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FODEN 8X4 TIPPER

17th September 1992
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Page 42, 17th September 1992 — FODEN 8X4 TIPPER
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Price as tested: 271,208 (ex-VAT). Includes Hi-Line speeper cab (22,390), Air-Trac rear air suspension (2445), Wilcox Wilcolite insulated tarmac body with Hytec tipgear (29,500). Jacobs engine brake retrofitted from previous vehicle.

Engine: 10.5-litre, 224kW (300hp). GVW: 30.49 tonnes. Body/payload: 21.89 tonnes. Speed: 66.0km/h (41.0mph). Fuel consumption: 34.81it/100km (8.1mpg).

1 f Foden's Cat-engined eight-legger was playing in the English Premier League it wouldn't be much of a threat to Liverpool or Man United. But the 4300 from Sandbach certainly has the muscle to avoid relegation to a lower division.

The analogy is based on our experience with a J-reg Caterpillar-powered 8x4 on loan from Telford operator Don Transport. The smart blue and silver S108R is one of an identical pair running on tarmac and coalcarrying duties.

It's some time since CM tested a Foden with a Cat. In 1989 we ran a 4000 Series twin-steer tractor with the 14.6-litre 3406B round our Scottish test route and were impressed by its torque.

But the last time we tried a Cat-powered tipper was in 1984 when we drove a pre4000 Series eight-legger with the smaller 10.5-litre 3306B. At the time we said it was "a smooth yet powerful performer" but its fuel consumption was nothing to write home about. Since then the 3306B has gained a bit more grunt, but is it any better on fuel economy?

The famous yellow-coated engine has enjoyed a strong following from Foden buyers, especially those running Cat-powered plant, ever since the Sandbach truck maker announced it would be adopting it.

However, when it comes to choosing an engine for your Foden eight-legger there's plenty of more modern competition, not least from Perkins with the 12-litre Tx. Indeed a Tx325-powered ERF 8x4 holds the record for most economical tipper in the 220-245kW (295-330hp) class over our tipper test route (CM 5-11 Sept 1991).

Nonetheless enough operations still specify Cats to ensure that they remain key players in Foden's tipper team.

• PRODUCT PROFILE

When it comes to drivelines, our test vehicle is very much the base model on Foden's standard eight-legger specification sheet.

Caterpillar's 10.5-litre 3306 ATAAC (Air-to-Air Charge-Cooled) diesel, rated at 224kW (300hp), is matched with Eaton's TS012612 12-speed Twin Splitter gearbox and DS401P rear bogie.

Ironically this hardly exemplifies Foden's perceived strength of supplying a broad range of driveline and suspension options to suit any particular application: if it's legit, they'll build it.

As well as the straight-six Cat 3306B, eight-legger buyers can choose between Cummins and Perkins diesels with capacities from 10 to 14 litres and output from 205280kW (275-375hp).

Foden restricts narrow-cabbed 3000Series eight-leggers to 242kW (325hp), whereas in the 4000-Series the top whack appears to be the Perkins 375Tx's 280kW (375hp). It's not on the spec sheet but if you really want to beat everybody over the Peaks you could presumably have the 14.6litre 3406B rated at up to 317kW (425hp), but that would have to be seen as self-indulgence. Along with a Fuller or ZF gearbox there's a wide range of final drives that will enable an operator to fine-tune his 4300 to suit the job in hand.

The driveline may be basic, but to reflect Foden's "custom-build" philosophy, our test vehicle has several notable non-standard items such as the recently launched raised roof Hi-Line sleeper cab and Peterbilt AirTrac air suspension. This, like Foden's FF20 rubber system, is road-friendly enough for future 32-tonne operation.

Other line-build options specified by Don include cross-axle diff-locks, front axle spring brakes and tipping hinge bar attachments. To carry the goods the 4300 has a Wilcox Wilcolite insulated tipping body with Hytec gear.

• PRODUCTIVITY

With less than 50,000km under its belt Don's 4300 has some way to go before it becomes fully loosened up, so there's latitude for improving its performance and economy.

But while the Cat-powered Foden cannot quite match the pace of a Perkins Tx325engined ERF or Leyland Daf's 80.330 Constructor, it is still one of the quickest eightleggers we've tested.

When it comes to economy it scored particularly well on the A-road section of our test route, comfortably beating the 8mpg (35.31it/100km) barrier. This supports Don Transport's choice of the 4.33:1 back axle ratio and overdrive Twin Splitter box to maximise fuel returns over the A-roads of North Shropshire.

Unfortunately no-one's invented a variable diff that can deliver the goods on both A-roads and motorways, and on the dash up the M1 and M69 the 4300's consumption of 37.01it/100km (7.63mpg) is a reflection of its gearing.

Compared with the engines fitted to the rivals in our comparison chart, the 3306B produces its maximum 224kW at a slightly higher engine speed of 2,100rpm. It develops its 1,302Nm (9601bft) peak torque at 1,350rpm, which is also futher up the rev band than rival power units. You might expect the Cat to lose out in the lugging stakes — but you'd be wrong. It has the uncanny ability to pull hard right down to around 1,100rpm and recover. But there's no substitute for capacity and in torque delivery it has to lose out to biggerblock rivals like the 12-litre Tx. It has to work harder to match the Tx's performance. Nonetheless it's an eager performer and care has to be exercised over the right boot as it has a tendency to pull away strongly once gradients begin to level out. Foden has a reputation for building light wagons and our 4300 is no exception. It's 21.89 body/payload beats both the TX-engined ERF and Daf-powered 80.330 Constructor.

