• Home
• Used vehicles
• Product news
• Dealer news
• Compliance
• Buying advice
• Archive

Review of the light brigade

"So what's in it for me?" This is one question likely to be on the lips of light vehicle operators considering a visit to the Motor Show. The simple answer is more than 20 manufacturers from A-Z showing vehicles from 1.5 to 7.5 tonnes. Brian Weatherley reviews what they have to offer.

AT THE lighter end, Austin Rover has at last replaced the long serving Ital van with a brand new front-wheel drive model based on the Maestro car, The Maestro van makes its world debut at the National Exhibition Centre and is available in two weight ranges. There is still no diesel option. For that operators must wait until 1985 when the joint BL/Perkins direct-injection diesel engine based on the '0' Series becomes available.

Ford, however, is already pushing ahead with its light vehicle diesel range and has the latest 2.5-litre direct-injection Transit engine, launched earlier this year in Europe, on its stand. Alongside the 2.5di is the fuel-pinching 1.6-litre indirect-injection diesel which has set new fuel consumption records around CM'S light vehicle test route fitted in an Escort and Fiesta van.

lveco, too, will shortly be launching its Sofim 2.5-litre di unit which appeared earlier this year at the Geneva Show for the first time. (CM January 28).

Another NEC newcomer is the Yugoslavian-built Volkswagen Caddy pick-up which joins a market sector that has seen a marked decline over the past nine months.

Moving up the weight range, Bedford has supplemented its new Astra van models with the midi van range — based on the lsuzu WFR. It is the second Japanese-built light commercial to be badged as a Bedford, demonstrating GM's "world sourcing" programme which has also provided gearboxes from the Philippines for the CF2 van.

Freight Rover has expanded its light cv range even further with a crewcab version based on the Sherpa. Another crewcab makes its first appearance at NEC, exhibited by Nissan Ebro. The company will shortly enter the UK one-ton panel van market with another Motor lberice Spanish-built vehicle, the DY275.

At 7.5 tonnes, Mercedes is showing its LN2 range comprising the 809 and the 814. Both vehicles offer a high degree of driver comfort and a choice of two new engines, as well as full air braking, power steering and a five-speed gearbox as standard.

Of all the vehicles in Leyland's truck range, the new 7.5tonne Roadrunner is arguably the most important as it will be competing in the largest single sector in the entire UK truck market. With its advanced cab and well established driveline Leyland is hoping the Roadrunner will prove popular with the all-important big fleets, as well as the smaller one and twovehicle operator.

Diverse is perhaps the best way to describe this year's NEC light vehicle exhibits. But the large number of models on show is not a reflection of a widespread growth in vehicle sales. While the 3.5-7.5 tonne gvw market may have risen by 10 per cent over 1983, the sector up to 3.5 tonnes has increased by less than one per cent. The recession is not over yet, at least for light van operators.

Austin Rover 401 THE MAESTRO van with frontwheel drive makes its first appearance at NEC — finally bringing Austin Rover's light commercial range completely up to date. It is based on the Maestro saloon car and has the same kind of purpose-built van body as both its predecessor, the old rear-wheel drive Morris Ital, and the Ford Escort, currently market leader in the carderived van sector.

The eight models displayed cover the complete range. Maestro van is available in two basic variants — the 1.53-tonnegvw 500 van and the 1.73tonne-gvw 700 van. The model designations refer to carrying capacity. The 500 van has a 500kg (9.85cwt) and the 700 a 700kg (13.79cwt) payload (both figures without driver).

Maestro 500 and 700 vans are also offered with two different trim levels. For larger fleets the City model has a slightly reduced interior specification with pvc trimmed seats. The second model, the Maestro L, has a higher trim level with cloth seats, radio and intermittent wash/wipe. Both vans have a fully carpeted driving• compartment and the same 2.4cum (85.8cuft) load volume.

Maestro vans are powered by the 1.3-litre four-cylinder A Series engine. The 500 City van has a low-compression 46kW (62bhp) version, while all other' models have the standard highcompression 51kW (68bhp) unit with a torque output of 101Nm (75 lbft). The derated version has a slightly lower torque rating of 99Nm (73 lbft). Breakerless electronic ignition is fitted on all versions. They have a manual choke.

The front-wheel-drive van has the same four-speed VW gearbox as the saloon with a final continued overleaf drive ratio of 4.25 to 1 on Maestro 500 models and 4.60 to 1 on Maestro 700 vans.

MacPherson strut and coilspring front suspension used on the Maestro car is carried over on to the van. However, the rear coil springs on the saloon have been replaced by single tapered-leaf springs with • telescopic dampers and a dead beam axle on the van.

Among the optional fittings offered on the Maestro's van body, which has a 1.9m (751n) long load platform, are a racking system, lashing straps, side-panel cladding or a complete plastic load floor liner.

For 1985, the smaller Metro van is modified in line with the saloon car with revised front end styling and a new facia. The base van is now badged City while the L model specification is now based on the City X car.

Changes to the Metro van include updated front end with revised styling to the bonnet, grille and the adoption of grey, steel-finish bumpers, ventilated front disc brakes and a larger 35.5-litre (7.8gal) tank. The 10litre and 1.3-litre City vans also have twin reversing lamps and driver's reclining seat, while Metro L vans gain a rear wash/ wipe as standard.

Four models are at NEC — two Metro City and two Metro L vans.

Bedford 535 TRADITIONALLY one of the largest exhibitors at NEC, Bedford shows a wide range of new or revised light vehicle models.

