Cost-conscious Amsterdam
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RAI Show report By Graham Montgomerie
THE ACCENT is very much on economy at the 1976 Commercial Vehicle Show which opened at the RAI exhibition centre in Amsterdam last week.
Two years ago many manufacturers were upping engine oltputs to match possible increases in bhp/ton requirements. Today, the situation has changed.
And this is backed up by the news that the West German Government proposes to reduce its 8bhp/ton limit to 6bhp/ton.
However, there is an air of cautious optimism at the Show linked to this common awareness of ever-increasing operator costs.
British interests are well represented. And encouraging news was announced by Sir William Batty, president of the SMMT. He told a press conference that the UK had produced more commercial vehicles than any other country in Europe in 1975—and had exported more.
As befitting the "host" company, DAF has the largest display of vehicles including the DAF Trucks (GB) Ltd inspired Supercontinental intended for Middle East and longer range operations.
Although DAF is not showing any new truck models, the Amsterdam Show sees the announcement of an air-sus pension system for the heavy end of the range. All two-axle trucks and tractive units in the 2000, 2200 and 2800 series with an axle load not exceeding 10 tonnes can now be supplied with such a system.
Although DAF extols the virtues of a smoother ride with air suspension, it is clear that the company views this as a secondary factor compared with the simplification of loading and unloading especially with demountable bodies. From the static position, the system allows vertical movements of 8cm (3.15in) upwards and 13cm (5.12in) downwards.
The axle itself is attached to the chassis by means of two-leaf quarter elliptic spring assemblies, which are mounted at the front in the original spring brackets. The upper spring-leaf on each side serves to locate the axle laterally while an extension to the lower spring-leaf connects with a transverse beam immediately behind the axle on which the two air bellows are mounted. Each bellows has its own control valve activated by changes in the distance between the rear axle and the chassis frame.
In view of the fact that the suspension system itself has little internal friction, doubleacting dampers are used. An anti-roll bar is specified, but because the air-suspension occupies the space behind the axle normally used for this purpose, the anti-roll bar has been re-routed over the top of the chassis. The system adds around £1,000 to the chassis list price.
As well as trucks, DAF of course makes trailers—and the RAI exhibition this year sees the debut of a new Eurotrailer boxvan from Eindhoven. Depending on the capacity required, the trailer can be fitted with running gear to allow gross weights from 15.5 to 36.0 tonnes (15.2 to 35.4 tons). DAF is claiming that this Eurotrailer is very competitive in terms of weight, quoting a model fitted with a 20-tonne tandem axle at 5.16 tonnes (5 tons licwt).
The internal loading length of the standard Eurotrailer is 12.23m (40ft) and in countries in which an overall length of 15.5m (50ft 10in) is permitted an extra bay can be added giving an internal length of 12.8m (42ft). The van is built completely from aluminium panels.
The stand of Fodens' distributor in the Netherlands, Geveke, sees the European debut of its range of left-handdrive threeand four-axle "Universal" trucks. The new eight-model range consists of 6x 4 and 8 x 4 rigids for operation at capacities from 26 tonnes (25.6 tons) gvw to 100 tonnes (98.4 tons) gtw.
The new models at Amsterdam certainly look very impressive in their white/blue/ yellow colour scheme. The range uses Cummins power units as standard along with the familiar Paden eight-speed gearbox.
The NTC 290 Cummins engine is common to all but two models while the NTC 355E unit is used for the heavyduty four-axle and 100-tonne three-axle. tractor. These two models use a Brockhouse torque convertor coupled to the Foden gearbox. The new allsteel S90 cab is fitted to the Universal range.
The heavy-duty three-axle model can be operated at up to 60 tonnes (59 tons) with a drawbar trailer and it has a designed axle capacity of 40 tonnes (39.4 tons).
LPG interest There has been increasing interest shown in England during the last year in LPG for commercial vehicles. But one serious problem exists—namely the lack of many service areas where LPG can be obtained. Holland has no such problem as nearly every other filling station can supply it, and the Amsterdam Show has traditionally seen many LPG devices. This year Saviem has converted a Club of Four engine to run on LPG.