Don picked the slightly lighter Monolex steel wheels in place of standard rims, but a further 216kg can be saved by fitting aluminium wheels (providing you have the 13,000 to spare). Surprisingly the closest rival in our group is the Scania P113-320, but then it did have a shorter wheelbase with less metalwork.

Where servicing downtime is concerned only 2.75 hours separate the quartet over the year, with the twospring Swede coming out best followed closely by the Foden. Signifi cantly, the best contract maintenance price seems to be linked to the lowest annual service time except for ERF, which is over £.500 below the next best, Scania.

There also seems to be a direct correlation between chassis retail prices and the cost of a basket of parts, with the P113-320 and Foden at each end of the league.

• ON THE ROAD

This Foden has one of the most cumbersome clutches around, but there seems no better transmission than the Twin Splitter when it comes to making the most of the 3306B's gutsy characteristics. Eaton's 12speed constant-mesh box provides quick, slick gearshifting.

Very little driver effort is needed thanks to the double split on each lever position: it's immensely satisfying to drop several ratios on the flip of a switch and steadily moderating accelerator pedal pressure — particularly when scaling twisting inclines such as our test hill near Banbury. The box can be a little snappy and unforgiving until you get used to it, which is why few find their way into rental fleets. But with a little practice it is possible to drive in quite a leisurely manner, taking off in 2nd, 4th, 6th, 7th or 8th depending on the gradient.

For easy running along A-roads at between 64 and 80km/h, 11th and 12th are all you need with the engine spinning sweetly at 1,350-1,450rpm. Here the Cat Engine is at near peak torque and its specific fuel consumption down at optimum.

It has such a well spread gear pattern that a double split or at most a single lever shift makes light of entering roundabouts. This is also where you appreciate the optional nearside window behind the B-post. Coupled with Foden's triple mirror set it gives extra visibility where its needed.

Negotiating Milton Keynes' many splendoured roundabouts also emphasised the excellent ride and low side roll of the AirTrac suspension, and it's quiet too, with none of the clacks and graunches of a steelsprung bogie. The Air-Trac system maintains a constant frame height, laden or empty. It also keeps the ride under control: this is accentuated by the Foden's light, responsive power steering.

Don Transport paid an extra £115 to have a parking brake on the front axle to make it three out of four. This was a good investment: the uprated system holds the eight-legger securely on a 33% (1-in-3).

There was some concern when the rearmost axle's off-side brakes locked up twice during three full-blooded stops from 64km/h on the MIRA test tracks, but there was no sign of this problem on the road.

On the occasional downhill descent the retro-fitted two-stage Jake Brake controlled via a foot button and dash-mounted Hi-LoOff switch, reduced wear on the linings.

However, the retarding effect of a twostage system on a Cat 3306B is a long way short of that of a three-stager on the beefier Cummins 14-litre engine.

• CAB COMFORT

Despite those quieter air springs, cab interior noise levels at 80km/h are higher than many of its rivals. The Perkins Tx325powered 4350 was nearly 4dB(A) lower, but that was largely thanks to having Foden's short day cab.

It may make the low height tarmac body look even shallower, but Foden's recently introduced Hi-Line sleeper cab is an ideal choice for those drivers who spend regular nights away.

In addition to the useful wardrobe behind the driver, there is 1.07m (3ft 6in) headroom over the 1.9m (6ft 3in) bunk and ample headroom for changing standing in the passengers footwell, as long as the seat is moved back and you're facing the rear.

Trimmed out in a mix of greys with a few red streaks in the cloth seat coverings, few tipper cabs can offer a more comfy yet practical workplace. Two steps give an easy climb into the seat, from where the driver enjoys excellent all-round visibility.

The steering wheel and perfectly adequate mechanical seat can be adjusted to suit most drivers comfortably. Ergonomics are good too; all switches and controls are within easy reach. A neat extra that cost Don Transport £175 is an engine cover locker whose lid acts as a secure table top.

Unlike the 300 Series cab, there is plenty of room in the footwell. The Jake Brake button is ideally positioned for heel operation but looks vulnerable. It may also hinder any hosing of the footwell.

• SUMMARY

At £55,500 the 3306B-powered Foden eight-legger looks a good buy when compared with the book price of direct rivals. The difference will take care of the first year's VED and or put an awful lot of tigers in your tank. A 4300 will set you back £10.000 less than a Scania P113-320, which is very much a premium chassis and requires few extras.

However, add in a Perkins Tx engine and the Foden 8x4 goes up by £3,430 showing that Paccar's Cat-engine buying power in the States must influence the lower price tag of the base 4000-Series model.

It's not the most fuel efficient or fastest eight legger we have encountered, but its performance levels are quite high enough to put it in the competent all-rounder class.

With air suspension for a much improved and quieter ride and, a modern cab with a high-roof sleeper section for greater driver comfort, you have a top-weight tipper that will give a good return on investment if you spec it for your operation.

That should be enough to earn it a place on many a manager's A-team.

0 by Bryan Jarvis

Tags

Organisations: English Premier League
Locations: Liverpool

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