The latest front-wheel-drive Astra van, announced in August, has a completely restyled body shell which Bedford claims has the lowest drag factor (0.35cd) in its class. Load volume for the body has been increased by some four per cent by extending the roof line by 127mm (5in). As a result, the tail gate is now in a more vertical position allowing maximum use of the cargo area.

Astra van load-platform lengths are increased by 30mm (1.21n), interior height by 40mm (1.6in) and interior width by 50mm (2.0in), giving a greater load capacity of 1 .86cum (66.3cuft). Maximum payload on Astra vans is between 590 and 615kg (11.61-12.11cwt), according to model.

The Astra's interior has been redesigned with improved seating and a revised dashboard layout.

The existing Astra engine options of 1.3 and 1.6-litre petrol and 1.6-litre diesel units remain unchanged, although minor alterations carried out include a revised intake manifold on the 1300 petrol engine. Oil-change intervals on the 1,600cc engine have also been extended to 7,200km (4,500 miles) following the fitting of a large, five-litre (1.1gal) sump.

Astra models displayed include a 1,300cc petrol fleet van and a 1.6-litre diesel-powered Astra L van. The fleet variant is intended for the larger van fleet operator and has reduced trim levels with vinyl trimmed seats and rubber floor mats. The normal 1300S engine is replaced by a low compression 1300N unit rated at 44kW (59bhp), coupled to a four-speed gearbox.

The 40kW (54bhp) diesel-engined L van on show has a higher interior specification plus a five-speed overdrive gearbox. Payload on the Astra 1600D is 610kg (12cwt).

Bedford's "new generation" CF2 panel vans have gained a two-litre 58kW (78bhp) Germanbuilt GM petrol engine with a reduced torque of 144Nm (106 lbft) compared to the old 2.3litre engine. Fuel economy is claimed to be improved by seven per cent. The existing 45kW (61bhp) 2.3-litre ohc GM diesel introduced in 1981 is retained as an option on all CF2 models, CF2 vans with single rear wheels now have 270mm (10.6in) diameter front discs, while self-adjusting drum brakes are fitted to the rear of all models. Interior trim has also been revised with a new dashboard layout and steering wheel. To improve fuel economy, CF rear-axle ratios on 230 and 250 models are revised and all short-wheelbase CF2s get a GM four-speed gearbox from the Philippines replacing the old German-built unit. Long-wheelbase models have a ZF five-speed unit as standard.

On the stand is a CF2/280 3.2m (10ft6in) wheelbase panel van with the new two-litre engine and ZF five-speed overdrive gearbox. There is also a 3.5-tonne-gvw CF2/350L chassis cab with a 3.66m (12ft) wheelbase. Body and payload allowance on this model is 2.28 tonnes. A special cut-away version of the CF electric van with Lucas Ch:oride running gear is also featured on the stand.

For specialist application, Bedford is showing a CF250 model with a 3.3-litre 83kW (111bhp) six-cylinder petrol engine equipped with GM Truflow three-speed automatic transmission.

Perhaps the most interesting van exhibit is the Bedford midi, a one-ton payload panel van based on the lsuzu WFR model. The UK midi-range comprises 16 variants on two wheelbases consisting of panel van, highroof van and a nine, 12 or 15seat minibus version. A "window van" designed to attract specialist psv convertors is also included.

Midi models will be introduced progressively throughout 1985. On the stand is a 2.35m (7ft8.5in) wheelbase 12-seater minibus, powered by a 1.8-litre 56kW (76bhp) four-cylinder petrol engine, with a standard 1.95m (6ft5in) roof. Also featured is a long wheelbase 2.96m (9ft9in) high-roof panel van with the optional four-cylinder 43kW (57bhp) diesel engine. Both models have a fivespeed overdrive gearbox with a column-mounted-shift lever allowing good cross-cab access.

Another Isuzu design on show is the familiar KB one-ton pick-up range. The stand vehicle is a 4x4 KB41 with a two-litre diesel engine and fivespeed gearbox; 1985 KB models have a revised grille and trim.

Bedford's non-hgv light truck exhibits are a lefthand-drive Continental spec 3.43m wheelbase (11ft3in) TL 750 with the 3.6-litre 90TD turbocharged engine and the recently introduced 4.90m (16ft) wheelbase TL860 with the 5.4-litre 105TD turbocharged engine and optional five-speed gearbox. TL models have a new interior trim for 1985, head restraints and arm rests on the Bostrom seats and power-assisted steering.

Dacia Concessionaires 134A AUTO DACIA of Romania builds a one-tonne pick-up and a range of light 4x4 vehicles sold in the UK through Dacia Concessionaires of Westbury.

All models are equipped with the old Renault 18 1,397cc petrol engine and running gear.

The Dacia Duster four-wheeldrive vehicles are sold in pickup, van, roadster and GLX versions and are "competitively priced", according to the importer.

A 4x4 Duster Roadster and Duster GLX are exhibited on the Dacia stand.

Daihatsu 220 ALONGSIDE its normal 850 rear-wheel-drive microvan, Daihatsu is showing a four-wheeldrive version for the first time in the UK. The 4x4 1000 models are available in both high-roof van and flatbed pick-up truck variants, powered by the same three-cylinder 993cc ohc petrol engine normally used in the Charade car. This unit produces 32kW (44bhp) and has a torque rating of 74Nm (55 lbft). An additional transfer case, fitted to the normal four-speed box, gives high and low ratios.

Freewheeling front hubs are standard, and to withstand offroad operation the standard 850's chassis, steering-linkage, wheelbearings, suspension and propeller shafts have all been uprated. To protect mechanical components underguards have been fitted and the fuel tank has been redesigned and relocated to increase protection from grounding.

