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New models to tempt the operator

13th October 1984
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Page 50, 13th October 1984 — New models to tempt the operator
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In spite of modest recovery in the British commercial vehicle market, manufacturers are not slackening in their efforts to attract buyers. Many are introducing new models at the NEC later this month. Bill Brock takes a look at what several major companies will be offering

EVERY two years the Society of Motor Manufacturers and Traders puts on the biggest show in the UK calendar. This year the British International Motor Show is bigger than ever before, occupying eight halls at the National Exhibition Centre. Trade only days are Wednesday, Thursday and Friday (October 17, 18 and 19). The exhibition opens to the public on Saturday, October 20 and closes on Sunday, October 28.

The high cost of putting on such a long show could make this the last in its present form: exhibitors in the commercial vehicle section are looking closely at the benefit they can derive from such an expense.

Following the departure of most trailer manufacturers over previous years, Foden Trucks is the first vehicle manufacturer to make the break, It does so from a position of strength — as a subsidiary of one of only four heavy commercial vehicle manufacturers to have made a profit last year.

Current low demand worldwide is not expected to improve significantly in the near future. Many Continental manufacturers have used the large market potential of Britain to keep their factory gates open with little true financial benefit to themselves.

To improve, or at least maintain, market share, many manufacturers are introducing new models. Some incorporate the sort of technology which underlines the theme of this year's show, "Take a trip into tomorrow". My preview looks at some of the new models which are bound to attract a great deal of the visitors' attention. Bedford has saved up a whole range of models to make their public de but at this year's show. This manufacturer has great hopes for its Midi van range, with 16 variants derived from two wheelbases, two roof heights, two engines and four body styles. But they will not include chassis cabs or chassis-cowl versions.

The Midi is intended to complement the recently revised CF. It offers a payload of approximately 1.2 tonnes. Wheelbases are 2.35 and 2.69m (7ft 8.5in and 8ft 10in) and roof heights are 1.95m amd 2.19m (6ft 5in and 7ft 2in).

Although the body design continued on page 54 comes from Isuzu of Japan, the front of the vehicle has been redesigned to comply with European safety standards. Over 60 per cent (by value) of the Midi's components will be sourced from the UK, says Bedford. Both of its four-cylinder engines, a 1.8-litre overhead cam petrol unit rated at 56kW (76bhp) and an indirect injection 2-litre diesel developing 42.5kW (57bhp), come from lsuzu, as does the five-speed gearbox.

The front independent wishbone and coil spring suspension has hydraulic dampers and an anti-roll bar, while four leaf steel springs are used at the rear. The Midi's servo-assisted, hydraulic brake circuits include a load sensitive apportioning valve. Its high standard specification includes such items as tinted glass, high-backed driver's seat, inertia reel seat belts, heated rear window with wash/wipe, radio and clock.

Bedford hopes to sell 30,000 in the first year of production, of which around 35 per cent will be exported.

The CF2 range is offered with only one petrol engine — a 2litre, German built Opel unit, derived from a car engine but with modifications to suit the van application. The alternative 2.3litre diesel engine is also made in Germany. Compared to earlier CF vans, the CF2 has higher final drive gearing on 230 and 250 models matched by a five-speed ZF box as standard. Short wheelbase models take a four-speed GM box imported from the Philippines.

Interior trim changes include dual passenger seats as standard on most models, with upgraded seat covering. Singlekey operation for all locks has been introduced for the first time on a Bedford van.

Bedford's Techliner aerodynamics improving package is available for most TL models. It is claimed to be able to reduce overall drag factor by almost one-third. The angle of the roof mounted deflector is manually adjustable, while the underbumper dam serves a dual purpose; to cut down on chassis drag and house auxiliary lights. Flush wheel covers are fitted front and rear.

The TK style side/flasher lamps have given way to a flush mounted design. For 1985 Bedford is to introduce the Cummins LTA10-290 diesel engine in the TM3800 4x2 tractive unit, thereby standardising on Cummins at power ratings above 240bhp. The charge-cooled 10litre develops a maximum of 211kW (283bhp) at 2,100rpm installed in the Bedford chassis, and so is slightly more powerful as well as being lighter than its E290 14-litre counterpart.

