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New models

R THE BENEFIT of anyone o has been living at the rth Pole for the last six riths, next week sees the Irving of Motor Show '78 the National Exhibition rtre near Birmingham.

k part from the change in ue, there will be another or departure from previous ibitions in that cars and lmercial vehicles will be ibined. As one would expect la show of this magnitude, e will be many new models )ublic view for the first time. rettably, however, for the ish commercial vehicle intry, the heralded new T45 -I Leyland will not be there, he official reason for its -appearance is not, accordto Leyland, an indication of problems with the vehicle. It ierely that Leyland wants to e production chassis in the ds of the distributors when launch is made and at the nent at least, this is not pos. Hopefully T45 will appear y next year.

laving got the bad news out le way, the good news is that .e are still plenty of interestexhibits for operators and ineers alike to view. New icles will be on show from Idon AtI6nson, Volvo, lge, DAF, Magirus Deutz,

Fiat, White and Reynolds Aghton with updated veris of existing models from ly more, he Seddon Atkinson 300 be worth a close look at the Available in 6x4 and 2 form, it has been designed 'iatisfy all the basic mixer, ker, tipper and haulage ilications in the 24-ton catey.

3efore Seddon Atkinson be gan the design study for the 300, the company invited specialised users to say what they wanted from a 24-tonner while at the same time cornmenting on competitors' vehicles. One common complaint was that the final choice of a particular chassis tended to be a compromise—eg good dependability but poor payload.

One of the most interesting features of the 300 lies under the cab in the shape of the International DT-466 power unit. Following on from the International engine used in the 200-Series 16-tonner, the 300Series is a logical continuation. The DT-466 was introduced in the USA seven years ago and in the 300, it develops 145kW (194bhp) at 2,600rpm with 610Nm (450Ibft) peak torque at 1,900rpm. It is a turbocharged six-cylinder design with a capacity of 7.64 litres or 466cuin (hence the engine designation).

An unusual reqUirement from the engine's development programme was the ability to run up to 4,000rpm without harm.

The power is transmitted via a 356mm (14in) diameter twindry-plate clutch from Dana Spicer to the gearbox which is a six-speed constant-mesh unit from ZF which uses a direct drive top gear. The rear bogie on the 6 X 4 is the Eaton DS13/ .D380 with third diff lock as fitted to the 400-Series eightwheeler. This rationalisation of components is also evident at the front end where the axle is shared with both the 400 and 200 chassis.

The chassis frame is the same ladder type all-bolted construc tion as the eight-wheelers. The frame section is identical although the 300-Series does not use flitches.

The standard axle ratio with the Eaton bogie is 4.88 to 1 which gives a top speed of 98km /h (61mph) and a gradeability of 1 in 5.18. With the optional 5.57 ratio, these figures become 87km /h (54mph) and 1 in 4.5 respectively.

There are three wheelbases available and the chassis-cab weights range from 6.31 to 6.69 tonnes (6 tons 4cwt to 6 tons 12cwt). The origins of the cab can be clearly seen as it is a blend of 200 and 400-Series panels. It can be tilted hydraulically to 50for component access.

Pride of place on the Volvo stand (now representing Volvo Trucks (Great Britain) Ltd instead of Ai lsa Trucks Ltd) goes to the new F7. Two models from the range will be at the NEC, a sleeper-cab tractive unit and a 6x4.

The tractive unit features the new 'F' development of the TD7OE engine which powered the superseded F86. Complete with air-to-air charge cooling, the 6.7-litre (409cuin) engine develops 162kW (217bhp) at 2,400rpm. This engine is fitted with a thermostatically controlled fan which when not in operation pushes the maximum power up to 168kW (224bhp).

As with the engine, much of the existing Volvo technology has been applied to the gearbox. It is still the same basic design, but a number of improvements have been made aimed at improving the gearbox life.