High-roof 4x4 vans have the same 2.28cum (81.4cuft) body shell as the 843cc 27kW (36bhp) 4x2 version and have a wide, top-hinged tailgate and sliding doors on both sides of the cargo body. Payload on the four-wheel-drive 1.44-tonne gvw microvan is 620kg (12.21cwt). Cab interior and instrumentation are the same on all models with the exception of an additional four-wheeldrive warning light on Daihatsu 1000 4x4 vans and pick-ups.

Also on the stand are two new 2530 mm (99.6in) longwheelbase estate versions of the recently revised Fourtrak 4x4 range. All models have a redesigned bodyshell and are available with either the fourcylinder 1998cc 3Y petrol engine rated at 65kW (87bhp) or the 54kW (72bhp) 2765cc DL turbocharged diesel unit.

The turbocharged diesel engine has revised intake and exhaust manifolds, strutreinforced pistons, improved sound-proofing and new engine mountings. The suspension has also been updated on all Fourtrak variants with larger shock absorbers. A more powerful vacuum servo assists the standard, front disc-brakes.

Completing the Fourtrak display is a 2,205mm (86.8in)

Dodge 538.

(Renault Trick Industries)

THE DODGE 50-Series competes in the 3.5 and 7.5-tonne sector, offering factory-built vans, chassis-cab and chassiscowl variants. With three wheelbase lengths, the choice of petrol or diesel engines and automatic or four or five-speed gearboxes, the permutations are extensive.

Just two models are shown. The S46 high-capacity van has a gross weight of 4.6 tonnes and is specified on the longer 3.66m (12ft) wheelbase and has a load volume of 12.8cum (450cuft). A four-cylinder Perkins diesel engine with a power output of 59kW (79bhp) is matched to a four-speed synchromesh gearbox. The optional comfort pack includes height adjustable driver's seat, trimmed in vinyl and brush nylon, and elasticated door pockets. The options of translucent roof, wide rear step and rear door glazing are also shown.

The ladder-type chassis on an S56 chassis cab can accommodate a wide variety of bodies up to 4.5m (14ft Sin) in length. The gross weight of 5.6 tonnes is matched by the Perkins 6,247 diesel engine developing 70kW (94bhp).

At the lower end of the Commando range the 7.5-tonne G08 stays with Perkins power in the form of a four-cylinder 4.236 unit but developing just 58kW (78bhp). Two optional six cylinder engines give power outputs up to 6.88kW (118bhp).

Three wheelbase dimensions extend from 3.05m (10ft) to 4.04m (13ft 3in) and the vehicle may be specified with either 17.5in or 20in diameter wheels.

Ebro 522

EBRO, the Spanish commercial vehicle manufacturer owned by Nissan, will be displaying its 71/2-ton crew cab rigid for the first time at NEC. Based on the familiar 7.5-tonne-gvw L75 chassis equipped with a Perkins 3.86 litre 67.4kW (90.4bhp) turbocharged diesel engine, the Ebro crewcab has seating for seven men and fitted with an aluminium three-way tipping body has a quoted payload of 3.95 tonnes.

Designed for the civil engineering aid local authority market, the Ebro with L75 tilt crewcab is available on a variety of wheelbases and is equipped with a Turner fivespeed gearbox, ZF power steering and vacuum hydraulic brakes.

For the future, Nissan Ebro UK has decided to enter the lighter end of the UK commercial vehicle market, and in early 1985 it will launch the Ebro DY275, a 2.75-tonne-gvw panel van.

The Motor lberica-built 2.35m (7ft8.5in) wheelbase van was recently introduced in Spain, is powered by a 1,952cc Nissan diesel engine and has a 1,350kg payload CM will report on this model next week.

Other Ebro vehicles on show include an L75/1T with a concrete mixer body, a L75/3T fitted with a boxvan body and a L75/2FT panel van and an L75/2T chassis cab.

Flat 514

FIAT jointly owns the Italian SEVEL light van plant, which produces its front-wheel-drive Ducato light commercial vehicle range sold in the UK between 2.4 and 3.1 tonnes gvw.

All Ducato models are petrol engined with the smallest oneton payload panel van fitted with a 51kW (69bhp) 1,796cc four-cylinder Peugeot engine and a four-speed gearbox. Ducato 1.3 and 1.6-ton payload vans and chassis cabs are equipped with a 58kW (78bhp) 1,971cc four-cylinder unit coupled with a five-speed box.

The six models on display represent the complete UK range. These include a one and 1.3-ton panel van, and a 1.6-ton big-volume van with an extended 3.65m (12ft) wheelbase and grp high-roof extension giving a 9.8cum (346cuft) load volume. Front-wheel-drive layout on all Ducato van models gives a lower loading height than conventional rearwheel-drive models.

Fiat markets two chassis cab variants in the UK and examples of both versions are fitted with specialist bodywork. The first is a 2.79-tonne-gvw 2.92m (9ft8in) wheelbase chassis with Besco aluminium dropside bodywork and Anthony Carrimore underfloor tipping gear. The second is a 3.65m (12ft) wheelbase 1.6-ton chassis fitted with Coachwork Conversions Luton body giving a 16.8cum (600cuft) load volume.

With a kerbweight of less than 1,525kg (30cwt), the Ducato Luton falls within the £170 vehicle excise duty class and is exempt from the annual DTp hgv testing and plating requirements.

Another conversion on display is a Ducato minibus produced by Walkers of Watford.

Making its first public appearance at NEC is a 4x4 version of the Fiat Panda car. Intended for limited off-road application, the Panda 4x4 has a 965cc petrol engine developing 36kW (48bhp). (see stand 127).

