A leg Show fum old Amsterdam
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Eight-leggers are pouric to catch e eye at e Amstercarr Show, out, Bedforc opal-, British makers keeo a law profilE Steve Gray was there wH photographer Dick iRos
EIGHT-WHEELERS are very much in evidence at this year's Amsterdam Show, indicating perhaps a resurgence of European interest in this historically British vehicle type.
Both Scandinavian and European manufacturers have, either directly or through their agents, built eight-leggers for the Dutch market. Scania's contribution to this upswing is a :onversion of its six-wheeled 6x6 111 chassis by the importer 3eers.
There are two versions, the _13FS11SX which is plated for 31 tonnes (30.5 tons) and uses 224kW (300 bhp) power unit, Ind the LBFS11150SX.
Scania itself has been wilding eight-wheelers since 1977 when it was under some )ressure from BP to provide a ;uitable vehicle to come within he 12m (401t) length restriction n Stockholm; but with the LBFS he gvw is plated at 26.4 tonnes vith the two front axles having a naximum of 6.5 tonnes (6.4 on) each.
Holland, by contrast, can go o a maximum of 32 tonnes 31.5 tons) on eight-wheelers, o 7 tonne (6.9 ton) four axles re called for.
Scania, in fact, makes a 7onne axle, so Beers merely dds it, along with the other Icania components, to fit the kitch bill.
The Danish importer of ,cania (Amager) has itself conerted sixto eight-wheelers, so eers uses a number of these omponents too.
In Denmark the Amager has een able to gain an extra 6 )nne (5.9 ton) payload by the ddition of a 1-tonne conversion n six-wheelers. As far as Britain concerned, an eight-wheeler available as a conversion by rimrose. Scania has no plans 3 yet to market its own eight'heeler in the UK because of is country's particular requirelents.
Although the company has a 3uble-drive bogie available its ght-wheelers are all single -lye, and British operators — Jett from haulage — resist „iying these.
Scania, in common with her makers competing in the utch.market, is offering a two:le rigid with air suspension hich can lower the chassis )ight at the rear for demount)le bodies. A hand control ong the chassis side is used to fect the lowering on the 1111S on the Scania stand. This vehicle has a power outit of 206kW (276bhp) and is ted at 19 tonnes (18.7 tons) f01.
Scania has also been undertaking driver training with a view to improving fuel consumption and has now published some impressive results.
The 396 people who have gone through the scheme have been able to improve average fuel consumption from 40.8 lit/100km (6.92mpg) to 35.18 lit/100km (8.03mpg). Some drivers in fact improved consumption by up to 31 per cent.
Mercedes-Benz is another maker with an eight-legger on show built specially for Holland. It is a conversion of the M-B 2632 6x4 with two steered and two driven axles.
The conversion, arranged by Mercedes' wholly owned subsidiary distributors in the Netherlands, AGAM By, is carried out by DOLL BV. It is plated for 33 tons.
As well as exhibiting this vehicle, Mercedes-Benz also shows its range of second generation tractive units which were announced at Frankfurt. In addition to featuring new engines — the top of the range 1938S has a turbocharged 0M422 LA power unit — the units have a low chassis height to accommodate standard ISO containers while still staying within the maximum (13.1ft) height restriction.
These second generation vehicles will be in Britain for October at the NEC. MercedesBenz is making much of the economy of its new engines. It is also showing some of its services to operators, such as advice on the recording and evaluation of fleet costs, and calculations on the most suitable cornbination of vehicle components by means of the TRASCO system.
Naturally, Holland's major commercial vehicle builder, DAF has a full range of its wares on display.
These include the newly face lifted 2800-Series which is shown in many guises, including 8x4 and a special This has special subframe mounting brackets built in and a novel feature of a flywheel driven pto.
Other details on the cement mixer chassis include special cross-members to mount the drum more easily yet maintain flexibility for rough site crossing.
Probably the most significant of the changes to the 2800Series is the economy version oi the DKS unit, designated the DKSE 1160. Maximum engine speed has been cut by 400rprr and its fuel consumption is saic to be improved by 30 per cent.
Externally, the 2800 is dis. tinguished by larger cab step! and revised logo locations while inside a more sophisti cated working environment witt tidied-up facia has beer achieved. Soft furnishinc changes include brushed nylor trimming, and the cab is bette insulated with double-glaze( rear windows.
The dashboard has been rev ised and simplified and a mon reliable electrical systen reduces breakdowns.
DAF's road-side rescue set vice, ITS, is celebrating its tentl anniversary and is featured prc minently at Amsterdam.
A novel fuel econom metering device, VISAR, i now on offer from DAF, too. Thi measures road speed and er gine speed and tells the drive by means of a coloured set c lights when to change up change down, or stay put.
Developments of the VISA device, DAF engineers told m( could eventually lead to it bein used to control the gearba directly. The revised DAF 280C will not be available in the U until October.
DAF is also showing a 4x with lowering rear air suspei sion, much the same as thi exhibited by Scan a.
Yet another maker to t showing an eight-wheele model is Terberg, the Benschc specialist maker. As well E showing an 8x4, it also has E incredible 8x8!
It has air suspension, common with the 8x8, and tl system is connected to th dampers so that increased 102 stiffens the shock absorbers.
Terberg has Volvo F10/1 cabs as well as Volvo TD10C 120 engines. The Volvo RE gearbox is used too, but Terbe makes its own rear axles, The Dutch seem to go f multi-axle rigids, and with this mind FTF (Floor) is exhibitir several of its contributions this market. All share a modified Motor Panels Cab — a la Foden — with a grp front panel. One particular FTF on display is a five-axle job featuring a Detroit 6V diesel.
