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DAFS BLOOM IN AMSTERDAM

11th February 1966
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Page 60, 11th February 1966 — DAFS BLOOM IN AMSTERDAM
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Which of the following most accurately describes the problem?

BY A. J. P. WILDING,

AMIMechE, MIRTE IN relation to its size, Holland has a remarkable position in European transport, Dutch hauliers accounting for something like 80 per cent of the inter-country transport in Western Europe. This fact is in itself one of the biggest stumbling blocks to the formulation of a transport plan within the Common Market as there have been suggestions that the issue of EEC licences to transport goods on an international basis should be according to population—which the Dutch rightly say is quite ludicrous.

With the first point in mind it is natural that the RAT Exhibition in Amsterdam (which closes on Sunday next) should attract vehicle makers from all over Europe. Holland is the best market for British commercial vehicles in Europe and it is not surprising that our makers are well represented at Amsterdam. The only big European names missing are Berliet and Saviem, of France, but to make up for this the first Japanese truck to appear at a major European Show is there.

There are no brand-new British designs and, except for the Commer Imp van and the Dodge 500 Series, all have appeared at Continental shows before. It can correctly be said, though, that a new "British" make is featured for the first time at any show, this being the Doncaster-built Loadstar 1800 on the International Harvester stand. The latest developments in International Harvester activities in the UK were revealed in COMMERCIAL MOTOR last week and the 1800 chassis at Amsterdam was one of the first off the line at the Doncaster factory. The UK models which have not been at Amsterdam before include the BMC FJ, Guy Big J and the Conquest p.s.v. (the Daimler Roadliner as marketed in Europe), Ford D Series and Leyland and AEC chassis with Ergomatic cabs.

On the Leyland stand there are also two chassis fitted with a new cab specially designed and built by Carrosserie Jaro and now available as an option on certain Leyland chassis in Holland. The chassis having the cab arc a Meteoor, an Albion-based fourwheeler, and a Comet. In the case of the Meteoor, a forwardentry layout is used whilst, on the Comet entrance is over the wheels. The cab is of steel and is an attractive design in spite of all the panels being flat sheets. Compared with the standard pre-Ergomatic unit the new cab gives more room, improved internal insulation and trim and better visibility. A sprung driving seat is fitted and the cab costs about £100 more than the standard unit.

At first sight almost all the exhibits on the stand occupied by the Dutch Ford company can be taken to be British made, but this is not so. The various D and K Series chassis are from Britain —assembled in Amsterdam—but the Transit vans are built from parts made by the German Ford company and assembled in Genk, Belgium. In the same way that the D Series was developed to meet the requirements of all European markets, so was the Transit. And early in December last year the Ford Transit was introduced by Ford of Germany to replace the previous Taunus Transit, a much smaller van.

Specifications of the German Transits are generally similar to the British, with identical bodies, and a similar range is offered— there are six basic models with load capacities from 12 to 35 cwt. But the mechanical components differ. Surprisingly, smaller V4 engines (as used in Taunus cars) are fitted. Whilst in the British models a 1.7-litre, 81.5 b.h.p.-gross V4 petrol engine is standard in the 12, 17 and 22 cwt. versions and a 2-litre, 93 b.h.p.-gross V4 in the 25, 30 and 35 cwt. chassis, in the case of the German designs a 1.2-litre, 54 b.h.p.-gross V4 is fitted in the 12 cwt., a 1.5-litre, 67 b.h.p.-gross in the 17 and 22 cwt, and a 1.7-litre 72 b.h.p.-gross unit in the 25, 30 and 35 cwt. models. The German engines are slightly different from the British V4s, and whilst a Perkins 4.99 diesel is optional on some British Transits there is no diesel option at present on the German chassis.

It is unfortunate that the Japanese Hino goods chassis displayed at Amsterdam by Automobilefabriek Nederland NV. of Flushing is not the model which will be imported and assembled by the company, starting in April. The Hino model to be produced is the KM 400 5-tonner but the intended Show example was delayed on its way from Japan and the TH 400 9-tonner appearing on the stand had to be rushed from an exhibition in Greece. As a result the condition of the chassis is well below that usually expected at a Show and the vehicle looks to be poorly finished. Dull paintwork and a grimy cab interior should not be taken too seriously in the circumstances, but I must say that the design looks somewhat crude by European standards in some respects.

