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Graham Montgomerie
DENNIS
ONE six-wheeler chassis is marketed by Dennis Motors Ltd, a 6x4 known as the Delta HI on a 3.81m (12ft 61n) wheelbase which can be plated for 22 or 24 tons.
A Perkins V8.540 developing 1251tW (168bhp) and 530Nm (3001bft) of torque is used in conjunction with a 356min (141n) single dry plate clutch. A five-speed synchromesh gearbox is fitted with an overdrive top gear and the double drive bogie is of the single reduction spiral bevel type plated at 16.3 or 18.3 tonnes (16 or 18 tons) depending on the required specification.
The frame consists of deep section pressed steel channel sidemembers with the crossmembers secured by fitted bolts.
ERF
A Gardner engine provides the power unit for the two models marketed by ERF. The 6LXB rated at 137kW (I83bhp) is used in both the 6 x 2 and 6 x 4 '13' series vehicles which are plated for 25.3 tonnes (25 tons) gvw.
The clutch is a twin dry plate design of 349mm (13.75in) diameter coupled to a six-speed constant-mesh David Brown gearbox—the eight speed version is optional. The double drive version uses D65-8-1/MF Kirkstall axles with a standard ratio of 5.56 to 1 while the 6 x 2 is fitted with a two speed Eaton unit with ratios of 5.43 and 7.49.
Two wheelbase alternatives are produced for both the rigid and the tipper chassis. The rigid 25G3 has the choice of 4.95 or 5.54m (16ft 3in or 18ft 21n) while the tipper is available at 4.32 or 4.7m (14ft 2in or 15ft 5in),
FIAT
FROM Turin comes Fiat's contender in the six-wheeler class—the double drive 300 PC. Intended mainly for on/off road tipper work the truck has a design gross weight of 30 tonnes (29.5 tons) with an unladen kerb weight of 8.4 tonnes (8 tons 5cwt).
As with all Fiat engines the six-cylinder power unit for the 300 is naturally aspirated, producing 177kW (240bhp) from a capacity of 13.8 litres (843cuin). The makimum torque of 892Nm (658Ibft) comes in at 1200rpm. A 356mm (14in) diameter twin dry plate clutch transmits the power via an eight speed synchromesh gearbox to the rear bogie, the axles of which are of the double reduction fully floating type with bevel and pinion primary reduction and epityclic reduction in the hubs.
The frame has pressed steel sidemembers with the crossmembers riveted in place.
The 300 has a choice of two Wheelbases—the PC-A with 3.91m (12ft 10in). The kerb weight for the A is 8.4 tonnes (8 tons 5cwt) and for the B, 8.5 tonnes.
Because of the axle spacing the PC-A can only be run legally at 22 tons on highways in the UK but this does not apply to the longer PC-B.
BEDFORD
AS well as the proven TK models, Bedford also have several examples of the new TM in the six-wheeler category.
The former series includes two "conventional" sixwheelers (KD and KE) with gvws of 11.97 and 15.23 tonnes (11 tons 16cwt and 15 tons) respectively and a twin steer model (KG aimed at operators who run into problems with individual axle loads under part load conditions.
The KD and KE models are powered by the 5.42 litre (330cuin) 330-98 engine giving 73kW (98bhp) at 2600rpm. The maximum torque of 309Nm (2271bft) comes in at 1000rpm. The twin-steer KG, which has a design gvw of 14.73 tonnes (14 tons lOcwt), uses the larger 466-116 engine which gives 87kW (116bhp) froth 7.63 litres (465cuin).
All the TK category models are single drive models with a standard wheelbase. That of the JD is 3.81m (12ft Gin) while the KE is 4.29m (14ft lin). For the twin steer, the Bedford definition of wheelbase is the same as outer axle spread which in the case of the KG is 5,69m (18ft 8in).
With the newer TM range both single and double drive models are produced-in conventional form only with no twin steers. As with the TK sector, two engine types are featured : the Detroit Diesel V6 of 6,98 litres (426cuin) capacity which gives 162kW (217bhp) at 2100rpm and the Bedford 500 which produces 112kW (151bhp) from its 8.2 litre (500cuin) displacement.