Two new models from Floor making their debut are the 8x4 tractive unit, which has a fifthwheel capacity of 29 tons, and a 6x4 tipper chassis which has a 242kW (324bhp) engine and Allison automatic transmission.
Dodge Trucks are quite pro-ninent in Holland — the cornany has over 1000 100-Series rehicles on the road. In addition 1500 Walkthru's have been wpplied to the company which )perates the transport for the )utch railways.
Dodge now has two per cent )f the Dutch 2.5 to 16 ton mar:et — it doesn't sell any 1003eries tractive units there — and he 50-Series on show at \msterdam for the first time ihould increase its share of the 3.5 to 7.5-ton market.
The integral 50-Series van is lisplayed along with some hassis-cab versions. All are wilt at Dunstable and are reated by a cationic elecrophoretic paint priming proess.
Dodge has two new 3001eries models for Holland on how, the C17 and C19.
The C17 is designed for 16.5 prine (16.25-ton) gvw operaon and has the Dodge 859.3tre power unit and eight-speed 3nge-change gearbox, Sharing the same mechanical omponents, the C19 is deigned for operation at 19 mnes gvw (18.7 tons).
The tractive unit and larger gid 300-Series, the C38 and 38T models, are available in urope with three engine opens: two Dodge and one Cumiins (the NTE 350).
Dodge is now importing the AF 2800 into Spain (CM exusive January 26) in place of le Ebro. This also covers all are parts and service, but edge says there is no conflict .3tween its range and that of AF. According to a Dodge )okesrnan, import duty and her tariffs put the DAF into a gher price category.
Of the other British makers at e Show — Leyland, Ford and ;dford — only the latter has iything new.
Bedford's TM has now been jilt as a 36.5-tonne (35.9 ton) fw tractive unit especially for Hand. Part of a 17-vehicle ;dford /GM display, the TM is a Detroit Diesel 6V71 unit d is derived from the 32-ton /1.
However, it uses a Fuller RTO 9509A nine-speed gearbox. •
Holland, like Britain, seems fair game for importers both from elsewhere in Europe and Japan. Volvo has nothing new to show, although it has brought along the "globetrotterhigh roof cab which offers more driver head room and space generally.
Renault still seems to have a split personality in Holland, with both Renault-badged models as well as Berliet, these latter being on a separate stand.
The Renault GF231 is shown and has the same power uni as the TF231. This is also being used in the MACK MS300 — to be built at the end of the year.
Although Renault's total production dropped from 1978's figure of 49,000 to 45,000 in 1979, this, says Renault, was due to a backlog of stock. Exports were in fact up from 33 per cent of production in 1978 to 40 per cent in 1979.
Problems associated with the Saviem /Berliet merger hadn't helped, and rumours of a merger with another European maker were discounted although the possibility of cella boration wasn't ruled out.
In 1974 Hino set up Nino Motors (Europe) NV and is now having a second stab at the Netherlands — its first attempt was in 1965. It has concluded an agreement with a distributor (Rotterdam Trucks) and, judging by the size of its stand, is mounting a serious attack. Vehicles for the Dutch market are assembled in Belgium.
From Spain, Pegaso and Ebro — both the subject of some share-buying by American and Japanese interests respectively — are both represented at Amsterdam.
Pegaso, at the heavy end, has a Chinese six on its stand which is brand new for Holland, and a short-cabbed RMO.
Ebro — about to start imports to the UK (see p4) — is showing examples of its completely revised range of 3.5to 12.5-ton vehicles.
These have more comfortable cabs and a revised ServoPark brake system. Perkins engines are used for the large lorries, but Ebro also has vans down to 2.7 tons gvw.
As far as light vehicles are concerned there have been a number of developments. Diesel power is in, with the Golf var diesel making its debut; and ; diesel option for the Toyota H Ace is now available. Even till AMC jeep can be ordered witl an ISUZU diesel unit.
A newcomer in the ligh vehicle range is the Toyota Lite Ace which looks just like ; shrunken Hi-Ace! It is availabl, in both van and minibus forn and will no doubt make al appearance in the UK at som time.
Peugeot is exhibiting its 50, pick-up range, with either petrc or diesel power, and its displa includes a "follow me" cruis type version.
Among the psv at Amster dam are examples of Plaxtor bodied DAFs. The chassis ar sent from Holland to Scarbc rough for the bodywork the re-imported. To meet Dutc requirements on turning circler the front end is slightly narrow( than the normal Supreme an the rear has a single-piec window. Air conditioning is a( ded by the importer.
DAF has developed a articulated bus chassis whic was brought to the Show but ni exhibited inside. The MBG20 has a DKTL 1160, 11.6-litt diesel and a total chassis weigl of 7.7 tonnes. The vehicle ; Amsterdam is a Jonckheeri bodied 70-seat touring mod sold to De Jong of Hem.
Some alterations have bee made to the air suspension c the SB2005-Series includir wider shock absorber spacinl and vulcanised discs have bee inserted between the extrer ities of the front spring leaves reduce friction.
In spite of a prototype ido from Alusuisse and a ve good-looking BOVA design, tt X Press, the star psv is Van Hool Astron luxury tw level coach. The driver is at flo level, and there is a rear low seating area on the same level British component maker suppliers and bodybuilders a doing their bit in Holland wi stands for Edbro, Intertruc York /Carrimore and Ratcl among them.
Ratcliff has a very neat wr fare taillift, shown for the fil time in Holland; and lntertru has an American-designi nylon ratchet-type commerc vehicle load securing systei made in Holland under licenci As usual there are sor novelty designs including t Ackermann-Fruehauf aerod namic drawbar outfit and alloy trailer from ESVE of Lir ten Voorde, Holland.
The Amsterdam Show clot on February 16.