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AMSTERDAM Tractive units were going down in the world at the Amsterdam Show, with low-height tractors designed for high-volume semi-trailers appearing in force. There were also some interesting new lighi commercials, so visitors had plenty to choose from
Dutch transport companies are generally regarded as among the most efficient in Europe, and if the Amsterdam commercial vehicle show was anything to go by their appetite for new ways to boost their profit margins is as healthy as ever.
Top of the shopping list at the moment seems to be the "mega" trailer concept: this combines a high-volume semi-trailer with a low fifth-wheel height tractor to create a combination that stays within the continental 4.0m height limit yet has the cube of a drawbar without the added length and complication.
The stands at the RAI show ground were full of low-height tractive units and 100m" trailers with running gear to match.
On the lighter side there were also plenty of high-volume vans on show and some interesting solutions to the problems of urban distribution, although for tax reasons the most common "vans" were actually cars stripped of their rear seats, with blanked-out windows.
The mood Daf caught the mood nicely with a revised range of 95 Series chassis which included a lowheight tractor, although pride of place went to the new 430 flagship which takes the trusty 11.6litre unit up to 315kW (422hp).
The factory-built Low Deck tractive unit comes with either 19.5 or 22.5in wheels to give a range of fifth-wheel heights from 93 to 99cm. The specification of the lowest 19.5in version includes 285/70 rear tyres, rear air suspension, a hub-reduction drive axle, smaller brakes and hence a standard retarder; maxi
mum GVW is 16.5t, with a GCW of 44 tonnes.
Leyland Daf has no immediate plans to import the Low-Deck unit, however, or the new chassis with front-axle air suspension which was also on show.
On the engine front Daf is in the process of re-homologating its 9NOx low-emission engines (developed to meet local incentives in the Dutch market) to satisfy the slightly stricter Euro 1 rules. By June the company hopes to have the engines from the 95 range, the 2700 and the 45.160 available in Euro 1 form.
The first 100m' "mega" semi for KLM's Dutch operation has been built by J van Eck of Lexmond. At 13.6m in length, its ' low floor carries four 3.0m-high
air cargo pallets and gives a 3.03m inner clearance within the overall 4.0m height limit.
Coupling at 93cm to one of the new low-slung Daf 95.360 tractors and running on 17.5in low-profile tyres, its deck contains five sets of pneumatic roller load tracking, even at the 65mm deep neck. Remote control of an electrically driven conveyor belt ensures safe, automatic loading and off-loading.
Heath Robinson
Van Eck also displayed a Heath Robinson-like system to warn on-coming traffic and pedestrians that a vehicle's tail-lift is in operation. It was shown fitted to a single air-sprung steering axled reefer trailer with a narrow, longitudinal freezer section along the inner left side wall. With the platform raised fop unloading its hazard lights eXtend rearwards on pneumatic stalks to the length of the platform.
Although they look vulnerable they meet a Belgian legal safety requirement that is due to come into force next January.
Mercedes' long overdur high-roof sleeper cab modifi cation, on both cab widths, offer: better sleeping facilities ant more stowage space. It Eurocab has head room of 2.11n and the interior length has beer increased by 0.45m. Both bunk: have been raised and the spacr between the two is greater.
The lower bunk can be foldet up in two parts to reveal sto wage space below and allow thr passenger seat backrest to lowei into a sleeping position.
The low-deck Mercedes trac tive unit achieves an 0.96n coupling height using a modifiec sub frame and air suspension but with standard 305/70R 22, tyres at the front and 255/70F 22.5 tyres at the rear. The lov deck option is available as 1927 LS, 1931 LS or 1934 IS all rated for operation up to 44 tonnes GVW.
The surprise showing amorq the light commercials was th( new Toyota Liteace, whict had its world premiere at thE RAI. It is believed to ix
coming to the UK in a few months' time. The Liteace has the same forward-control format as its predecessor, but uses a new body which is longer and wider (though oddly a bit lower).
Although it won't win any beauty contests, the revised Liteace could trouble a few of the new high-cube vans with its 4.6m" capacity and 1,000kg payload, particularly if the UK importers get the same choice of 1.5-litre petrol and 2.0-litre diesel engines seen in the Netherlands; power steering is an option on the diesel.
With a choice of two payloads and a chassis-cab version, the Citroen C15 range has enough choice for most markets: not for the Dutch, however. With the help of French bodybuilder Durisotti the importer now offers a stretched variant. This adds 40cm to the body length, boosting the capacity to 3.1m3 and the loadbed length to 2.04m. It also makes room for a side entry door; the payload stays in excess of 700kg. The price premium is some £1,400 in Holland.
Volvo's FL1OH 8x4 has an on/off-road application with the emphasis being more off than on. The H stands for high ground clearance — straight front axles and a redeveloped T-ride bogie keep all vulnerable chassis components at least 550mm off the ground. chassis