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"Since we moved over to the Fodens, downtime has been reduced by 40%."
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Mick Mercer started his skip hire business 21 years ago and established a transfer station in Basingstoke in 1990. He runs 22 vehides and Ii trailers. Twelve of the trucks are rigids, including four, six and eight-wheelers. His first 4x2s were Leylands. Some were bought second-hand but in recent years he has bought new Mercedes-Benz 172os and 182os.
"We have our own workshop and if we have a problem with a vehicle we want to be able to turn it around quickly," he explains. When the Atego came along it had so many more electronic controls and diagnostic equipment. I know this is the way all trucks are progressing and we will have to face up to it eventually, but the implication was that if anything went wrong then we would have to take it to the M-B dealer to put it right.
"We looked around for an alternative and the simplicity of the Foden Alpha appealed to us. The Cummins/Eaton/Rockwell driveline is a solid combination and we bought the first Alpha 2000 02 about two-and-a-half years ago. The drivers and the guys in the workshops love them. The day cab is big and the driveability is much improved. The power is about the same as with the M-B182os. For skip work we specified the short (3.85m) wheelbase and the 215hp engine with a sixspeed box. We looked at the 235hp engine, but 215hp is more than enough for this job.
We operate within a 25-mile radius and cover about 50,000 miles a year with the 4x2s. Fuel consumption varies between to.iii.ompg, which is much the same as with the Mercedes-Benz. It's all short stop and start work and some static running with the PTO as well.
"A four-year exchange cycle suits the skip hire environment. It means that we get fewer breakdowns but we buy extended warranties so we don't have any large unexpected bills. A relatively new truck gives us a better image, both to our customers and the authorities, and it helps attract and keep drivers as well. It's just better all round. From a financial standpoint once we had established the replacement programme it was not hard to keep rolling.
"Since we moved over to the Fodens downtime has been reduced by 40% and we don't get any engine or gearbox troubles like we did with some of the older vehicles. Although we don't have to go onto landfill sites it is still a harsh environment for skip loaders—it would be possible to keep them for longer on general haulage.
We run at 17 tonnes; allowing for the skip We can get an 8.5-tonne payload. A six-yard skip full of soil will bring us up to maximum weight but according to our computer our average payload is only about 3.5 tonnes.
"To begin with our fitters had to learn their way around the Foden 2000 and we did expe
rience a few minor teething probleir electrics still cut out sometimes when the cab (CM photographer Tom Lee enced this first hand).
"Foden's call-out system has lived u reputation. We have used it six or seven They were all minor problems and o: our own fault: a sump plug was incc lightened and the engine dropped all o on site. As soon as the oil pressure d: the engine shut down immediately. 11 case where the computer did save us bill!
"We don't go onto tips but the tipper has good ground clearance and ap angle. The drum brakes work well an dling is good, but the big cab does IT
more than with the t82os. Our one gripe is the way the clutch is set up—the pedal rides very high and the clutch bites at the very top of the travel. The Mercedes was more progressive.
We are situated midway
a two dealers, both over 20 miles away y will deliver twice a day. Parts avails good and if it's not on the shelf they us within 24 hours.
ccasion we sell direct but we usually L. We haven't sold any 2000S yet, but if Len 6x4s are anything to go by residual :hould not be a problem. I'inite Element Analysis systems to enable stress analysis work to be carried out early in
the design process and allow components to be appropriately modified before going into production.
The all-welded steel cab construction used a box-section frame to which pre-shaped panels were welded; it satisfied all current EEC, ECE and Swedish impact standards.
The low-mounted cab used over the Cummins B-Series had a four-point suspension system with coil springs and dampers front and rear to give a total deflection of 4 omm.
After years of producing GRP cabs Foden's steel cabs were protected against corrosion by an electronic cataphoretic dip to ensure comprehensive primer coverage. Durability was backed up by a five-year anticorrosion warranty.
A distinctive front grille incorporating an updated Kite badge gave the Foden 2000 an identity all its own—the grille panel was produced using the Rotational Transfer Moulding (RTM) technique that ensured consistent production of composite mouldings to precise tolerances. New wheelarches and half-guards, also in RTM, stamped the Foden character on the cab.
Front corner wind deflectors came as standard and the doors had a striking styling profile that continued into the rear quarter of the cab. The smooth profiling of the doors was said to protect the main body panels from accident damage.