The four wheel-drive Panda's transmission and running gear was developed jointly by SteyrPuch and features a five-speed gearbox with an extra-low crawler first gear. Four-wheeldrive is engaged by pulling a Tlever beside the floor-mounted gearshift.

Ground clearance has been increased by 70mm (2.8in) to give a better off-road capability and four-wheel-drive can be engaged at speeds up to 37mph.

Also on the Fiat stand is a 1,050cc petrol-engined Fiorino van which offers a quoted payload of over 406kg (8cwt). Derived from the Fiat 127 car, the front-wheel-drive Fiorino has a boxvan body with a useful 2.46cum (88cuft) capacity.

Ford 534 LIGHT VEHICLE diesel engines play an important part in Ford's commercial vehicle display. The most significant is the new Dagenham-built 2.5-litre direct-injection unit which will be available as an option on all Transit models.

Although the 52kW (69bhp) four-cylinder direct-injection engine has been on sale on the Continent since April, this is the first time it has been exhibited in the UK, and Ford is hoping that it sells as well in Britain as it has in.. the rest of Europe where over 10,000 2.5-litre diesel-engined Transits have been registered. According to Ford, the new 2.5-litre direct-injection unit, which can be run at speeds up to 4,000rpm, gives a 10 per cent increase in power and an eight per cent rise in torque compared to the old 2.36-litre indirect-injection York engine.

Service intervals have been extended to 6,000 miles and fuel economy over the old York engine is said to be 15 per cent better. To match the new engine, Ford has also introduced a new four-speed gearbox and 3.91 to 1 rear axle. Examples of the new engine are fitted in a Transit 190 van, a Transit 100 van and the new, extended wheelbase 190 chassis cab which has been stretched by 455mm (17.9in) to 3,452mm (136in). The rear overhang is also longer by 200mm (7.9in) and now measures 1,500mm (59.1in). This new, extra longwheelbase Transit chassis cab can now accommodate bodies up to 4m (13ft1in) long.

Other Transit models on show include a 1.6-litre petrol engined 80 popular van and a 2.0-litre 14-seat minibus with the Ford approved four-wheeldrive conversion carried out by County Tractors.

Another new engine on Ford's stand is the little 1.6-litre indirect-injection ohc diesel engine which has been achieving excellent results around CM's light van test route fitted in the Escot and Fiesta vans. Since its introduction in May, Ford is now selling over 15 per cent of all Escort vans with the 1.6 diesel. The model on display is fitted to an Escort 55 van which has a payload of 700kg (13.8cwt).

Two other vehicles complete the smaller end of Ford's light cv display a 1.6-litre petrolengined P100 pick-up which is currently market leader in the 1-ton pick-up market and a Fiesta L van which has a revised body shell and is equipped with a 957cc petrol engine.

Moving up the range towards 7.5 tonnes, Ford is showing two Cargo models. The first is its 5/-tonne-gvw downplated 0609 which was recently tested by CM (CM March 10, 1984). Powered by a four-cylinder 90Series 4.2-litre diesel engine rated at 61.7kW (83bhp), this model is aimed at local authorities who need a light truck with the capability of towing trailers or compressors yet remaining within the 7.5 tonnes non-hgv limit.

The 0609 on display features the new Synchrolite four-speed gearbox which will be fitted as standard on all Cargo models up to 7.5 tonnes except drawbar versions and those fitted with the 6.2-litre engine.

The Synchrolite box is 80kg (1761b) lighter than Ford's other four-speed transmission, the heavy duty 4-410S, which it replaces on six-litre engines.

An 0813 7.5-tonne-gvw Cargo fitted with the 98kW (131bhp) 6.2-litre engine completes Ford's light cv display. An unusual fitting on this chassis is the Allison AT545 automatic gearbox which is available on a variety of Cargo rigids from 7.5 to 13.2 tonnes gvw.

Freight Rover 532 FREIGHT ROVER shows no fewer than 11 Sherpa models from 2.5 to 3.5 tonnes. These include the first all-British factory-built crewcab based on the wide-bodied 350 Sherpa.

The six-man crewcab can be ordered on Freight Rover's 3.2m (10ft6in) or 3.6m (11ftl0in) wheelbase chassis equipped with a shortened version of its normal, factory-fitted Ingimex alloy dropside body. Two power units are available on all wide-bodied models. These are the two-litre 63kW (84bhp) 0 Series petrol engine or the recently introduced Land-Rover 2.5-litre 52kW (70bhp) diesel unit. A five-speed gearbox is fitted as standard.

Wide-bodied Sharpas from 2.85 to 3.5 tonnes gvw are available either as panel vans or dropside chassis cabs. Freight Rover also produces factory-built Luton and highroof bodies, as well as psv conversions. Examples of all these models are on display.

Freight Rover's smaller 2.0 to 2.5-tonne-gvw Sherpa van models are proving popular with large fleets, particularly British Telecom and the Post Office. The range extends from the basic City panel van to a motor caravan and includes high-roof, dropside, chassis cab, psv and Luton versions as well as a 4x4 variant. For NEC, Freight Rover is showing a Sherpa 255 chassis cab with a Luton body, a Sherpa 250 and City panel van and a Combi minibus.

A choice of either 1.7-litre 45kW (61bhp), and 2.0 litre 63kW (84.5bhp) petrol or 1.8 litre 38kW (52bhp) diesel engines can be specified on the smaller Sherpa models, all driving through a four-speed manual gearbox with overdrive option or a three-speed automatic transmission.

