whilst the torque goes up to 650 lb. ft.

Of conventional layout, the LB76 has a five-speed synchromesh gearbox, riveted chassis frame and semi-elliptic springs at front and rear. The braking system is unlike that employed on previous Scania-Vabis chassis, being of the, double-circuit type, and an air-assisted handbrake is standard, this acting on the rear wheels whereas Scania-Vabis formerly used a transmission brake. The handbrake lever is mounted directly on the air servo and is of the multi-pull type to assure sufficient braking flower when there is no air pressure. Z.F. hydraulically assisted steering is used, this having a remarkably high ratio giving only 3.2 turns from lock to lock, and the standard tyres are 11.00-20 on disc wheels, with the option of 12.00-20 on Trilex rims.

The cab has been built by Oskarshamn and, although externally attractive, its layout is not really up to the standard of the chassis, with difficult access over a very high wing line, disappointing engine accessibility and a by no means excessive amount of interior room for the driver and mate. The exhibit has the sleeper version of the cab, which contains a single bunk, whilst the standard cab without bunk has a bumper to back of cab dimension of 70 in.

The six-wheelers have the same gross train weight rating as the four wheeler, and the 6 x 2 has a solo rating of 21 tons1-25 tons less than that for the 6 x 4 which has the blown engine as standard. The double-drive bogie has double-reduction axles with a third differential and locks on all three differentials, and the 6 x 2 is available with a similar doublereduction axle though the standard unit is the spiral-bevel axle employed in the four-wheeler.

Also new from Scania-Vabis is the L56 normal-control design, which has a nominal payload rating of eight tons as a four-wheeler or 11 tons as a 6 x 2. This model is similar to the L55 introduced a couple of years ago, and differs principally in having a larger engine (7.8 litres) with an output of 145 b.h.p. (DIN), compared with the 120 b.h.p. rating of the 6-23-litre engine formerly employed. Like the L76 series these lighter chassis have split-circuit brakes and the same air-assisted handbrake.

The new Volvo is the L4751 7.5-tonner with tilt cab which, although it was announced late last year in Sweden, has not previously been exhibited in public. It becomes the second European vehicle introduced recently to have a tilt cab, the Foden exhibited in London last September being the first, and this shows that Volvo is anxious to give at least the same degree of engine accessibility, in its first forward-control chassis of this size, as is obtainable with the normal-control vehicles the company builds. The chassis has a gross rating of 12 tons

and as standard has a 4-7-litre engine developing 97 b.h.p. al 2,200 r.p.m., which is increased to 123 b.h.p. when a turbocharger is fitted. Although the engine is rather small for a vehicle of this weight, its compact dimensions reduce the size of the engine cowl in the cab, enabling a two-man passenger seat to be provided alongside the driving seat, and making it possible to reach the driving seat from the kerb side of the vehicle.

A five-speed synchromesh gearbox is employed and either hypoid-bevel or Eaton two-speed axles can be supplied. The chassis frame is a cold-riveted assembly and semi-elliptic springs are used at both axles. The standard braking system is vacuum-hydraulic, though air-hydraulic equipment can be supplied at extra cost, and in both cases there are separate circuits to the front and rear brakes. Additionally, the turbocharged engine is supplied with an exhaust brake, although this is not available on the normally aspirated unit. An interesting point about the steering gear, which tilts with the cab, is that the angle of the steering column can be adjusted.

Of all-steel construction, the cab is fully counter-balanced and can be tilted single handed. Its general design is good with plenty of interior space and low steps, ahead of the front wheels, to give easy access. Furthermore, because the engine is virtually under the floor, the cab should be quiet to ride in.

Although Japanese private cars have been exhibited at one or two Continental shows over the past few years, none of their commercial vehicles have been seen in Europe before. The exhibition in Brussels of the Nippon Clipper is of some interest, therefore, and this design is to be imported into Belgium by Ets. Auto-Nip, of Antwerp, which hopes to sell it at a list price

of approximately .£980. The Clipper is rated for a payload of 2 tons, which is surprising, for it looks no bigger than a 1-tormer and weighs only 30 cwt. unladen. There is plenty of engine power, however, the four-cylinder 1.86 litre petrol engine producing 96 b.h.p. at 5,000 r.p.m.

The Clipper's chassis layout is similar to that of European 15 cwt. delivery vehicles in that the engine is set back in the cab and the four-speed synchrome,sh gearbox is controlled by a steering-column-change lever and drives into a hypoid-bevel rear axle with a reduction ratio of 7.167 to 1. Conventional semi-elliptic springs are used at both axles, and the tyres are 7.00-16 10-ply, with singles at the rear. The otherwise satisfactory cab layout is spoilt by a bulbous steering-column shroud, which gets in the way of the driver's right knee when he is getting into or out 'of the vehicle, but otherwise this Japanese design compares well with its European contemporaries.