With the exception of the 6x4 TM 2250 which has a plated gvw of 22 tons all the TM models-single or double drive-are plated at 24 tons for rigid operation. Depending on which engine is specified the TMs can operate at 32 or 25.6 tons as drawbar outfits.
Again, depending on the engine specification six-speed Eaton or nine-speed Fuller gearboxes are fitted with single-plate clutches for the former and twin plate for the latter.
Bedford catalogues several alternative wheelbases ranging from 3.734m (121t 3in) for the TM 2250 to 5.08 (161t 8in) to the single drive 2600. To illus trate a typical kerb weight, the 6x4 TM 2600 with a 4.45m (14ft 7in) wheelbase and Detroit Diesel power unit weighs in at 7 tonnes (6 tons 18cwt).
The 6x4 models use single reduction Eaton axles with a third diff and diff lock while the 6x2 type uses a single speed axle with fully floating half-shafts-again from Eaton.
FORD
Six-wheelers from Ford include the long servicing D series range and the newly introduced Transcontinentals with plated weights varying from 17.27 tonnes (17 tons) gvw to 44 tonnes (43 tons 6cwt) gtw.
The D series catalogues both 6x2 and 6x4 models for highway, on/off road and for cross country use, The truck chassis differ from the tipper chassis in that the latter have a shortened rear frame overhang. A multitude of wheelbase options are available ranging from 3.51 to 6.02m (12ft 3in to 19ft 9in).
As an example of the 6x4 category, the 4.95m (16ft 3in) wheelbase DT 2414 is plated at 22 tons gvw for highway use and has a kerb weight of 5.93 tonnes (5 tons 17cwt). The power unit is the turbo charged 6 litre (366cuin) Ford diesel engine giving 104kW (140bhp) at 2400rpm.
A typical single-drive D series is the DT 2417 plated for 24 tons gvw and having a kerb weight of 5.75 tonnes (5 tons 13cwt) in 4.95m (16ft 3in) wheelbase tipper form. In this case a naturally aspirated 8.8 litre (539cuin) V8 is used which produces 125kW (168bhp) at 2600rpm.
In the heavy end of the extensive Ford truck range, six-wheeler Transcontinentals are available in double-drive form only with design gvws of 24 tons. In drawbar form, the gtw is still 32 tons for the UK but the design gross weight is 44 tonnes (43 tons 6cwt).
Two wheelbase variants are catalogued-5.31m (17ft 5in) and 4.85m (15ft llin). Cummins power units, Fuller gearboxes and Rockwell axles are featured throughout the Transcontinental range. At the "lower" end of the scale the Cummins NTC 335 E engine develops 201kW (273bhp) while the top model gives 250kW (340bhp).
The clutch is a 394mm (15-in) twin plate design used in conjunction with the RT 9509C constant mesh gearbox from Fuller. The bogie utilises Rockwell axles with inter-axle and cross axle diff locks.
LEYLAND
AS befits the company with the lion's share of the UK six-wheeler market, Leyland has a large number of models on its books. With the exception of certain Reiver an AEC Mammoth Major 6 models, all are plated for 24 tons gross.
The 6x4 Reiver is available in both haulage and tipper form with a number of wheelbases. The shortest wheelbase variant (3,58m or llft 9in) is a tipper chassis and this is plated for 22 tons gross with a kerb weight of 5.7 tonnes (5 tons 12cwt). The 24-ton gvw models have different kerb weights depending on the wheelbase, but as a guide the longest model at 5.7m (18ft Sin) weighs around 5.85 tonnes (5 tons 15cwt) The Reiver's power unit is the turbocharged Leyland 410 engine rated at 107kW (144bhp) with a maximum torque of 480Nm (3551bft). The standard gearbox is a six-speed constant mesh design with top being an overdrive ratio although a ten-speed splitter is included in the list of options. Both rear axles are of hub reduction design.
Many and various are the different models listed in the Bison range which can be specified for haulage, tipper or mixer operation. Two turbocharged versions of the fixed head 500 engine are available-the 501 which is rated at 128kW (172bhp) and the 502 which produces 153k% (205bhp) both at 2400rpm, The maximum torque figures are 570 and 735Nm (420 and 5421bft) respectively, but in this case the engine speeds are different-1200rpm for the 50 and 1400rpm for the 502.