As well as being on Freight Rover's own stand, Sherpa models are also on bodybuilders Reeve Burgess and Dormobile's stands while an electric Sherpa van is exhibited by the Electricity Council.

Also present for the first time on the stand is FR's new parts company for Sherpa and LandRover vehicles Land-Rover Parts and Equipment.

Honda (UK) 540 ONE of the smallest vans at NEC is on the Honda stand where there are two examples of its 1.29-tonne-gvw Acty microvan which has a payload of 450kg (8.86cwt) and a load volume of 3.02cum (108cuft). Acty vans now have a full height, load-restraint grille made of steel mesh fitted as standard.

The dropside pick-up version of the Acty on view has a slightly higher payload of 500kg (9.85cwt). Both models are powered by Honda's 550cc twocylinder petrol engine rated at 23kW (31bhp).

International Motors 114

THE WEST BROMWICH-based group includes two importing subsidiaries Hyundai Car Distributors (UK), which markets the Korean-built Hyundai Pony pick-up, and Subaru (UK), distributor of the Japanese-built light 4x4 vehicle range.

On the stand is a customised 1.43-tonne-gvw Pony II pick-up, which gained a revised body earlier in the year giving an increased payload of 47 Okg (9.25cwt). It retains the four-cylinder 1.2-litre petrol engine rated at 40kW (54bhp) coupled to a four-speed synchromesh gearbox.

Also on display is a Subaru 1800 four-wheel-drive hatchback.

Wen 515

IT MAY not seem like it, but the lveco Daily was first introduced in the UK over five years ago. Since then it has undergone a number of improvements and for NEC lveco has three models representing the Daily's 3.05 to 3.50-tonne-gvw weight range.

With its 2.8-metre (9ft2in) wheelbase, the 30.9 Daily, powered by a 1,995cc naturallyaspirated four-stroke petrol engine, is the smallest of the trio with a gvw of three tons. It has a five-speed synchromesh gearbox with a power take-off facility, and a hypoid rear axle with a 4.45:1 ratio.

Daily vans have independent front suspension with leaf springs at the rear, and telescopic shock absorbers fitted to both axles. A split circuit hydraulic system with vacuum assistance controls the front disc and drum rear brakes.

Also on show is a 35.8 3.2metre (10ft6in) wheelbase chassis cab which has a gvw of 3.5 tonnes and is capable of taking body lengths of up to 3.65m (12ft) long. The 35.8 is powered by a 2,445cc indirect-injection diesel engine rated at 51kW (69bhp) with a torque of 146.9Nm (108.4 lbft).

An 11.87cum (424 cuft) capacity high-roof 35.8 van is exhibited with an interior height of 1.88m (6ft2in) and load platform length of 3.53m (11ft10in).

Iveco's Z-range launched early this year makes its first NEC appearance with two 79.14 models displayed. The 3.6m (11ft1Oin) chassis cab is capable of being fitted with bodies up to 4.87m (16ft) and is powered by a 5.5-litre six-cylinder diesel engine rated at 101kW (135bhp) with a torque of 359Nm (268 lbft).

The 79:14 is the only 7.5-tonner in the UK equipped with front disc brakes. These are activated by an air hydraulic system.

Apart from Ebro and Dodge, lveco is the only manufacturer to offer a 7.5-tonne integral van in the UK and an example is on the stand.

The integral van has the same running gear as the chassis cab, with the body having an interior height of 1.89m (6ft2in) and a body capacity of 18.08cum (646cuft). The rear doors open to 270 degrees and easy loading is aided by a sliding side door.

Land-Rover 125

DURING the two year period since the 1982 NEC show, Land-Rover has revised its entire 4x4 range and introduced the Land-Rover 90 and 110 models and the Range-Rover Vogue. Among the 13 fourwheel models on the stand will be a Land-Rover 110 which has recently returned from the Camel Trophy off-road rally.

Making its first major UK show appearanCe is the LandRover 90 which replaces the old 2,235mm (88in) wheelbase series 111 models. Changes include all-round coil-spring suspension, nermanent four-wheel drive, a five-speed gearbox, lighter and more precise steering and front disc brakes.

The top of the range Ninety County Station Wagon is the most refined version with front and rear carpets, tinted glass, brown cloth upholstery, new door trims, wind-up side windows and revised instrumentation.

Ninety-Series models have a payload capacity of 917kg (18.06cwt) and are available with either the new 50kW (67bhp) 2.5-litre diesel engine or the 55kW (74bhp) 2.3-litre petrol unit. A two-speed transfer box is used with a fivespeed gearbox giving 10 forward and two reverse gears.

The larger Land-Rover 110 introduced in March 1983 shares many of the 90-Series developments and offers a 3.5litre V8 petrol engine in addition to the power units listed already.

The One Ten range includes pick-up, high-capacity pick-up, station wagon, hard-top and soft-top versions. Options include air conditioning on some models, and power steering, winching gear and towing equipment.

Range-Rover models were revised in June and standard features on all versions include electronic ignition, a redesigned facia and instrument layout, one-piece side windows and reclining seats on four-door models.

Standard equipment on Vogue models (optional on other versions) are electrically operated windows and heated door mirrors, a four-speaker stereo system, fold-away luggage compartment cover, and a tailgate operated light.

Representatives from the new parts company, Land-Rover Parts and Equipment, are on the stand.

Leyland Trucks 531

FEW LIGHT TRUCK operators could have failed to notice the recent introduction of Leyland's Terrier replacement the Roadrunner. Leyland, however, is leaving nothing to chance, for of the 27 vehicles on its stand, no fewer than 11 are Roadrunners.

