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The eight-wheeled tipper is NOT for scrapping

11th February 1966
Page 68
Page 69
Page 68, 11th February 1966 — The eight-wheeled tipper is NOT for scrapping
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Which of the following most accurately describes the problem?

THE 24-ton-gross eight-wheeler was here to stay, whilst the Gardner 6LX was the ideal power unit for this type of vehicle and was likely to remain so indefmitely. An output of 150 b.h.p. was adequate for both short-distance and longdistance work and should continue to be adequate in the years to come.

In voicing these views in a personal interview, Mr. Anthony Shutes spoke with the authority of the director of St. Albans Sand and Gravel Co. Ltd.. Cheshunt, Herts, who is reponsible for the maintenance of a mixed fleet of more than 350 vehicles (which includes a large number of sand-and-gravel tippers) in the group of companies controlled by Berk Ltd., London WI. He is, therefore, able to compare the advantages offered by the new Construction and Use Regulations with regard to a wide variety of vehicles.

In his view, the regulations cannot benefit the tipping vehicle if the machine is to be built with an acceptable margin of strength to avoid undue stressing and to ensure reliable operation. In contrast, the example is cited by Mr. Shutes of the 30-ton articulated outfit, the payload of which benefits by as much as 4.75 tons. He points out that in this case the gain is such that there is ample latitude economically to increase the weight of components and features substantially.

This highlights the particular value of weight saving in the case of tipping vehicles so long as it ris not achieved at the expense of reliability, Mr. Shutes emphasizes. He regards the Foden 24-ton-gross eight-wheeler as the near-ideal tool.

Although a lightweight higher-speed engine matched to an appropriate transmission would enable a greater payload to be carried, the reliability and favourable fuel consumption of the relatively heavy 6LX more than offsets the weight penalty. He considers that the days of the low-revving diesel are far from being numbered.

High top gear

Mr. Shutes pays tribute to the back axles of the Foden double-drive bogie for their long life and reliability—also to the maker's 12-speed gearbox which is fitted to all the Fodens employed on long-distance work because the high top gear enables a speed of around 50 m.p.h. to be maintained on the motorways and the unit affords a crawler gear with a sufficiently low ratio for off-highway operations.

Fitted to the short-distance vehicles, the latest Foden five-speed gearbox is fully acceptable operationally but, because long-term service experience is lacking, it has been impossible to assess its reliability. On short-distance work, the 12-speed box is not used to its best advantage by the average driver.

Providing a weight saving of at least 0.75 tons compared with a steel body, the Edbro Ushaped bolted-type aluminium bodies are built of 0.25-in, plate and, over the five-year life of the chassis, normally do not require repairs of any kind. Mr. Shutes is completely satisfied with the operation and reliability of the outrigged rams, the use of which saves weight because it obviates mounting the rams in a sub-frame. Bolted body structures are preferred to the welded type.

How could further weight be saved without jeopardizing reliability or increasing maintenance costs? Apart from fitting tubeless tyres and employing lighter frame members (the latter would have to be fully proved before they were acceptable) there appears to be limited scope for such an exercise.

However, Mr. Shutes periodically has a critical look at suspension systems, the hope being that a lighter form of system could be developed which would also offer greater reliability. If it provided one or the other—or preferably both—advantages, the system would be "worth paying for" and is cited as possibly the only major improvement for which there is an urgent need. Otherwise, it is a case of "why make changes for the sake of change?"

Incidentally, the splitter-type gearbox fitted to Albion Super Weyer six-wheeled tipping vehicles is praised by Mr. Shutes because it is "usable" by the average driver, notably because it offers a high and a low range of ratios covering two specific and appropriate ranges of operation with an overall spread of 10 ratios. For a substantial part of the driving time, the box is employed by the driver as a six-speed overdrive unit.

In a general comment on design features, Mr. Shutes commends recent progress in the development of improved braking systems, with the qualification that, in the case of articulated outfits, the three-line system obviates the use of separate control of trailer brakes by the driver. In the hands of a good driver, this can enable a jack-knifing tendency to be corrected on its inception, which is a valuable aid to safety.

In condemnation of the tilt cab, Mr. Shutes points out that the power units of heavy vehicles need such infrequent attention that easy access is an expensive luxury. Moreover, tilt cabs add weight, vibration can cause wear of the linkage mechanism and distortion can render them inoperative.

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