Depending on the particular model, either a six-speed constant mesh or a nine speed Fuller RTO 609 unit make up the gearbox specification. When the Fuller box is used it is in conjunction with a 356mm (14in) diameter twin dry plate clutch. Otherwise a 381mm (15in) single plate is fitted.
The hub reduction rear axle are plated at 9 tons each with 6 tons for the front axle. The Bison is available with a ,ormal four-spring bogie or vith the patented Leyland T6 wo spring assembly. As an xample to illustrate the kerb might, the 5.52m (18ft lin) Vheelbase haulage model fitted vith the two spring bogie — ype number 3BN 501.24L2— veighs in at 6.35 tonnes 6 tons 5cwt).
Utilising a turbocharged version of the 500 engine the 3uper Buffalo is a 6x4 chassis esigned for operation at 2 tons gross with a drawbar ailer or 24 tons solo.
The 511 engine variant roduces 172kW (230bhp) t 2400rpm while the maximum orque of 830Nm (6121bft) ccurs at 1400rpm. As with ertain of the Bison models, nine-speed Fuller gearbox s coupled to a 356mm (14in) win dry-plate clutch. Either he two-spring bogie or the tandard four-spring type are vailable to suit individual erator requirements.
The frame is of bolted onstruction in parallel section igh tensile steel. Only one heelbase is catalogued — .03tri or 16ft 6in.
On the AEC side, both the arshal Major and the amrnoth Major 6 use the 2.5 litre (761cuin) AV760 ngine which in its naturally pirated form develops 153kW 205bhp) at 2200rpm.
aximum torque is 765Nrn 5641bft) at 1300rpm. The ix-speed gearbox is of 0ns-tont mesh design with the xception of first and reverse hich are sliding mesh.
Both these AEC models are or haulage operation while the arshal is for tipper/mixer use. One wheelbase is available (4.34m or 14ft 3in) and the kerb weight for this model is 6.39 tonnes (6 tons 6cwt).
The smaller AV506 engine is used in the Marshal to give 113kW (151bhp) at 240Orpm.
MAGIRUS DEUTZ
THE only air cooled contender in the six wheeler category is the Magirus-Deutz tipper. Available in 6 x 6 and 6 x 4 configuration, it is powered by the Deutz V8 engine which delivers 171kW (229bhp) at 2650rpm with a maximum torque of 722Nm (5311bft).
The gearbox is a six-speed constant mesh design from ZF while the bogie has planetary reduction gearing in the hubs. The frame is a parallel section ladder type with riveted cross members. Both the all-wheel-drive and the 6x4 share the same wheelbase of 4.54m (14ft llin) (See introduction).
The 6x6 is plated for 26 tonnes (25.6 tons) gvw and 28 tonnes (37.4 tons) as a truck trailer combination as is the 6x4. As a guide to the unladen weight, the 6x4 in chassis cab form weighs 7.1 tonnes (6 tons 19cwt).
MERCEDES
THREE versions of the 2419 model from the Mercedes-Benz Woerth factory are available in the UK for general haulage, tipper and mixer application respectively. All are double drive trucks and the basic mechanical components are identical with the difference in chassis dimensions indicating the intended use.
The LPK 2419 (tipper) and the LPB 2419 (mixer) share the same wheelbase of 4.26m (13ft llin) (see introduction) while the longer 5.46m (17ft llin)_ chassis is intended for haulage work.
The OM 360 six cylinder engine produces 132kW (180bhp) at 2500rpm with
As with ERF, Gardner engines are standard in the Foden six-wheeler range. This model has the S80 Mk 2 cab.
549Nm (4051bft) of torque at 1700rpm. The drive line consists of a single dry plate clutch 350mm (13.8in) in diameter, a ZF six-speed synchromesh gearbox and Mercedes-Benz hypoid axles.
The frame is a steel channel ladder type and the kerb weight of the LPK tipper chassis is 6.64 tonnes (6 tons llcwt). The maximum gvw is 24 tons with the plated weights of the axles being 6.6 tonnes (6 tons lOcwt) at the front and 18.3 tonnes (18 tons) for the bogie.
SCANIA
AT the RHA tipping convention earlier this year, Scania showed for the first time the LT 145, a 6 x 4 machine plated for 30 tonnes (29.5 tons) when used for off road work.
