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VW meets the six cylinder engine demanc

26th February 1983
Page 24
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Page 24, 26th February 1983 — VW meets the six cylinder engine demanc
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The LT van range h, been boosted by some radical modifications. Brya Jarvis evaluates th move

VOLKSWAGENWERK AG has traduced major design chanl to its LT van range. It I brought in three new six-cy der engines to improve perfoi ances and a five-tonne mode increase payload capabilities.

These changes have ariser response to market demands higher performance and bei fuel-consumption figures. 1980, European sales trer showed that 50 per cent of customers wanted the six-cyl der diesel engines in the earl LT models, and by 1982 this mand had risen to 75 per cent.

VW saw this as the directi for future development in gine performance and a con quent increase in gross vehi weights for extra payloads.

The result is a new series 2.4-litre six-cylinder engini one model being petrol and 1 other two diesel. They share t same design of cast-iron cra case, seven bearing cranksIN light alloy one-piece cylinc head, overhead camshaft a toothed-belt drive.

Bore and stroke dimensions 76.5x86.4mm (3.0in x3.4in) identical for the three engini all of which are 2,384cc.

By using a modular constrt tion, VW has achieved a hi degree of commonality betwe me parts. This means that items are common to all e engines and 126 parts are itical between the naturallyrated and the turbocharged el models.

le petrol-engine version with 1-choke down-draught carbu)r develops 66kw (90bhp) at iOrpm, while a maximum torof 164Nrn (121 lbft) is :hed at 2,800 rpm. VW points that the engine vibrations on ix-cylinder petrol models are and a half times less than Four-cylinder ones.

nfortunately, a petrol engine 0 truck was not available to .1 driving impressions, but ording to VW it will reach m/h (31mph) in six seconds

80km/h (50mph) in 13 onds with a 50 per cent load.

W also claims that its six-cyler petrol engine is 13.8 per t more economical than the ir-cylinder 55kW (75bhp) del when driven fully laden ir trunk roads and motorways ween 58km/hr and 101km/hr and 63mph).

.s naturally-aspirated diesel t develops 55kW (75bhp) at DOrpm and maximum torque 140Nm (103 lbft) is reached at 5Orpm.

)ur test drive from Hanover to Volkswagen works at Saltzier of a half-laden LT50 with normal diesel engine over rmal trunk roads was undertain falling snow and icy :ches, so it was impossible to rn very much.

fiowever, the main impresns gained were of its smooth rformance and flexibility. It well-matched by a five speed gearbox, with four fairly evenly spaced ratios and a direct-drive top. Its first gear, with a 6.17 ratio, is virtually a crawler gear.

The turbocharged engine is top of the range for power with 75kW (102bhp) at 4,300rpm.

While basically the same as the naturally-aspirated diesel, its power is more noticeable in the medium and upper-engine speed ranges and it gave a lively flexible performance throughout.

In turbo form, the engine is only available for the upper weight class of LT40, 45, 50.

The return journey to Hanover was in an LT50 single cab with the 3.65m wheelbase, once again half-laden. This model had the turbocharged engine which develops 7 5kW (102bhp) at 4,300rpm and produces a maximum torque of 195Nm (144 lbft) at 2,500rpm.

Weather conditions worsened on the way back to Hanover and although it was mainly autobahn route (E8), speeds over 80km/hr were impossible. It did become clear, however, that this power unit was by far the smoothest in operation. It was certainly extremely quiet and there was always power to spare.

VW has carried out a great deal of cab development and this is impressive. By designing into the engine range a 271/2 degree tilt, and lowering it by 110mm, the engine cover is lowered. This has allowed better access to the rear or enabled a two-seater bench to be fitted.

More space is available between the seats and the dashboard, which is a great improvement over the previous design. A new rev-counter is fitted to all models with a green economy sector marked.

VW has overcome one of the main driver criticisms by finally repositioning the gear lever further back, which will prevent bruising of the hand when first or third gear is engaged.

On the left-hand drive LT, the handbrake was down between the door and the driver's seat. For "shorties" like myself, with a heavy top coat on, it is something of a struggle to get one's hand and arm down into the narrow space to apply or release the handbrake, especially when carrying out a hill start. This problem will certainly reappear in right-hand drive form.

A great deal of the reduction in noise level is due largely to the engine cover's shaped lining.

VW claims that the sound level has been reduced by up to three decibels. For example, at 60km/h (37mph), the level is 71dB(A), while at 100km/h (63mph) the figure can reach 81dB(A).

With the inclusion of the LT50 five-tonne gvw model, the LT series now complements the MAN-VW group's six to ninetonne gross vehicle weight models.

VW's five-tonne gvw vehicles in pick-up form are available in 2,950 or 3,650mm wheelbase with a choice of power units.

The petrol and normal diesel engine LT50 versions each have a choice of two final drive ratios while the turbocharged diesel has three ratios to choose from.

An extended wheelbase of 3,650mm (143.7in) for the LT40 and LT4 5 allows platform lengths of up to 4,6 00mm (181.0in). The LT45 has also had an increase in gvw over the range to 4.65 tonne with slight benefits in payload.

VW's recommended UK retail price for the LT5OD (turbo) 3.65m (143.7in) chassis with double cab is £9,582, excluding vat or delivery charges. The same model, with single cab, is £8,797 without vat and delivery charges.

Its chassis range is also tailored to help bodybuilders and manufacturers. At the Salzgitter works, a considerable range of chassis was on show, among them an aluminium boxbody on a LT50 2,950mm chasses with rear roller-door, a threeway tipper on a similar chassis, and a LT5 0 pick-up on a 3,650mm chassis with loading crane.

VW pointed out that from its re-engined LT range, it intends to introduce a spartan "no frills" LT 28 model, in petrol or diesel engine specifically for the UK market for sale in mid '83.

Code named "Fleet", it will be sold without a passenger seat, sliding door, rear door windows or rear bumpers. It is aimed at those fleet operators who regard the current range as "over specified". VW states that the reduction in specification will not affect the improvements of 1983. The UK price has yet to be determined.

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