Russian goods vehicles are being exhibited by Sobimpex, S.A., these consisting of GAZ, MAZ, OUAZ and ZIL models. All rut the GAZ were seen in London at the Russian Exhibition held in 1961, and the GAZ is a 4-tonner with a 6-cylinder sidevalve petrol engine giving 85 b.h.p. at 3,200 r.p.na. Like other Russian vehicles in the medium-weight class, its design has a distinct American flavour, and as no prices are quoted for this model, or the other three, it can only be assumed that the Soviet Union is being represented in Brussels more for national prestige purposes than with any object of serious salesmanship.

New Brossel Designs The most important of the Belgian manufacturers—Brossel Freres—shows several new passenger designs. Exhibited as a bare chassis, the A 80 DSL 20-ft. 5-in.-wheelbase model is intended for use with integral bodywork for up to 80 passengers. It has a forward:mounted 0.400 Power-Plus unit driving through a Z.F. five-speed synchromesh gearbox into a Brossel hypokl-bevel rear axle. In order to make the chassis suitable for front-entrance bodies, without having to use expensive cranked main longitudinals, the frame has a pronounced Slope down from rear to front. The suspension is also unusual, consisting of semi-elliptic springs with short auxiliary springs, giving a layout similar to the Cary Laminaire system and providing fully progressive characteristics. The front springs have their auxiliary springs at the rear end, but at the rear the auxiliaries are ahead of the axle.

Another new Brossel design is the A72 DAR, which in standard form has an Albion four-cylinder diesel engine mounted horizontally behind the rear axle. This unit is not employed in the bus exhibited, however, power being supplied by an American Hercules L.P.G. engine, the bus on display being one of 36 being built for Brussels. Because of the Belgian interest in L.P.G., Leyland has started to supply 0.400 engine parts to Brossel for building up into L.P.G. engines, so it is probable that further 'orders for Brossel vehicles capable of running on L.P.G. will have Leyland power units.

A front-engined bus chassis called the Star is now offered by Brossel, this being basically an Albion Victor, and an example is displayed with a Mennes 45-seat body. The Star has a wheelbase of 18 ft. and has been put on the market

n34 primarily to appeal to operators requiring a small p.s.v. chassis of simple layout. Automobiles Miesse, S.A. another Belgian vehicle manufacturer, was not at the ,1961 Show, but it has a large stand this year, though this is filled mainly with German Bussing models, for which Miesse is now the importer. The company continues to build its own chassis, but many of these now incorporate Bussing components, although Gardner engines are still offered. Thus we seen signs of Belgian-German collaboration in chassis design—signs which are even more evident where the Belgian bodybuilders are concerned, and not with just German chassis.

The third Belgian chassis-making concern, .F.N., has nothing but special-purpose cross-country machines on its stand this year, although in 1960 an air-sprung bus with twin Perkins diesel engines had been introduced. The novel A-S-24 ultralightweight three-wheeler is now offered for civilian applications, two such versions being . exhibited: one carries 10 fire extinguishers and a couple of long-handled beaters, and the other has two large foam bottles aboard. A 1-ton -forwardcontrol 4 x 4 of fairly conventional design is featured also.

Van Hool has been importing Fiat designs, for some time, and using Fiat components in its integral passenger' vehicles, so the Italian influence there is not new. Other Belgian manufacturers, however, such as Jonckheere, Stoelen and Desot, are collaborating with large numbers of European chassis manufacturers at an increasing rate. Jonckheere has passenger vehicles on its stand based on A.E.C., Brossel, D.A.F., Guy, Mercedes-Benz, Miesse and Scania-Vabis chassis. Desot, on the other hand, seems to be concentrating on Alfa Romeo, and exhibits not only complete coaches but also a Male underfloorengined p.s.v. chassis. Generally, the standard of Belgian coachwork remains high, but some of the coaches exhibited are not too attractively styled, with square-cut lines which tend to get a bit out of balance. This criticism cannot be levelled at Jonckheere and Van Hool, however.

There seem to be more semi-trailers than ever at the Brussels Show this year, and the crop of tipping-bodied designs makes it obvious that Belgium is a good market for this type of vehicle. Many of the tipping semi-trailers have extremely heavy chassis, but L.A.G. has patented a design which overcomes this problem, this being a frameless model similar to the Villiers type available in Britain and which can operate at 20 tons weight (less tractive unit) having an unladen weight of under 6 tons.

Possibly more interesting than the tipping semi-trailers are two semi-trailers with plastics tanks, one being a 5,000-gal. wine tanker exhibited by Didak, and the other a 4,850-gal. milk tanker shown by Stevens and having a Didak-made tank. Didak has been producing plastics tanks for 10 years, and now uses the filament-winding process. The wine tank, for instance, weighs only 1.2 tons, whilst the milk tank is about the same weight, and the company's prowess in the plastics-tank field is indicated by the fact that the Belgian B.P. company has been running a chassisless plastics tank of 4,850-gal, capacity for two years, the success of which has prompted an order for two MGM but this time with a capacity of 6,000 gal.

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