Turbocharged and naturally aspirated versions of Scania's 14.2 litre (866cuin) V8 engine can be specified to suit individual operator requirements. In blown form the engine delivers 257kW (350bhp) at 2300rpm with 202kW (275bhp) in its naturally aspirated specification at the same engine speed. The torque figures are 1245Nm (9181bft) and 981Nm (7231bft) respectively.
The ten-speed transmission consists of a five speed main gearbox and a two speed range change section. The first axle of the bogie is equipped with a transfer box which distributes the power between the two rear axles.
Moving down the weight scale, the 86 is available in two wheelbases for 24-ton operation. The 4.36m (14ft 4in) wheelbase version is for tipper use only while the longer 5.96m (19ft 7in) variant is a tipper/ haulage model. Both are 6 x 2 trucks (with bogie lift being a catalogued option).
As with the V8, two power ratings from the same basic six-cylinder engine are listed. The turbocharged D58 produces 149kW (202 bhp) and 677 Nm (500Ibft) of torque while the unblown version, the D8 produces 120kW (163 bhp) and 549Nm (405Ibft) of torque. The engine capacity is 7,8 litres (476cuin).
The gearbox is again a five-speed main unit with a two speed planetary section giving ten forward speeds with tenth gear being direct drive. The drive axle is a spiral bevel single reduction type.
Cold-presseU steel plate is used for the constant depth U-section frame members while the cross members are riveted to the main structure.
The kerb weight for the tipper model is 6.72 tonnes (6 tons 12cwt) While the longer haulage chassis weighs 7.05 tonnes (6tons 19cwt).
SEDDON
THE six wheelers available from Seddon Atkinson are all double-drive models for both haulage and tipper applications at 24 tons gvw with a choice of two wheelbases.
Two engine options are included in the specification— the ubiquitous 6LXB Gardner which produces 137kW (184bhp) at an unhurried 1850rpm and the NHC-250 Cummins with 170kW (228bhp) at 2100rpm. For the Gardner option, a six speed constant mesh David Brown box is standard equipment with the nine-speed constant mesh RTO-9509A Fuller box being used for the Cummins models.
At the rear, an Eaton 38DS double drive bogie is featured with single reduction spiral bevel axles plated at 19.2 tonnes (19 tons). Although the 6 x 4 is the standard machine, a single drive option is available on the haulage chassis only by utilising the Seddon Atkinson 5A-13-HR spiral-bevel hub-reduction drive axle. The bogie is plated to the same weight.
Cold-pressed carbon manganese steel is used for the all-bolted ladder type frame. Although the regular specification trucks use a short cab, a full sleeper version can be supplied on the longer wheel-base model.
Using the 5.33m (171t 6in) wheelbase, 6LXB engined version as an example the chassis cab weight is quoted as 7.72 tonnes (7 tons 12cwt).
VOLVO
GOTHENBURG'S main contribution to the UK six-wheeler market is a variant of the well known F86 range. Four wheelbases are available for the same basic truck ranging from 4.07 to 5.58m (13ft 4in to 18ft 3in) (see introduction).
With the exception of the shortest model—the F86-34 Which is plated at 22.4 tonnes (22 tons)—the plated weight in rigid form is 24.4 tonnes (24 tons). For drawbar application this goes up to the maximum UK limit of 32 tons.
The power unit is the familgu TD 70E rated at 150kW (201bhp) from the relatively small capacity of 6.7 litres (409cuin). The maximum torque of 660Nm (4871bft) is delivered at 1400rpm.
In the drive line specification 380mm (15in) diameter single dry plate clutch is coupled to an eight speed range change synchromesh gearbox.
The drive axle of this 6x2 machine is a single reduction hypoid bevel type. The capacities of the bogie axles are 9.25 tons for the drive and 8.75 tons for the trailing.
The frame is of parallel pressed channel section rivet construction with full length reinforcing strips on the top and bottom flanges and an internal flitch above the rear bogie.
The kerb weight of the F86-49 model for example, is 6.32 tonnes (6 tones 4cwt).