Roadrunner will eventually be available at 6.2, 7.5 and 10 tonne gvw. All Show vehicles, however, are plated at 7.5 tonnes. These are 8.10 models powered by the Bethgate-built 618 DV naturally aspirated engine rated at 72kW (97bhp), and the 8.12 fitted with the more powerful 018 NV engine giving 86kW (115bhp). A five-speed Spicer gearbox is fitted as standard to all veraions.

Models on display Include a 3.25m wheelbase 8,12 with a Buckstonas fridge body, a 3,25m wheelbase 8.10 tipper, a 4,4m w/b 8.10 with Lawrence David curtainaide equipment, a 4.4m w/b 8.12 with a Bedwas flat body and a 3.65m w/b 8.12 dropside. A further selection of elx 8.12 chassis cabs make up the Roadrunner exhibits.

Perhaps the most interesting feature of the Roadrunner is the new C44 cab with its distinctive asymmetric windscreen. Other design improvements include extensive use of printed circuitry with simple plug-in connections in the Roadrunner's instrumentation, new slim Cox seats offering excellent support, adjustable rake steering column and reinforced plastic cab steps and front wings.

To aid bodybuilders, Leyland has kept most ancillary chassismounted equipment well below the top of the mirror drilled chassis rails, Extra length wiring, leading to the tail lights, allow bodybuilders to relocate tail lights without having to "break into" the wiring system.

A Roadrunner chassis cab will also be displayed on Leyland's Parts stand. This one is fitted with the newly developed aerodynamic cab equipment available from Multipart dealers.

Kerbweight on the Roadrunner is certainly low 2.59 tonnes on a 3.65m (12ft) wheelbase haulage version allowing a body/payload allowance with driver on hoard of 4.89 tonnes. Manoeuvrability has also been improved over the old Terrier with the 3.25m {10ft8in} wheelbase Roadrunner having a turning circle of 11.5m (37ft9in) compared to 14m (45ft11in) on the Terrier. (A full technical description of the Roadrunner appears in CM September 29, 1984.)

MAN-VW 542 ALTHOUGH the Volkswagen Caddy pick-up is making its UK debut, it has been available in Germany since 1982. Based on the old-style Golf car-body shell, but with an extended 2,625mm (1031n) wheelbase, the Caddy is built in Yugoslavia by VW subsidiary TAS. Ger man-built components are used.

Models for the British market will be offered with a choice of either 1.6-litre four-cylinder petrol or diesel engines rated at 5 6kW (7 5bhp) and 40kW (54bhp) respectively. Both versions use the same driveline as the Golf car with the engine, four-speed gearbox and final drive mounted transversely and driving the front wheels.

VW's conventional MacPherson strut front suspension is retained on the Caddy, although the Golf van's standard coil springs at the rear are replaced by leaf springs on the pick-up.

Volkswagen quotes a payload of 625kg (12.31cwt) for the Caddy, which will be sold with a range of British-built glassreinforced plastic hard tops including a boxvan and Luton body as well as a standard tonneau cover.

Load platform length is 1,853mm (73in) by 1,305mm (511n) wide. Payload space varies from 0.9cum (32.1cuft) on the standard pick-up body to 3.0cum (107cuft) for the Lutonbodied version.

Also seen is the latest version of the Golf van which has a revised body shell 178mm l7in) longer than the old model and 50mm (2in) wider. A new VW 1.3-litre 40kW (55bhp) engine replaces the old 1.1-litre unit and a 40kW (54bhp) 1.6-litre diesel is offered as an option.

Both versions are supplied with a four-speed gearbox as standard although a five-speed unit is available on diesel-engined vans. Load volume has been increased to 1.40cum (50.3cuft). Payload on the 1,321kg (26cwt) 1.3-litre petrol van is 475kg (9.37cwt) without 'driver while the slightly heavier 1,431kg (28.1cwt) gvw 1.6-litre diesel has a payload of 511kg (10.0cwt).

Transporter panel vans now have an easier to operate sliding door mechanism, minor revisions In trim and a new anti-corrosion process is used on the chassis and bodywork. Versions on display include a standard 2,4-tonne-gvw 1.9-litre petrol-engined delivery van with a payload of 1,07 Okg (21.0cwt), a single-cab Transporter pick-up, a seven-seat Caravelle GL and a 12-seat Caravelle C minibus.

The larger LT model range covers gross vehicle weights from 3.18 to 5.0 tonnes and includes van and chassis-cab versions. VW has two van exhibits, an LT28 with a 67kW (90bhp) petrol engine and a payload of 1500kg (29.5cwt) and an LT31 long-wheelbase high-roof van with a pLyload of 1.540kg (30.33cwt) and a load volume of 11.6cum (414cuft).

Also shown is an LT5 0 double-cab chassis-cab with seating for up to seven persons.

A prototype ambulance based on an LT3 1 van converted by Pilcher Green of Burgess Hill completes the LT line-up. Its six-cylinder 2.4-litre VW petrol engine has a Holset turbocharger conversion carried out by PAO Preparations of Aldbourne. This raises its normal 67kW (90bhp) to 82kW (110bhp) at 4,250rpm. Maximum torque increases to 192Nm (142 lbft) at 2,400rpm.

Demonstrating the heavier end of the non-hgv truck sector,

MAN-VW is showing a 71tonne-gvw MT 8.136 which uses a MAN chassis, gearbox and engine and a VW cab and roar axle, The MAN-VW MT 8.136 has an in-line six-cylinder D0220 MF5,0-IItre naturally aspirated engine rated at 101kW (136bhp) and e payload/body allowance of 4,29 tonnes on a 4,25m (13ft11in) wheelbase model.