For example, steel replaces bronze as the synchronising cone material. Because of the modifications, the R51 gearbox has been re-designated R52 and the show model will feature this. The sleeper-cab version of the F7 tractive unit has a 3.2m (1 Oft 6in) wheelbase and is plated for 36 tons.

Moving to the other F7 variant which will be on show, the 6X 4 uses the G rating of the TD70 engine. Although basically the same design it does not feature charge cooling and develops 150kW (202bhp) at 2,200rpm. It has a 4.2m (13ft 9in) wheelbase (inner axle spread is the Volvo definition) and is plated for 26.5 tons gvw and 32 tons gtw.

The new cab is the Volvo development of the original Club of Four design which Volvo shared with DAF, Magirus Deutz and Saviem and which Gothenburg has used for the light F range since 1975. Apart from the obvious improvements in driver comfort, the new cab allows a sleeper version to be offered — something the highly successful F86 lacked.

In spite of all the political problems at Chrysler, the company has two new models at the Show. Extensions to the 300Series range, the new vehicles are both tandem-drive rigids — one eight-wheeler and one sixwheeler.

The Spanish-built BS-16 sixcylinder engine is fitted in both versions. This is a turbocharged design of 9.35 litres (570cuin) capacity which produces 159kW (213bhp) at 2,200rpm. Maximum torque is 825Nm (608Ibft) at 1,400rpm. The gearbox is Chrysler's own eightspeed range-change design. followed by the wheel and d configuration. This is the I time that Chrysler has ha

production eight-wheE although there have been eal conversions made to the Do 500 six-wheelers.

The new Chryslers are scribed in detail elsewher( this issue.

The main interest on Ford stand centres around modifications to the D-Se and Transcontinental mod With the former, improver( in fuel economy has been on the prime aims with the n rally aspirated Dorset engin( example being derated in n' mum speed from 2,800rpr 2,600rpm. Revised fuel pi settings have maintained power output while higher ratios are available on cer models to offset the lower gine speed.

Still with the D-Series, Turbo II engine retains its iginal maximum speed bi new turbocharger has givE claimed three per cent impr ment in efficiency. In resp( to operator demand, an E two-speed axle is available the Turbo II with the Ford speed gearbox.

Several changes can be in and around the familia Series cab. To reduce air c an Airshield roof-mour wind deflector is now avail for new vehicles or alternat through Ford dealers for fito existing cabs. The deflect mounted on a subframe wt apart from avoiding exce. stresses in the roof, enables be folded flat when not uired.

A derivative of the D09 – D0911 — has been intro& by Ford for operators require a high power-to-w( at 9.2 tons gross. The Ford -litre (372cuin) naturally rated diesel engine deve; 85kW (115bhp) at 00rpm which gives the el a power-to-weight ratio of :W/tonne (12.5bhp /ton). he 1979 D-Series are iediately recognisable by revised cabs. All models have a black one-piece pvc which carries a Ford badge acing the individual Ford ring of the earlier cabs.

he bumpers are also find in black on the Phase I els. The Phase II models ton four-wheelers, all sixeters and artics over 21 tons s) feature chrome bumpers a bright grille surround.

Jith the top of the range iscontinental models, the >r change is with the engine. hassis are now powered by version or another of the 3ries Cummins engines. inally known as the -Big I" the engine is a turbo

rned !iricHr design with a capacity of 14 litres (854cuin). Four different ratings are listed by Ford for Transcontinental application ranging from 190 to 275kW (255 to 370bhp).

DAF has introduced several new rigids in the past few weeks, the latest being a new eight-wheeler. Designated the FAD 2305 DHU, it features the turbocharged and chargecooled engine which is used in the 2300 tractive unit. This produces 172kW (230bhp) and a maximum torque of 775Nm (572Ibft) from a capacity of 8.25 litres (503cuin).

