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al's sturdy but venerable-looking 1900 middleweight rigid was revered by

1st April 1999, Page 33
1st April 1999
Page 33
Page 35
Page 33, 1st April 1999 — al's sturdy but venerable-looking 1900 middleweight rigid was revered by
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most of the operators who used it, Its origins were in the late '6os, it had a durable, reliable reputation and its solid image helped to sustain value in the used truck market. When the 65 Series replacement came along it had a lot to live up to.

The 65 Series made its debut in September 1993 at the Scottish I RTE show, but it did not enter the marketplace until the following June. Although Leyland Daf already had a 17tonne Go Series model rated at 18o and 212hp, the 65 Series was in the tradition of the 1900, with its well-proven, charge-cooled turbo 6.24-litre engine and the more powerful 2 r2hp/53ilbft option, while many other components were taken from the heavier 75 and 85 Series models.

Like its forebear it has just a six-speed ZF synchromesh box which is probably sufficient at 18 tonnes, bearing in mind the level of power and torque available, but is not considered adequate for drawbar operation up to 28 to 32 tonnes, or even with an axle conversion running at 23 tonnes. Here, an eight-speed ZF 9575 crawler box is more usually specified, driving through a newly-developed 11.5tonne single reduction axle at the rear end. It was originally built at Eindhoven, but since last summer right-hand drive versions of the 65 Series have been assembled in Sandbach by Leyland Dar s sister company, Foden, In the UK, Leyland Daf leads the market with a 21% share in the r8-tonne sector. A high proportion of rigid 65s are supplied with sleeper cabs and used in general haulage applications, fitted either with a box or curtainsided body, and most run on air suspension at the rear.

With the introduction of Euro-2 engines in 1996, the Go Series was dropped from the line but replaced by the Leyland-built 55 Series, powered by the Cummins 5.9-litre unit rated at 210 and 23ohp. This option offers a lighter unladen weight and an extra 700kg payload. The 24ohp 65 Series is 30kg heavier than the 2.10 chassis cab which, on the longest 6.8m wheelbase, weighs in at 5.71 tonnes fully fuelled. A sleeper-cab adds iookg to the unladen weight.

Last April the CF version brought changes to the heating system, trim and storage and included better seating. The Turbocharger revision on 24ohp models is claimed to have improved mid-range response.

Unusually for a mid-weight rigid chassis, the tapered 2.3m wide cab, borrowed from the 75/85 Series range, has four-point suspension and the shell carries the same five-year corro.

D sion warranty and two-year paint warranty as its heavier stablemates. The single-bunk sleeper option is available on chassis with a wheelbase of 4.3m and longer. Standard equipment includes electrically heated rearview mirrors, roof hatch and spray suppression equipment. Inside there is an electric window on the passenger side, while the steering wheel is adjustable and headlights can be levelled from within the cab.

Instrumentation is contained within a compact binnacle providing visual malfunction warning in sensitive areas such as air brake pressure, coolant temperature, oil pressure and alternator charging. The low window line helps vision all round. The low steps are made of flexible plastic that is said to withstand a low-speed impact. The outside styling is modem, with characteristic wings and large front direction indicators. The inside of the latest CF models incorporates darker materials that

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