Both the Hino TH and KM chassis have tilt cabs but the 5tonner has a more modern cab design (with forward entry steps) than the TH shown. Six-cylinder diesels are used in the two models, a 4.3-litre unit in the KM producing 90 b.h.p. gross at 3,200 r.p.m. and a 7.98-litre engine with a maximum output of 180 b.h.p. gross at 2,400 r.p.m. in the TH. The KM has a fourspeed synchromesh gearbox whilst the TH has a five-speed constant-mesh overdrive box used with a two-speed rear axle, as against a single-speed on the KM. Wheelbase of the KM 5tonner is 3.3 m. (12 ft. 10 in.) and the TH 9-teenier has a wheelbase of 4.8 m. (15 ft. 9 in.) and both designs have 24V electrical systems.

Initial production of Hino chassis in Holland will be five a week and it is expected that this number will be increased to 15 by next year. For the first four years or so only the KM 5-tonner will be assembled there but after that the Hino KC model, a 7-tormer with a 140 b.h.p. engine, will probably be added together with the TH 9-tonner. Hino ears are imported complete from Japan by Automobilefabriek Nederland, and if there is the demand any Hino goods or passenger chassis can be imported. Price quoted in Holland for the 5-tonner is about £1,400. For the 7-tonner and 9-tonner the figures are about £2,250 and £2,700 respectively at the moment.

Goods and p.s.v. newcomers from OAF

New models introduced at Amsterdam by Van Doorne's Autornobilefabriek (DAF) include goods and passengershassis. One in the latter category is the most important, this being the SB 200 DO. The model was developed to meet the requirements of the four major Dutch municipal bus operators—Amsterdam, Rotterdam, The Hague and Utrecht, the design being to the specification of a committee set up by them. The SB 200 is a rear-underfloor-engined chassis with a Voith Diwabus 200 SR automatic gearbox. A Leyland 0.680, 167 b.h.p. (net) diesel engine is used, this engine being employed also by DAF on existing underfloor-engined p.s.v.

In a number of ways the chassis bears a resemblance to the Leyland Panther although instead of a stepped frame the side-members are straight and slope upwards from front to rear. It is perhaps understandable why the design—mainly the layout of components—should follow that of the Panther. The operators know this chassis and the first one for Rotterdam is to be seen on the Leyland stand with standee-bus bodywork by Carroserie Fabriek Hainje NV. Like the Panther, the DAF chassis has a front-mounted radiator with large diameter water _pipes to and from the engine, but the suspension is a completely different design. The suspension medium is air and both front and rear axles are mounted on long trailing arms with the air springs carried on cross-beams at their rear ends. Independent levelling valves are employed at the front suspension but there is only one at the rear. Roll tesistance at the rear is provided by the forward ends of the trailing arms being mounted on a transverse leaf spring fixed at the centre and the extremities of a full-width cross-member.

The chassis is designed for semi-integral bodywork and has a kerb weight of 5.4 tons. Wheelbase is 5.54 m. (18 ft. 3 in.) and front and rear overhangs of 2.6 m. (8 ft. 6 in.) and 3.2 m. (10 ft. 6 in.) allow for 11.5 m. (37 ft. 10 in.) body length. With 33 seated passengers and 63 standing, as designed for, the maximum gross weight is 16 tons; the front axle is capable of carrying 6.2 tons of this and the rear 9.8 tons. Because of the high front-axle loading powerassisted steering is standard. Dual-circuit air brakes are used.

Initial orders for 50 of the new chassis with Werkspoor bodies have been placed by the four municipalities and the Show chassis is one of the first to be built.

In the goods field, DAF has added new versions to the 2400 series of models and introduced a 2200 Series. The 2400 made its debut at Frankfurt with a 4 x 4 chassis and the new models are two tractive units and a 6 X 2. The six-wheeler is the AS 2400 DP and, in effect, it is a converted 4 x 2. The extra wheels on each side are independently suspended, equalizing beams integral with the stub axles being connected to the rear spring ends through shackles.