Based on the six-cylinder diesel type 797 unit, the engine now develops 89kW (120bhp) at 2,900rpm with a maximum torque of 343Nm (2531bft) occurring at 1,500 rpm. This compares with the original diesel output of 101kW (136bhp) for the same engine speed. The necessary modifications have included the replacement of the standard injectors with spark plugs and the fitting of flat-top pistons to give a compression ratio ot 12:1. The gas is stored at a temperature of –160°C (-256°Fi and a pressure of 400 kN/sqm (58 psi).
Saviem produced some interesting comparisons for the diesel and LPG version and one point worthy of note was the improvement in torque below 2,100rpm for the LPG over the diesel, although it fell away above this speed. Three 52seat Saviem SC 50 buses equipped with LPG engines have been put on field trials in Paris on a route of the Paris urban transport system for evaluation purposes.
The Czech national company of Tatra/Skoda is showing a truck new to Western Europe —the Skoda Liaz. Already available in Holland, it is soon to be marketed in France and West Germany in both rigid and tractive unit forms. Two turbocharged six cylinder engines are offered (Skoda's own power units) at 201 and 227kW (270 and 304bhp) coupled to a 10-speed Praga splitter gearbox. The cab is again Skoda's own design, but it bears a more than passing. resemblance to the old Hanomag-Henschel heavy cab.
Shades of Gardner, both the Skoda engines produce their maximum power at a relatively low engine speed: in this case 200Orpm.
American participation
For a European show there is a relatively large amount of direct American (excluding Europe-based GM, etc) participation in the heavy market at the RAI with trucks from both the White and Autocar sections of the White International Company and from Mack. The White Road Commander has what can only be described as typically American cab styling, but there are many interesting technical features about the truck. Not the least of these is the extensive use of lightweight materials which has kept the weight of this 4.24m (13ft 1 lin) wheelbase 6x4 chassis with a sleeper cab down to 7.07 tonnes (6.96 tons).
The standard engine is a turbocharged Caterpillar 3406 DIT of 14.6 litres (890cuin) capacity which produces 206kW (280bhp) at 2,100rpm although a higher powered 239kW (325bhp) version is available. The maximum torque figures are quite impressive at 1167 and 1,315Nm (860 and 9701Ibfft) respectively.
A twin-plate Lipe Rollway clutch transmits the power to the ubiquitous RTO 9513 gear box from Fuller, The front axle is of White's own manufacture —the F3W-125—rated at 6.35 tonnes while the rear bogie is from Rockwell rated at 17.25 tonnes.
The other truck from the White family is the Autocar, which is a very different vehicle indeed being intended mainly for on/off road use in 6x6 configuration. Engine options from Caterpillar, Detroit Diesel and Cummins are available with the Show model using a Caterpillar 3306. Transmission specification is similar to the White with Lipe Railway and Fuller components. The front axle is a Rockwell unit rated at 9.53 tonnes while the Eaton DS-400 rear bogie is quoted at 20 tonnes. The kerb weight in chassis/cab form is claimed to be around 8.5 tonnes.
Autocar also claims to be the oldest manufacturer of heavy trucks in the United States and was taken over by White in 1953.
Home-built heavies
The Terberg concern is showing a comprehensive selection of its Volvo, DAF and Mercedes-based heavyduty machinery including the new 6x6 F 1100. It is intended for tipper and crane application at a gvw of 17.7 tonnes (17.4 tons). The engine and cab are of Volvo manufacture, but surprisingly the power unit chosen from the Gothenburg range is the baby D 60A which develops 89kW (120bhp) at 2,800rpm—a rather odd choice for a heavy-duty 17-tonner. The gearbox is a five-speed Fuller unit, the 542 SMA, while the clutch is single-dry-plate with a diameter of 330mm (13in).
Again looking superficially like a Volvo, the F 1400 is a new 6x4 addition to the Terberg range. The power unit is again from Volvo being the turbocharged TD 100A which produces 195kW (261bhp). Although the gearbox is the standard Volvo SR61 eightspeed synchromesh type, it is used in conjunction with a W 420 Borg Warner torque convertor.
The other Dutch specialist constructor famous for its heavies is GINAF (Van Ginkels Automobielfabrik) whose products look, superficially at least, like those of DAF. GINAF is showing a new model at the RAT, an all-wheeldrive eight-wheeler. The engine is the DAF DU 825, developing 161kW (216bhp) and this is transmitted via an Allison MT 640 automatic gearbox.