Moving away from the constant-mesh Fuller gearbox featured on the old model, the new eight-wheeler is fitted with a nine-speed synchromesh box from ZF, the S5-90. According to DAF, the 13 to 1 crawler gear and the 5.14 standard axle ratio give the machine a restart capability on a 1 in 4.5.

Introduced last August, the new DAF 16-tonner, the FA 2105 DH, also uses a ZF synchromesh gearbox in this case the S6-65. The engine is the naturally aspirated version of the 8.25-litre unit used in the eight-wheeler. In this form it develops 116kW (156bhp) and 504Nm (372Ibft) torque. This was, in fact, the first DAF to be offered with a synchromesh gearbox as standard.

As well as trucks, DAF will have a coach chassis at the NEC. This is the MB 200 DKL fitted with the new Aragon body from Van Hool on whose stand it will be exhibited. The body manufactured at the Van Hool factory in Zaragoza in Spain supersedes the 300-Series body. The coach is powered by the OAF DKL 11.6-litre (708cuin) engine rated at 144kW (193bhp) coupled to a ZF six-speed synchromesh gearbox.

With the T45 being conspicuous by its absence, the main items of interest on the Leyland stand will be the new Scammell Commander and TL 11 engine range, both of which are described in detail elsewhere in this issue.

The Commander was designed to transport battle tanks weighing up to 65 tonnes and to provide hill climb and acceleration comparable to a conventional 32-tonner(!). This exceptional requirement is catered for by a Rolls-Royce V12 diesel turbocharged and chargecooled to produce 446kW (625bhp) at 2,100rpm. An Allison CLBT 6061 gearbox is fitted with integral retarder and torque converter.

The Leyland TL 11A engine will be shown fitted to the Bison, continued overleaf Octopus and the ScamRouteman. ZF gearboxes low offered as standard for .ynx rigid and as an option. le Bison.

eading the MAN line-up' )e two versions of the new range, a 38-tonne tractive and a 30-ton eight-wheeler, le 16.240 FTS will be in in sleeper-cab form powby the MAN D2566MF rally aspirated 11.4-litre icuin) engine which deve183kW (246bhp) gross at )Orpm and 862N m ilbft) maximum torque at lOrpm. The power is trans)1:1 via a 420mm (161/2in) eter single-plate clutch to a 1K6-90 six-speed gearbox splitter.

averal new features can be inside the cab including floor-mounted gear lever icing the earlier steeringTin layout. The instrument )1 has been installed at a Itly less steep angle to ove viewing for the driver. le other 240 model, the !40 VFK eight-wheeler, will show in chassis-cab form. has a 6.3m (20ft 8in) outer spread and shares the same ; mechanical specification the tractive unit. The em-drive bogie comprises MAN axles each with an gine design capacity with vclic hub-reduction. The e incorporates inter-axle and cross-axle diff locks.

Although not actually on the MAN stand, the well publicised Bendibus will be at the NEC to transport passengers from the main car parks to the exhibition halls. It has a passenger capacity of 159 within its overall length of 17m (55ft 9in).

The Bendibus features a patented trailer coupling allowing total flexibility but avoiding the adverse effects experienced by vehicles using ball joints. The third axle is steered thus ensuring that the rear section follows precisely in the track of the forward section.

Powered by an underfloor version of the familiar 11.4-litre MAN engine, the bus features a Voith D 851 automatic gearbox with •built-in retarder, hubreduction rear axle and air suspension.

The Volkswagen LT range has been extended to take in a higher weight category. The new LT 45 (the type number indicating a gvw of 4.5 tonnes) will be available in Britain as a high roof panel van, a chassis cab or as a crew cab. Two versions of the new model will be at the NEC, an LT 45 chassis cab fitted with a dropside body built by PEM Trailers and a long-wheelbase high-roof panel van.

The main changes rmr.de to the LT45 to cope with the increased weight are a solid beam axle with semi-elliptic springs in place of the independent coil spring used on the smaller LT models and the fitment of a new five-speed gearbox as standard equipment.