Dacia Concessionaries will be showing two of its range of five four-wheel drive and light commercial vehicles which are built in Rumania, with engines and running gear made under licence from Renault. Both the 4 x 4 Duster Roadster and 4 x 4 Duster GLX share a similarly high specification at comparatively modest prices.

The 1,397cc petrol engine drives through a single dryplate clutch to a four-speed synchromesh gearbox and a two-speed transfer box. Front wheels are equipped with freewheeling hubs and power assisted disc brakes and front suspension is of the wishbone/coil type.

The pick-up version has a load platform length of 1.13m (311 91n) and can carry a payload of 350kg (6.9cwt).

The GLX is the estate car variant, with a 2,4m (7ft 10.5in) wheelbase and 225mm (8.9in) minimum ground clearance.

Daf's new space cab will go into full production in May 1985. At the show it will be fitted to a FTG 3300 DKX 6x2 twin-steer tractive unit. Additional equipment includes front air dam, spot and fog lights, sidepieces for the front air dam, anti-spray mud flaps and high standard of interior seating and trim.

Colt will be exhibiting a curtain sider based on its Mitsubishi L300 van. The bodywork, manufactured by Vaile and Co of Sturminster Newton, has a load height of only 730mm (29in).

Four-wheel drive has added an extra dimension to Daihat

su's 850 forward control van and pick-up range. A 993cc three-cylinder ohc petrol engine, developing 33kW (44bhp) at 5,200rpm and maximum torque of 75Nm (55Ib ft) at 2,400rpm, gives a degree of extra power for this application. Drive is to either the rear wheels or all four and is via a fourspeed gearbox with a choice of high or low ratios. To take account of the extra work rate of a 4x4 chassis, steering, wheel bearings, suspension and prop shaft have all been uprated. Underguards and an underbar are fitted to give protection for off road use.

Four-wheel drive has also been extended to the Fiat Panda, which is now claimed to be the cheapest 4x4 on the UK market. It has a 965cc engine, and a five-speed gearbox incorporating an extra low first gear ratio. Ground clearance has been improved to give a degree of off-road capability.

Ford has extended its Cargo range up to 34 tonnes gcw with a Cummins LT10-250 powered model. Three new tractive units are designated 2824, 3224 and 3424 models, while a 1624 rigid chassis provides a drawbar capability.

All three tractive units come as standard with sleeper cabs. Options include a front air dam, roof deflectors, heated rear mirrors, Jost fifth wheel and two wheelbases — 3.3m and 3.52m (10ft 10in and 11ft 6.5in). The 1624 is offered in four wheelbase options — 4.25, 5.0, 5.6 and 6.2m (1311 9in, 16ft 5in, 18ft 4.5in and 20ft 4in). All offer day or sleeper cabs except the 3.52m which is in day cab form only.

Mechanical differences between these and lighter Cargos include a 406mm (16in) diame ter single plate diaphragm spring clutch to match the torque of the Cummins engine.

The latest Eaton Fuller RT 11609A nine-speed, Multi-mesh Roadranger transmission, used on all of the new models, has torque capacity to spare.

Ford has standardised on the Eaton 2300 series spiral bevel, single reduction axle rated at 10.5 tonnes, with a choice of two axle ratios, 4.33 and 3.7 to 1. A differential lock is standard with the 4.33 ratio.

All new Cargo brake drums are 394mm (15.5in) in diameter, but width of lining varies according to axle position and model.

Cargo suspension remains unaltered on the new models, comprising minimum leaf shackle ended front springs and minimum leaf slipper ended rear springs, as employed with the "Phase Two" Perkins and Deutz powered models. The 6.5 tonne front axle is also carried over from existing models.

The steering column adjusts vertically and rakes through an angle of 12 degrees. The driver's seat has hydraulically damped suspension that can be set to match the driver's weight.