A hydraulically-actuated load-transfer system is incorporated to raise the trailing wheels off the ground and put more load on the driving axle, thus to improve traction where desirable. This can also be used to reduce rolling resistance and tyre wear when the vehicle is unladen; overhang regulations in most European countries do not prevent this, as they do in the UK. The legal limit on the weight of tractor/trailer combinations in Holland is 50 tons and the AS 2400 DP can be operated with a three-axle trailer at 45.5 tons. Bogie capacity can be either 16 tons or 20 tons, it being possible to mount the equalizing beams at alternative pivot points, in conjunction with different lengths of rear springs. The new tractive units in the 2400 Series can be operated at up to 42 tons g.t.w. and, like the other models in this range, have Leyland Power-Plus 0.680 200 b.h.p. (net) engines driving through six-speed gearboxes. The new 2200 Series of 4 x 2 chassis, on the other hand, uses the earlier-designed Leyland 0.680 which gives 180 b.h.p. net, and other components include a six-speed gearbox, and singleor two-speed rear axles. Gross combination weights of up to 35 tons can be accommodated and there are various wheelbase dimensions offered; gross solo weights go up to 16.8 tons.

Another introduction by DAF at Amsterdam is the DF 615, sixcylinder diesel engine which is now an option to the DD 575 unit on all chassis where the latter engine is fitted. Although based on the 575, the 615 is different in every detail except timing gear train and camshaft. Capacity is 6.17 litres as against 5.75 litres and the maximum power output is increased from 110 b.h.p. to 126 b.h.p. net at 2,600 r.p.m. The DD 575 was originally based on a Leyland diesel of the same size and built under licence. Over the years alterations have been made independently, although both the 615 and 575 are similar in general design to the Leyland 0.400.

Two tandem-axle semi-trailers and a two-axle drawbar trailer are also shown for the first time by DAF. These are called the Universal range and represent a rationalization of designs to simplify series production of units to particular requirements. There has been a change in the frame design and now 1-beam main longitudinals with full-width cross-members pierced through them are employed. One of the semi-trailers has wide-spaced axles (over 2 m. centres) whilst the other has normal axle spacing. Bogie-load limits arc 20 tons and 16 tons respectively and gross load capacities of the models are 20/26 tons and 17/23 tons. Lengths from 8.5 m. (27 ft. 10 in.) to 12.2 m. (40 ft.) are made and there are flat platforms and semi-drop-frame designs. The drawbar trailer has a gross capacity of 16 tons and is produced in lengths from 6.5 m. to 9.25 m. (21 ft. 4 in. to 30 ft. 5 in.).

Dutchman with US parts

So many new models have appeared at Continental Shows in the past year that it is not surprising to find little in the way of real novelty at Amsterdam, apart from the DAF introductions. An exception is a six-wheeler on the stand of Floor's Handel en Industrie NV. This company is the maker of FTF trailers and for about 10 years was the Dutch distributor of American Mack trucks.

Now the company has produced a prototype of a range which will include 6 x 2 and 6 X 4 models as well as a 4 x 2 chassis. American components, including the frame side-members, are used in the design. The cab is unmistakably influenced by American practice, but is a Floor design and tilts for access to the engine. Four models are listed, the F 7.13 4 x 2, F 7.208 6 x 2, F 7.20D 6 x 4 and F 7.25D 6 x 4. The last pair of numbers in each case refers to rear axle or bogie capacity in tons and, in each model, front-axle capacity is 7 tons. The Show model is the F 7.20S and trailing-arm suspension is used for the rearmost axle, the arms being pivoted in frame brackets and connected to the rear ends of the driving-axle springs. The rear axle can be raised from the ground by 8 in. by a pair of air bellows to give extra traction, or for unladen running. Although each of the axles has a capacity of 10 tons the suspension system proportions the load, 10 tons on the driving axle and 6 tons on the rearmost, as the legal maximum for the bogie is 16 tons.

General Motors two-stroke vee engines are used, either the 6V71B 6.95-litre six-cylinder unit which gives 238 b.h.p. gross at 2,100 r.p.m. or, the 8V871N 9.52-litre V8 with an output of 318 b.h.p. gross at the same speed; the former engine is in the Show vehicle. The drive is through an Allison H770 automatic gearbox and front and rear axles are Rockwell-Standard units. Manual or power-assisted steering is available, in both cases through an American Gember box.