Memedu-Benz 530 MORE trucks are said in the 7,5 tonne gvw category than in any other sector of the UK truck market. Mercedes-Benz is clearly aiming to increase its share of that market with its new "light middleweights" which replaced its long-serving LP models.

Plated at 7.5 and 11.0 tonnes gvw, the LN2 truck range has a new lightweight cab which, like the Ivaco and Leyland cab, makes extensive use of reinforced plastic in the front panels, cab steps and wings. Two new engines are rated at 66kW (88bhp) and 1 00kW (134bhp) and have been developed for the LN models which all have a five-speed synchromesh gearbox as standard.

All three LN2 variants are on the stand. They are the 7.5tonne-gvw 809 and 814 rigids and the 11.0-tonne-gvw 1114. The 3.7m (12ft2in) wheelbase 809 is fitted with the lower rated 66kW (88bhp) four-cylinder 0M364 3.97-litre engine and is intended for those lowmileage operators on urban delivery work.

The 814 has the six-cylinder 100kW (134bhp) 0M366 engine, which, with the 3.636 to 1 rear axle, gives a top speed of around 70mph. It is more suitable for high-mileage motorway running. The show chassis has a 4.25m (13ft11in) wheelbase allowing bodies up to 6.1m (20ft) to be fitted. (A

full road test on the MB 814 appears in the CM October 6 issue.)

Although similar in design to the 814, having the same engine and cab, the 11-tonne-gvw 1114 chassis cab has lower gearbox and rear-axle ratios and longer parabolic springs at the rear. All the new chassis have full air braking and power steering as standard as well as 24V electrics. The 4.9m (16ft1in) wheelbase 1114 can accept bodywork up to 7.3m (24ft) long.

Plated at 6.5 tonnes gvw, the L608D van is the heaviest of the Dusseldprf van range. The 4.1m (13ft5inl wheelbase high-roof van on the stand has an impressive 16cum (565cuft) load volume.

A four-speed automatic gearbox normally used on the GWagen 4x4 is available as an option on all Mercedes vans from 2.6 to 3.5 tonnes gvw and a 70kW (94bhp) petrol-engined 210 one-ton-payload van with an automatic box is featured.

Also on show is the 53kW (71 bhp) diesel-engined 3.5tonne-gvw 307D chassis cab, which has a 3.7m (12ft2in) wheelbase allowing bodywork up to 4.2m (13ft9in) long to be fitted.

Mitsubishi Colt 513 THE COLT CAR Company has nine light commercial vehicles on its stand, they are based on the familiar 1.6-litre petrol-engined 2.20-tonne-gvw L300 panel van and chassis cab.

Among the exhibits are a high-roof panel van, a chassis cab with tipper bodywork, and a Luton van. All conversion work is carried out by Vaile and Company of Dorset.

The 2,200mm (86in) wheelbase L300 van his a payload of 1,037kg (20.42cwt) and is offered with a wide range of specialist bodywork. Colt is also showing a curtainsider "project vehicle" based on an L300 chassis cab with Vaille parcel van bodywork modified to take pvc nylon reinforced curtains. A loading height of 730mm (29in) is quoted.

Two minibus versions developed by Colt Car Company's MCV Division at Plymouth are also on the stand.

Nissan 521 THE FAMILIAR Datsun name was dropped in the UK earlier this year to be replaced by Nissan UK, which has nine vehicles on its stand including three special-bodied Cabstar chassis. Visitors can also see a minibus version of the 2.2-litre petrol-engined Nissan E23 Urvan, which has 12 seats and retains the sliding side door and lift-up rear door fitted to the normal E23 2.67-tonne-gvw panel van.

Smallest model in the Nissan range on display is the 1.3tonne-gvw front-wheel-drive Sunny van, which has a payload of 504kg (9 9cwt) and a load-bed length of 1.52m (5ft). The Sunny van has rack and pinion steering, independent front suspension and leaf springs on the rear axle.

Nissan offers two pick-up models in the UK, both of which are exhibited. The oneton payload 4x2 pick-up has a 60kW (80bhp) four-cylinder 1.6litre petrol engine, while the 4x4 King cab is powered by a four-cylinder 2.2-litre petrol unit rated at 71kW (96bhp). Payload on the four-wheel-drive King cab pick-up is slightly higher than the 4x2 at 1.33 tonnes.

Three Cabstar 2.52m (8ft3in) wheelbase chassis cabs feature Luton, tipper and alloy dropside bodywork. Cabstar models are equipped with a four-cylinder 2.0-litre Nissan petrol engine rated at 72kW (96bhp) with a maximum torque of 173Nm (128Ibft). A five-speed gearbox is standard. Payload allowance on the Cabstar is 1,625kg (32cwt).

Completing the range is a E23 Urvan which has a payload of 1,324kg (26,1cwt) and a load volume of 6.22cum (222cuft), Peugeot/Talbot 519 PEUGEOT has made a number of minor changes to its light commercial vehicle range for 1985.

The estate-car-based Peugeot 305 front-wheel-drive van is now available in a high-specification GL version with cloth covered seats, and radio and tailgate wash/wipe as standard. The base model 305 has also been slightly upgraded.

Both versions are displayed this year. The 305 GL is fitted with the 48kW (65bhp) 1,905cc diesel engine while the standard 305 van has a 54kW (73bhp) 1,472cc petrol unit. All diesel 305 vans are now equipped with a five-speed gearbox.

The 504 pick-up has gained electronic ignition on petrol engined models while instrumentation has been revised on both petrol and diesel versions. They have black finished bumpers, a ladder rack and laminated windscreen fitted as standard.

