PAR IS
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S9, having a MAN 165 bhp gross diesel, SAVIEM six-speed gear-box and the SAVIEM-built tilt cab. The SMIO four-wheeler is made as a rigid for 16 tons and as a tractive unit or tractor for 31-ton-gross combination weight.
On the Berliet stand another tractive unit has been added to its existing range—the TAK 8 for 19 tons g.c.w. with a 162 bhp gross engine—but the more interesting newcomers are three models based on the Stra dair design but with a simplified suspension.
The engine is set under the seat area of the forward-control cab instead of being at the extreme front of the chassis so that the familiar Stradair "snout" disappears. There are three models in this range, the 10 K, for 5.2-ton loads (8 tons gross), the 20 K for 6-ton loads (9 tons gross) and the 30 K for 7-ton loads (10 tons gross). The 20 K and 30 K have a 135 bhp gross four-cylinder diesel and can be used with a trailer at 17.5 tons and 20 tons respectively. The 10 K has an 80 bhp diesel, but all three have a five-speed gearbox.
An important difference between the new chassis and the original Stradair is that conventional leaf-spring suspension is employed instead of the combined air-andleaf-spring system of the Stradair.
Apart from the new 19-ton tractive unit Berliet has made no major changes in its heavy models but it has developed a tuned air-intake system for its M635 12-litre diesel and this gives an increase in output of 10 bhp as well as a claimed improvement in fuel consumption. There are separate airintake branches for the front and rear three cylinders and these lead to an expansion chamber. At an engine speed of 1,900 rpm an increase of 8 per cent in the volume of air taken into the engine is claimed. Maximum output is 250 bhp gross (SAE) at 2,200 rpm.
Citroen models continue generally as before. There have been no changes in the medium-weight chassis but the HY and HZ vans—with "corrugated" panels—now have more powerful engines. The petrol engine used now gives 56 bhp at 4,100 rpm and the diesel 57.5 bhp at 4,000 rpm. This results in a better performance and the maximum speed for a fully loaded HZ with petrol engine is 65 mph, the HY with petrol goes up to 62 mph and both diesel models have a maximum speed of 54 mph. Another :thange is that the gross rating of the HZ las been increased from 5,070lb to 5,380Ib
3roviding for a payload of about 2 lcwt. The gross weight rating of the HY is 6,5031b which provides for a payload of about 31cwt.
The final French maker of note in the ieavy-vehicle field is Willeme which is link xl with AEC and acts as distributor. On
his firm's stand there is the only Leyland group goods chassis to be seen at the Show,
his being a Monarch. Willeme uses AEC xigines and other components in chassis of its own design and new models are a 26-tongross normal-control 6 x 6 tipper chassis. This has an AEC AV760 engine, six-speed gear box, transfer box and front axle. Except for the doors, the cab and hinged bonnet are in plastics.
Another new Willeme model is the RE 202 T three-axle tractive unit for 38 tons gross. This also has an AEC 760 engine but driving through a ZF 12-speed splitter gearbox. The two-spring rear bogie is based on the new design used by AEC and other BLMC companies at the London Show. The cab is an all-plastics unit with two bunks.
SOVAM specializes in producing front-wheel-drive chassis which are used primarily as the basis for mobile shops. At this Show the concern has a new model with a four-wheel rear bogie employing torsion bar suspension. A Perkins 6.354 diesel is used in the chassis driving through a fourspeed main gearbox. The engine and gearbox are right at the front end of the chassis, mounted "in reverse" and the transfer gearing at the output end of the gearbox which transmits the drive to the front axle incorporates splitter gearing to double the number of ratios. The gear change levers can, due to the layout, be mounted directly in the gearbox dispensing with complex linkage and well positioned for the driver. The chassis is designed for 9 tons gross and with an overall length of up to 3411 4in. available, a platform length of up to 2811 5in. is provided. The platform is level over the whole length and when laden its height is ,less than 17in. from the ground.
Power units continue to be of prime interest at European shows, and at Paris Leyland is showing for the first time the turbocharged version of its fixed-head 500 diesel. This unit was announced on August 30 and shown at Earls Court in naturally aspirated form. It was stated at the time of the introduction that a turbocharged engine would be offered and this is the 510 seen in Paris. Output is 284 bhp to SAE gross standards at 2,600 rpm with the corresponding BS: AU 141 and DIN ratings 265 and 266 bhp respectively. The maximum torque is 688 lb. ft. SAE gross, 629 lb. ft. BS: AU 141 or 641 lb. ft. DIN at 1,700 rpm. The display engine on the Leyland -Brossel stand also has the thermostatically controlled fan developed by Leyland.
Another engine seen turbo-charged for the first time is a 103-litre unit on the Pegaso stand. Output has increased from 200 to 260 bhp gross at 2,000 rpm and maximum gross torque is 721 lb. ft. at 1,300 rpm. The engine is fitted in a 2011/50 38ton-gross two axle tractive unit also on the stand.
As always, the German, Italian, Swedish, and Dutch chassis manufacturers are at Paris in force, and White is represented by marques which this US maker is successively introducing to the French market. But apart from Bedford and Ford there is little British goods content, a situation reflected in the display of exclusively p.s.v. exhibits on the Leyland-Brossel stand.
Many of Europe's principal passenger chassis and body makers are represented, together with trailer and body builders (including Edbro Europa) and a host of component and specialist suppliers, including an encouraging sprinkling from Britain. .