In common with all Cargo models, the cab tilts to two positions and features a fullwidth quick release front panel and detachable grille for ease of servicing. Ready for the road kerb weight, with 185 litres (40 gal) of fuel, is less than 5.6 tonnes. Ford's Transit replace ment is still some time off, but the engine that will provide the diesel power for it can be seen in existing models. Ford's 2.5 DI is the first small, production, naturally-aspirated, direct-injection high speed diesel engine to be used by any manufacturer. It offers 50kW (68bhp) at 4,000rpm and torque of 134Nm (99 lbft) at 2,500rpm. It has been available in mainland Europe since April.

Production is running at 110,000 units a year and it will go on sale in the UK from January 1985. Direct injection is claimed to be 15 per cent more fuel efficient than previous indirect injection designs.

Service costs have been reduced by up to 32 per cent says Ford, with oil change and service intervals extended to 6,000 miles. Although Mercedes-Benz has introduced a number of new models over the past two years, it is with its 809/1114 range that it expects to increase volume sales in the UK.

The 809 is a low powered 7.5tonne gvw vehicle with a new, 3.97-litre, four-cylinder, naturally aspirated engine developing 66kW (88bhp). But a more popular 7.5-tonne vehicle is expected to be the 814, which is equipped with a six-cylinder OM 366 unit rated at 100kW (134bhp).

The 1114 employs the same engine, but is built to operate at 11 tonnes gvw.

Unusual for this weight range, braking consists of a full air system using a wedge actuated Simplex brake with pivoted brake shoes. Integral automatic adjustment is claimed to be virtually maintenance-free.

Use of long, light springs and anti-roll bars front and rear gives a good ride standard. Low profile tyres contribute to a low chassis height.

Scania's 92 Series, comprising 4x2, 6x2, 6x4 and 8x4 axle configurations for 16.25 to 38tonnes is based around a new 8.5-litre engine.

There are two options — the turbocharged DS9 develops 180kW (245bhp) and the DSC9 with an air-to-air charge cooler is rated at 202kW (275bhp).

Both models weigh only 15kg (331b) more than the 7.8-litre power unit used in the 82 series, so the new Scania models are relatively light, providing good body/payload capacities. De sign improvements to the fuel combustion process are claimed to have increased thermal efficiency to as much as 44 per cent for the DSC9 engine.

Each individual head of the new engine is clamped with six bolts and has a new type of head gasket incorporating a vulcanised rubber seal.

The Bosch fuel pump is mounted on the "cool side" of the block. A weight saving feature is the aluminium pump shelf bracket.

A new type of water pump is integral with the full flow-type oil cooler.

The Scania 92 has sufficient performance and capacity for tipper site work, local delivery operation and some types of long distance distribution work.

Several alternative transmissions are available and include a synchromesh five-speed gearbox, the Scania 10 speed splitter with or without computer aided gear shift (CAG), or a 10-speed range-change gearbox.

While the shells of Scania's G and P-type cabs remain substantially the same, a number of internal modifications have been made on the 92 series. These include improvements to the heating and ventilation system and changes in trim.

The introduction of Volvo's SRide bogie to the UK will widen the choice of axle configuration for tractive units working at 38 tonnes gcw. The new air sus

pended trailing axle S-Ride bogie for F10 6x2 tractive units is lighter than the A-Ride and places the bias on the drive axle. Its single wheel configuration saves up to 289kg (617 lbs) on the kerb weight and gives cost savings on tyre equipment.

Axle loading splits thus 11.2 tons on the twin wheeled drive axle and 6.8 tons on the single trailing axle. Reaction and V-rods locate the axles fore and aft and transversely so that the two parabolic springs need only respond to vertical forces.

The S-Ride bogie complements Volvo's existing range of bogie designs. The double-drive T-Ride bogie is used for F7 multiwheelers, and on/off road F10 and F12 tractive units.

The tandem drive L-Ride has an on road application with rigid chassis while the A-Ride bogie is retained for 6x2 24 tanners. Volvo's self-tracking rear steer bogie is reserved for tractive units with a 3.8m (12ft 6in) overall wheelbase and can be coupled to tractive units with 762mm (30in) king pin positions or greater.


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