Two 504 pick-ups are exhibited. The 2.3-litre diesel version is shown with a useful Deltrack tail-lift, while the 1.8litre petrol engine pick-up has a Truckman Top grp canopy from Walker's of Watford.

Peugeot Talbot's French parent company PSA holds a large share in the Italian SEVEL van plant which produces the Talbot Express van and chassiscab range sold in the UK. Nine versions are shown.

Express panel vans are sold between 2.45 and 3.1 tonnes gvw, offering payloads of 1.0, 1.3 and 1.5 tonnes. The examples of these three models displayed are fitted with 1.8litre and 2.0-litre petrol engines.

Front-wheel drive gives the Express van one of the lowest loading heights in its class, and for high-volume operators Peugeot Talbot offers a high-roof option on both 2.92m (9ft7in) and 3.65m (12ft) wheelbase vans giving an increased load volume of 7.6cum (271.9cuft) and 10.2cum (361cuft) respectively. A 2,498cc diesel engine is available on all models.

Two minibus conversions are exhibited along with a petrolengined chassis cab fitted with a tipper body. Completing the line-up is a Talbot Express Trekker leisure vehicle and an Express mobile office with both conversions carried out by Tickford.

Toyota 520

TOYOTA'S HI-ACE range of forward-control light commercials has seen some minor changes since the last NEC Motor Show, notably restyled bodywork and a revised engine range.

Hi-Ace panel vans are now offered with the four-cylinder 1,998cc Toyota 3Y petrol engine rated at 65kW (87bhp) developed at lower revs than the previous two-litre unit. Torque is 157Nm (116 Ibft) at 2,600rpm. Fuel-conscious operators can specify the alternative 2,446cc Toyota 2L diesel rated at 55kW (73.7bhp), which is equipped with a new five-speed gearbox. Payload for the Hi-Ace van is 1,243kg (24.5cwt) on petrol versions and 1,149kg (22.6cwt) on the diesel.

Pick-up or chassis-cab Hi-Ace models are equipped with either the 1,587cc 12R 48kW (64bhp) petrol engine or the 2,188cc four-cylinder L diesel rated at 49kW (66bhp).

Hi-Ace models at NEC include a chassis cab with tipping gear and bodywork by Tipmaster as well as a standard 2.65-tonnegvw petrol-engined panel van and diesel-engined pick-up with Toyota's own dropside bodywork. Two minibus conversions a 12-seat Walker bus and a 15-seat Dormobile complete the Hi-Ace line-up.

Hi-Lux pick-up models were also revised early this year with restyled bodywork and major changes to engines, chassis and running gear. Two and four-wheel-drive versions share many of the improvements which include a stronger box section chassis frame, bigger pick-up load bed, and an im proved cab with floor and back panels redesigned to reduce noise and vibration.

The 4x2 pick-ups come with the 59kW (79bhp) 1,812cc Toyota 2Y petrol engine which weighs 9kg (20Ib) less than the previous unit fitted, and is coupled to a five-speed gearbox with a floor-mounted shift lever.

The front independent suspension on the 4x2 has double wishbones and torsion bars with an anti-roll bar. Revised geometry gives an improved ride and stability. Ventilated front disc brakes with pin-slide calipers have also been introduced.

The 4x4 Hi-Lux pick-ups are available with either the two litre 3Y petrol engine (as used in the Hi-Ace van) or a new 2.4litre Toyota 2L diesel option which is rated at 5 5kW (73.7bhp). A five-speed gearbox is standard on the 4x4. Both 4x2 and 4x4 Hi-Lux versions are featured.

Renault , 539

BRITAIN is the largest market for Renault light commercial vehicles outside France; and UK sales have increased by 60 per cent during this year.

Ten vehicles on view cover Renault UK's current model range from the long serving car-derived 4F6 van to the largest 3.5-tonne-gvw Master. Front-wheel-drive Master and Trafic vans allow for a low load platform height. Chassis-cab variants are supplied with rearwheel drive.

Two new versions of the Trafic, a high-roof long-wheelbase T1000 and the P1400 chassis cab, are displayed. The T1000 high-roof features a 12seater bus conversion, and the P1400, which is available with Renault's 59kW (80bhp) twolitre petrol or the Sofim 53kW (72bhp) 2.5-litre diesel, is fitted with a Tipmaster steel dropside body.

A three-speed automatic gearbox will shortly be available on T1000 models and 1984 improvements to the Trafic range include the addition of brake-wear warning lights (also on the Master), 2x45mm rear drum brakes on all 1200 versions (previously 2x42mm), extension of interior rear door locks and optional head restraints.

The most striking Master variant on display is a 3.5-tonne T35 petrol-engined front-wheeldrive platform cab fitted with a 4.26m (14ft) body giving an impressive 19.8cum (700ft) load volume. All Master models have a five-speed gearbox and are offered with a choice of either two-litre petrol or 2.5-litre diesel engine.

For shopfitters and glass carriers, Renalt is also exhibiting a T1200 long-wheelbase highroof Trafic with both inside and outside racking.

lantana (GB) 219

THE Yugoslavian-built range of Yugo light vans based on the old Fiat 128 three-door hatchback are imported into the UK by Zastava (GB) of Reading.

The 1.25-tonne-gvw Yugo 311GL van has a payload of 450kg (8.86cwt) and is powered by a transverse-mounted four-. cylinder 1,116cc petrol engine rated at 41kW (55bhp) fitted with a four-speed gearbox. Load volume is 1.3 6cum (48cuft).

GL vans have a relatively high specification, including cloth seats, head restraints, laminated windscreen, load guard, radio and heated rear windscreen.