Bodywork for everyone
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MARKET conditions in West Germany are now very different from what they were, and this was reflected by the atmosphere at the Hanover Fair (CM May 1).
Confirmation has now been given of the decision to discontinue psv production at the Mainz plant of Magirus while other builders also report a drop in new bus orders.
In German domestic road haulage, long-distance traffic last year declined by 2.7 per cent over 1980 although there was a slight increase — of 0.5 per cent — in own-account long-distance operation.
In the CeMat thematic section of the Hanover Fair (Centre for Materials Handling And Transport) road vehicle exhibits provided a useful complement to those seen at European motor shows by virtue of being fitted with bodywork for almost every conceivable purpose. Over 40 examples from the Volkswagen Transporter and LT ranges, built in the host city of the Fair, included the first public presentation of the new Alusingen ITS kit body system.
Specially designed for aluminium dropside, tipper and boxvan bodywork the Alusingen system selected by VW is further extending the appeal of the LT range for a wide range of applications. Over 75 per cent of all VW LT deliveries are now diesel-powered while forthcoming modifications — such as a tilted engine to reduce cab space intrusion — are aimed at meeting users' needs more precisely.
The Alusingen body package, available from around 120 VWapproved bodybuilders in Germany, not only improves the payload factor of the LT range of 2.8 to 4.5 tonnes gvw, but offers increased point load capacity claimed to be of particular importance when using forklift trucks or handling palletised freight.
A useful feature of the Alusingen system is the ability to fit the standard dropside version (this is the only factoryfitted option at a cost of approximately DM3500 or £825) with an Alucobond sandwichtype panelling box van body, using the existing floor.
For the joint MAN-VW programme the Hanover Fair provided the premiere of the new noise reduction option already described in CM (April 10 and 17). The engine encapsulation package is expected to become available early in 1983.
Heavy vehicles on the MAN stand included an eight-wheeler with concrete pumping and placing equipment and several tractive units fitted with the new spray deflectors and other optional equipment.
While no passenger vehicles were shown it is understood that, in an emphasis on public transport at the Munich Transport exhibition in June, the experimental MAN three-section articulated bus will run in public service for the first time.
Magirus showed a comprehensive range of vehicles many of which had already been in use with wellknown operators. The only new model was the 130 M 8 FAL 4x4 eight-tonner developed from a military Club-of-Four version originally introduced in 1977. Powered by a 96kW Deutz aircooled engine driving through a five-speed ZF S 5-35/2 gearbox the vehicle, for a payload of 2.5 tonnes, can reach a road speed of 108km/h and has a gradient ability of 90 per cent.
Ford, exhibiting at Hanover in alternate years, made the new Deutz-engined Cargo 1620 model the centrepiece of the stand. With other exhibits ranging from Transits to Transcontis there were additional Cargo versions such as the non-hgv 0915-based artic combination (Kassbohrer) for a gvw of 17.5 tonnes and the SKF
low-loading "spine" transporter for the brewery trade.
Eisenwerke Kaiserslautern Gappner brought the new Bison civilian "twin-screw" amphibious cargo carrier to Hanover. Based on the maker's extensive experience with military vehicles of this type, including many supplied to the British forces in Germany, this is a 4x4 complying dimensionally with C and U regulations (9.3m long, 2.5m wide, gvw 16 tonnes) which can carry a five tonnes payload at a road speed of 80km/h or 12km/h on water. The power unit is a Deutz V8 of 235kW driving through a ZF 6 HP 500 transmission.
The Mercedes-Benz presentation at the Fair this time underlined the maker's commitment to the construction and heavy haulage sector of the road transport industry. Several of the new naturally-aspirated V10-engined chassis (18.3 litres, 261kW at 2,300/min, max torque 1,304Nm at 1,200/min) were on show including a 2636 S tractive unit suitable for a gvw of 88 tones or, in a specially fitted ZF 16 S-160 gearbox version for a gtw of 200 tonnes.
On the Ruthmann stand a Mercedes-Benz 608 D "front end" converted to front-wheeldrive was combined with the well-known lift platform cargo carrier for a payload of three tonnes. A similar "traction head" was used for the Ruthmann ground level loading "kneeler" vehicle in which the rear wheels are swung from under the load platform before lowering the tail end.
A novel material for bodywork, containers and other automotive applications was introduced at Hanover by Metawell of Neuburg. It consists of a double skinned alloy sandwich panel, 5mm thick, with a corrugated metal spacer, which is claimed to provide increased strength while reducing weight by 75 per cent over a conventional sheet of similar thickness.
Metawell panelling was developed with the help of the Bavarian Ministry of Transport and Trade and can also be manufactured from tinplate or copper sheet depending on requirement.
The material can be riveted, bolted, sawn, soldered and glued. Cost is said to be only around 40 per cent of comparable panelling. Metawell is available initially in widths of 150cm and lengths of 200cm although lengths of up to 1,500cm can be supplied.
In traditional form, Hanover again provided a showcase for an overseas country. This year's guest was Mexico, which brought a number of commercial vehicles of Ford and Dina manufacture as well as a Dina-built coach of very dated appearance. Other automotive exhibitors flying the Mexican flag were VW with the Beetle still produced there, and Motores Perkins. British-made Simon inspection platforms were shown at Hanover including one on a Dodge S-75 van conversion.