From the French stable If Berliet and Saviem are notable by their absence, two other French manufacturers have stands containing important and fairly new exhibits. Both the Citroen 350 and Peugeot J7 were introduced at the time of the 1965 Paris Show (cars only were at the Show) so Amsterdam is the first public display. The Citroen is a 3.5-tonner of unusual appearance and, like other French introductions in this class over the past year, is of fairly sophisticated design. Whilst this may be praiseworthy, operators may ask if all the fancy trim and luxury fittings are really essential; the main comments I have heard are that the price is out of most users' reach. The Citroen 350 is made in three wheelbases and is available with either a 2.18-litre petrol engine, a Perkins 4.236 or an MAN four-cylinder, 4.7-litre diesel. Power output of these units is 82, 80 and 76.5 b.h.p. (gross) respectively.

The Peugeot J7 is a more down to earth vehicle. It is available as a van, pick-up or with a flat load platform; one example on the Peugeot stand is an ambulance conversion. Two models are made, one with a capacity of 1.4 tons, the other 1.8 tons. There are petrol and diesel versions of each, the engine, clutch, gearbox and differential being mounted as a unit and the drive taken to the front wheels. In the 1.4-ton model the options are a 1.5-litre petrol with an output of 56 b.h.p. (gross) and a 1.8-litre diesel giving 55 b.h.p. (gross). In the case of the 1.8-tonner the petrol engine has a capacity of 1.62 litres and gives 63 b.h.p. (gross) and the diesel has a capacity of 1.59 litres and gives 68 b.h.p. (gross). The bigger engines are bored-out versions of the smaller units and whilst the 1.95-litre diesel has a CAV distributor pump, the 1.8-litre has a Bosch distributor pump. Suspension is independent all round and because of the location of the engine and transmission units the floor height in the body is very low-1 ft. 8in. unladen.

Bus and coach bodywork Passenger vehicle interest at Amsterdam is not restricted to the new DAF and the Leyland Panther for Rotterdam. There are several other interesting bodies. Carrosserie Fabriek Smit NV., for example, are showing a coach with a special body for an operator engaged on sight-seeing trips in Dutch cities. A considerable amount of glazing is incorporated and to prevent obstruction to passengers' view the luggage racks are carried under the central solid strip in the roof. To leave nothing to chance, windscreen wipers are mounted on the rear windows.

An American-type bus is shown by the Bus and Car Co. SA., of Belgium. This company has been building six-wheeled longdistance coaches for America for some years—over 1,000 are said to have been produced—and now the company is introducing to Europe a four-wheeler specially designed for long-distance touring. The interior standard of the coach is very high and full air con ciitioning is incorporated. Power is provided by a General Motors V6, 195 b.h.p. diesel mounted at the rear and driving the Thnken rear axle through a ZF six-speed gearbox. Seating capacity is 44 and total price including all the fittings will be around £10,000 in Holland and only about £500 more if the model is imported into the UK.

The trailer field From the exhibits by trailer makers at Amsterdam it would appear that Dutch operators favour attics and tractor/trailer combinations about equally. There is the usual wide variety of axle layouts and suspension systems as at commercial vehicle shows I visited last year—wide-spaced and normally-spaced bogies, many of the wide-spaced types steered or self tracking and an equal number fixed. A new entrant to the Dutch trailer field is Paul en Van Weelde NV., a well-known bodybuilder who is featuring a design called the Multiload. This is an integral-van semi-trailer, using proprietary axles and suspension and the tandem-axle design shown has an unladen weight of 4.5 tons and can be operated at 26 tons gross.

There is a lot of interest now in Europe in the American doublebottom system of semi-trailer operation. With this, a tractive unit hauls two semi-trailers, the rear one converted to a trailer by use of a dolly. Sixty of these outfits are to be operated in France on experimental basis with special Government permission. The units have been built by Trailor, the French subsidiary of Trailomobile, of America; the Dutch associate of Trailor, Paul, is putting one outfit into experimental operation in Holland, again with Government permission. At the end of the year a decision will be made as to whether to permit this type of outfit to be operated. The Paul double-bottom combination was due to have been displayed on the demonstration area but unfortunately had not arrived by the time I left Amsterdam.


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