Although a new six-cylinder diesel engine is available in Europe, it will not be produced at present for right-hand-drive models which will stick with the two-litre (122cuin) Audi-based petrol engine.

Two versions of the ERF Mseries introduced earlier this year, will be at Birmingham. The 16G2 four-wheel rigid has a wheelbase of 4.75m (15ft 7in) and is powered by a derated version of the Gardner GLXB which produces 119kW (160bhp) at 1,850rpm.

The same engine is used for the 25G3 six-wheeler, but for this application it produces 140kW (188bhp) at the same speed. In contrast to the 16tonner which uses a David Brown gearbox, the six-wheeler goes for a six-speed synchromesh ZF unit.

Fiat has chosen the Motor Show as the place in which to launch the right-hand-drive versions of the Daily light vehicle range introduced for the rest of Europe earlier in the year. Two 35 SC8 models will be on display, an integral van and a chassis cab both with a 3.2m (10ft 6in) wheelbase.

Both feature the new Sofim four-cylinder diesel which produces 53kW (72bhp) at 4,200rpm from a capacity of 2.44 litres (149cuin). It is quite an unusual design in that it is an oversquare, indirect injection engine with an overhead camshaft. Sofim is a French-Italian company that was formed as a ' result of an agreement between Fiat, Alfa Romeo and Saviem for continued overleaf

production of high-revving el engines.

he new Fiat is a rear-wheele design and features a fivegearbox.

)n the White Truck Consionaires stand, for the very time at a British exhibition, be a Road Commander 2 tive unit. Designated the !L-42T, it is a 4 x 2 model is powered by a Caterir 3406 engine producing lkW (325bhp) at 2,100rpm no less than 1,375Nm

)151bft) torque at DOrpm.

he Road Commander 2 has .heelbase of 3.94m (12ft 1). The drive-line includes a ?-speed constant-mesh Fullearbox and an Eaton axle. 1n interesting development the four-wheel-drive theme be on view from Reynolds ghton in the shape of the RB44. This a 5-tonne-gross hine intended to meet both Han and military require

he chassis of ladder-type 3truction is equipped with ventional semi-elliptic leaf ngs and double-acting scopic shock absorbers. wring is of the recirculating type. A three-seat walkugh cab based on the Ford )ries component is mounted I flat-top chassis which Reyis Boughton claims can 3pt almost any type of ywork.

rst units off the production will be fitted with a low pression three-litre lcuin) V6 Ford petrol engine a power output of 75kW )bhp) at 4,750rpm coupled four-speed gearbox.

oughton's own transfer box I permanent four-wheelthrough a Powr-Lok dif ferential is standard equipment.

One of the main features of interest on the York stand will .be the Metrovan grp van body on show for the first time. It is an integral box body which is built in lengths from 4.3 to 7.3m (14 to 24ft) to suit most makes of chassis. The 15mm (0.060in) grp panels are bonded to the all-welded unitised base frame

with aluminium extrusions.

The one-piece translucent roof sits on top hat bows at 61cm (2ft) centres with all the roof rivets outside the cargo area.

For the tipper operotors, Craven Tasker will have an example of its new lightweight Tasktip body which will be featured on a Leyland Octopus eight-wheeler. The light alloy extruded section used for the top and bottom rails and crossbearers have been redesigned to take into account revised strength to weight factors while the top rail has been increased in depth to give added resistance in case of damage. The show model will have a capacity of 16cum (22cuyd).

Another new exhibit from the n Tasker group will take rm of a multi-axle 100-ton )orter module which has designed so that the overDacity can be increased by g similar modules to either r alongside.

e basic module consists of ines of axles with each line ifling two oscillating axles -ton capacity. Each axle is xl for steering and is con d via a mechanical linkage steering assembly.

to new variants of the new mins Formula E engines E350 and E370 will make debut at the Show. They irbocharged and chargetl.units developing 261 ?75kW (350 and 370bhp) 3 respectively from the basic six-cylinder 14 litre uin) design as the E290. irst application of the new les is in the latest Ford ;continentals.