For on-site work Volvo has the bonneted N10-38 6x4 tipper (the 38 relates to the wheelbase of 3.8m which Volv measures from the centre lin of the front axle to the centre line of the leading drive axle).
The N10's power unit is the TD100A which produces 172kW (230bhp) alt 2200rpm with a maximum torque of 881Nni (6501b11t) at 1400rpm.
DODGE
WITH no Commer six-wheelers the only Chrysler representation in this category comes from Dodge with the 500 series.
The K2413 is plated for 24 tons gvw and is available in single and double drive form with a choice of wheelbases. The 2213 is plated for 22 tons as a 6x4 only. The largest wheelbase is 5.105m (16ft 9in) while the shortest is 3.81m (12ft 6in).
The Perkins V8.540 engine is standard throughout the range and is used in conjunction with a 356m (14in) single dry plate clutch and a five speed synchromesh box. A six speed gearbox is on the option list. The tandem drive is a spiral bevel type plated at 18.3 or 16.3 tonnes (18 or 16 tons) depending on the application.
The frame is a ladder type of all bolted construction in niobium stabilised carbon manganese steel.
FODEN
The 6XLB Gardener engine Is standard throughout the Foden six-wheeler range. Rated at 140kW (188bhp) it is used in conjunction with a 432mni (17in) diameter Foden clutch. As usual with Fodens, much of the drive line is home built with the eight speed gearbox and 10 ton single reduction worm type axles in the bogie. Hub reduction axles are available as an option.
Several wheelbases are available with the longest being 5.75m (18ft 10in). This is the CM definition as Fodens quote the outer axle spread. The frame is of bolted construction.
With a 5.2 to 1 axle ratio the maximum road speed is 81km/h (50mph) with a diameter and a ZF 12-speed splitter gearbox. The rear bogie is a double reduction type with a lockable inter-axle differential. Kerb weight for the standard wheelbase model is 7.14 tonnes (7 tons).
The 6x2 model designated the FAS 2005 is plated as for the 6x4 model. The lower powered version of the 8.25 litre engine is fitted which produces 150kW (201bhp) and 690Nrn (5101b ft) of torque. A ZF gearbox is again featured with six forward speeds with t splitter option. theoretical gradient of 1 in 3.2. Using the long wheelbase model as an example, the kerb weight is 7.23 tonnes (7 tons 2cwt).
MAN
Plated at 32 tonnes for off road operation the 32.232 DHK dumper is the MAN contender for the six wheeler market. It is a 6x4 machine which uses MAN built 13 tonne hub-reduction axles for the bogie with inter-axle and cross-axle diff locks.
An in-line six-cylinder engine developing 172kW (232bhp) at 2300rpm is featured in conjunction with a 420mm (16.5in) diameter single dry plate clutch and a six-speed constant mesh ZF gearbox.
The frame is of riveted and bolted construction with pressed steel channel-section longitudinal side members.
The three axle ratios are available for the MAN, the lowest of which at 7.63 to 1 gives a gradeability of 25.3% in bottom gear. The wheelbase (by the CM definition—see introduction) is 4.525m (14ft Pin) and the kerb weight for the chassis cab is 7.54 tonnes (7 tons 8cwt).
SHELVOKE AND DRE WRY
Leyland mechanical units make up half of the technical specification of the 6x4 NT from Shelvoke and Drewry. The engine is the turbocharged 410 which delivers 107kW (114bhp) at 2600rpin with a maximum torque of 481Nm (3551b ft) at 1600rpm. A six-speed Leyland gearbox is used with an overdrive top gear. The bogie is a 30 D Eaton tandem unit.
One wheelbase model is available-4.42m or 14ft Bin —which has a kerb weight of 7.04 tonnes (6 tons 19cwt). The NT is plated at 22.4 tonnes (22 tons).
DAF
Both single and double drive models are catalogued in the UK for DAF's contenders in the three axle market. The FAT 2205 is a 6x4 model with a wheelbase of 4.52m (14ft 10in) plated at 24 tons gvw or 32 tons gtw. Plated for 22 tons a shorter (3.35m or 10ft 1 lin) is available to special order.
The power unit is DAF's own DU825 turbocharged six cylinder unit which produces 161kW (216bhp) from 8.25 litres. The drive line incorporates a single dry plate clutch of 380mm (15in)