The IVECO group is at the RAT in force with more rationalised models following on from those first seen at Frankfurt last year. These include a fire engine application on a Fiat/OM 75 chassis utilising a Deutz air-cooled engine which is marketed as a 90 D 56 Magirus Deutz.
With the Transcontinental being assembled a few miles down the road, Ford has mounted a big display including five models of its topweight truck. One is fitted with a lifting third-axle by York.
Sherpa debut
Although already known in the UK, the Leyland Sherpa range of light vans is making its Dutch debut in Amsterdam, with another first-timer from Leyland being the BX-1200 bus chassis based on the Boxer. Available with a choice of three wheelbases — 5,11m, 5.50m or 6.0m (16ft 9in, 18ft or 19ft 8in)—the chassis is powered by the 6.98 diesel producing 86kW (115bhp) at 2,600rpm. '
Designed for 46-48 people, the Boxer is in direct competition with Mercedes-Benz in this market sector now that DAF has dropped out, but Leyland estimates that it enjoys a 25 per cent advantage over the German product. Leyland is pushing the Marathon very hard in the Netherlands and it is interesting to note that the most popular version so far is the longwheelbase tractive unit with sleeper cab.
At the other extreme of the Leyland range shown by BL Nederland is a Mini tipper. Based on the Mini pick-up, a glassfibre "bath tub" has been added with dimensions of 125 x 85 x 40cm (49 x 33 x 16in). Operated via a manual doubleacting hydraulic pump, the body has a maximum angle of tip of 60.
On the passenger side there is a great deal of interest in the midibus being shown in Amsterdam, and in this category, Kassbohrer Setra is showing a new 30-seat version using a Henschel engine of 105kW (141bhp) and a fourspeed 2F gearbox. For a midi it is very luxurious inside although the shape of the seating would indicate that it is still intended for relatively short trips. The new S80B is now 2.5m wide compared with 2.3m for the previous version (8ft 2in against 7ft 7in).
An electro hydraulic lift known as the Pancake is being introduced this year by John Ratcliff (Tail Lifts) Ltd, designed expressly for the rearengined (as opposed to the new LT) Volkswagen side-door van. The unit fits under the side doorway of the VW, and when it is required, the whole assembly can be pulled out like a drawer. The capacity of the lift is 200kg (4cyvt).
The lifting arms are connected to a large torque tube which in turn is rotated by a hydraulic cylinder situated at the rear of the assembly. A quarter of a turn of the torque tube is sufficient to give full travel to the lift platform.
Another aid to loading to be seen at Amsterdam is a piggyback lift truck rejoicing in the splendid name of Kooi-Aap. The machine is claimed to unload and load any truck from either side or at the rear. It has a lifting height of 4m (13ft lin) and can self load on to the back of a truck in around one minute. The weight of the Kooi-Aap is 850kg (16jcwt) and it can be supplied with various lift capacities up to 2,700kg (2 tons 13cwt).
Biggest tanker
What is claimed to be the world's largest LPG tanker is displayed on the stand of .1 and I ten Cate NV. The capacity of the tank is 53,000 litres (11,660 gallons) and the gcw of the three-axle tanker and three-axle Scania 111 is 46.5 tonnes (45.8 tons). Using the Scania pto to drive a hydraulic pump, the maximum discharge rate is 8501it/min (187ga1/min).
With the extensive use of aluminium, Floors Handel en Industrie BV of Hilvensum has constructed a 65cum (85cuyd) tipping trailer with an unladen weight of around 7 tons. Designed for a maximum payload of 29 tonnes (28.5 tons), the trailer is equipped with a fourcylinder Deutz engine so tipping can be carried out without the need for a truck pto.
Cab comfort
Driver comfort overnight in sleeper cabs is catered for in no uncertain terms by the provision of a hot water radiator system by Vanderheide Autotechniek By, Exhibited at the RAI on a DKS-engined DAF 2800, the burner is propane powered and heats an enclosed water system which circulates via a thermo-syphon effect. A semi-transparent plastic header tank gives warning if the system needs topping up and a water/anti-freeze solution is used. The gas is stored in bottles mounted at the side of the chassis and the actual burner unit is situated on the rear cab wall. The system is available for makes other than DAF although the design of the F88/89 Volvo cab necessitates the fitting of a long single radiator along the back of the cab whereas other cabs use a side-mounted double radiator.
The Show closes on February 14.