'other manufacturer to ince charge cooling this year diet. The new TR 305 is oped from the existing TR model and is plated for 40 gross. With the aid of an -air charge cooling system, six-cylinder 12-litre cuin) engine now produces AA/ (298bhp) net installed 900rpm with a maximum e of 1,225Nm (925Ibft) at Orpm.

contrast to the 280 which a ZF gearbox, the new 305 uipped as standard with a speed Fuller RTO 9509A tant-mesh unit. The 13d version of the Fuller ranger box is available if red.

familier Bernet KB 2400 er cab as used on the 280 the Ford Transcontinental) ained. Without fifth-wheel .3m (1 Oft 10in) wheelbase 105 weighs around 61/2

-1 the Motor Panels entry) stand the main item :erest will be the new narab aimed at the light and urn-weight sectors of the et (7 to 16 tons gvw). De:c1 with export in mind, the sub-assemblies can be ped abroad either comly knocked down or part mbled. Although some im (7.9in) narrower than eIl known standard cab.

the new model incorporates 90 per cent of the same panels.

Magirus Deutz at Winsford will have no fewer than five new models at Birmingham. The familiar eight-wheeler is now available with an additional longer wheelbase to make it more suitable for haulage and tanker use than the existing tipper model. The 450mm (17'Ain) increase in inner axle spread allows bodywork of up to 8.2m (27ft) long to be fitted.

e axle ratio (5.74 to 1) is 'liable which in conjunction h the standard splitter gives a ximum road speed of 5km /h (66mph).

Vloving down the weight ge, the UK 16-ton market is ng contested for the first

e by Magitys with the BM 16FL. This two-axle ..hine will be available with a lice of four wheelbases ging from 3.8 to 5.55m ft 61n to 18ft 3in)).

he engine is a departure for gir-us in that it is turboirged being a six-cylinder ;ion of the engine used in the tweight range. It is an in-line ine with a capacity of 6.12 is (373cuin) and produces 5kW (168bhp) at ,50rpm. The gearbox is a -speed ZF synchromesh unit le, at the rear, an Eaton twoad driving head is used in an CO axle housing.

rwo new tractive units will be on the Magirus stand, 256M 19FS and the 320M :S. Both use Vee engines

n the Deutz modular series ; an increase in capacity and ;duction in maximum rated ed. The cab is the latest 600 VECO design.

ompleting the range of new girus vehicles will be a sixeeled rigid based on the it-wheeler and sharing many he same components. It has theelbase of 3.85m (12ft N tanker with a body of glass ;forced polyester construct with six individual inner wartments will be shown by G Trailers. Each compartnt is of 5,000 litre 100gal) capacity and the ker is intended for the transof food, petrol or hazardous mica Is.

Each compartment has an :hing plate fitted adjacent to footvalve and other metal ts are connected to an :hing system of the ring-main 3. All the air pipes and elec3I wiring are carried in con-. ts located beneath the outer ill with trailers, a new verof 'Max-Cess.--a maxiaccess van that can be : to give .up to five-way ssibility — is being unveiled a NEC by Lawrence David of Peterborough. To be 'non a 9.1m (30ft) trailer, it 'eature new doors that can )ened fully to fold flat to the sides.

• new door operating lanism incorporates a a lever which can be slid r to the right or to the left, nding on which side of the •• is to be opened. This ises a handle which can be used to rotate the hinge locking cam to open the . A fail-safe device ensures only one door hinge and rig cam can be opened at me time.

surprise last minute entry le show will be a Subaru ) four-wheel-drive pick up. will be on show on the ,ru car stand. It features a !ontally opposed fourder engine with a capacity 6 litres (96cuin). Indepensuspension is featured all with McPherson struts at .ont and trailing arms at the The overall length of the ru is 4.1m (13ft 91n).