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SHOW
Page 92
Page 94
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S•T•0•P•P•EeliteS
All Vauxhall light CVs registered from September will carry a transferable, sixyear anti-perforation warranty. Prices across the range have been increased by an average 1.9%.
Volkswagen boasts two new light CVs on its stand. The all-new Transporter adopts the semi-forward control layout pioneered by the Renault Trafic. After 40 years of rear-engined, rear-wheel-drive vehicles, VW has opted for a transversemounted front engine driving the front wheels. Five engines and two wheelbase options are offered on the Caravelle, but there are only four engine options on the Transporter.
Payloads are 800kg and 1,000kg on the standard wheelbase and 1,200kg for the long wheelbase models. Body options include a high-roof van, chassis or crew cabs. Diesel power comes from either a 1.9-litre, four-cylinder or 2.4-litre, fivecylinder, producing 46kW (61hp) and 58kW (78hp), respectively. Petrol power comes from a 1.8-litre or two-litre, fourcylinder, or a 2.5-litre, five-cylinder — available only on the Caravelle. Power outputs are 50kW (67hp), 63kW (84hp) and 82kW (110hp), respectively. Fivespeed gearboxes are fitted to all models.
VW also unveils the new Polo at Birmingham and, unlike Rover, will be launching a van based on its new hatchback model. Gross payload and volume are unchanged at 440kg and 1.26m3. Engines are either 1,050cc or 1,300cc petrol, the larger engine offered with a catalyst option. No diesel engine is specified.
The Golf van, however, is now being offered with VW's "clean" diesel, the "Umwelt" engine with turbocharger and oxidation catalyst. It too makes its first appearance at Birmingham.
The facefifted versions of the Sevel van range from Citroen, Peugeot-Talbot and Fiat are also due for launch at the show. Main changes are redesigned doors and front end, wider side door and improved gear linkages. Engine options are unchanged.
The special appeal of the
Asquith Highland is based on Ford P100 running gear, is Escort-sized and priced from E18,250.
• While the truck marketing men have been busy boasting of more power under the cab it's been left to the back-room boys to meet the ever-tightening web of environmental restrictions in terms of exhaust and noise emissions.
It now seems inevitable that the way ahead will be with sophisticated electronics, which is exactly what Cummins will be showing in the shape of a 14-litre CELECT Super E engine.
CELECT is Cummins' own inhouse, electronically-controlled fuel injection system, operating along broadly similar lines to the Bosch EDC package fitted to Scania's topof-the-range 143-470.
By being able to control the amount of fuel used by the engine, and injection timing more precisely than on a mechanically-controlled injection system, the CELECT engine emits less harmful exhaust gases and is cleaner on cold start.
The microprocessor controlled system, however, has a lot more to offer than straight emission advantages — low-speed idle control, road speed gov erning, rev control during PT-0 op eration and cruise control being just some of the options available.
In fact, the CELECT system allows an operator to programme effectively the Super E engine, using a portable programmer, to provide optimum performance on a specific haulage operation. Cummins engineers looked at a variety of solutions before going down the CELECT route. The engine's injector solenoid valve is not just a spill valve (as in some other electronic unit injector systems), it also admits fuel to and from a unique, variable-length hydraulic link between separate metering and timing plungers.
The CELECT injector, while retaining the camshaft actuation principle of Cummins' existing PT fuel system, makes use of its microprocessor-controlled solenoid valve to determine for each injector
stroke the exact amount of fuel to be injected into the cylinder.
As revealed in our recent report from the American International Truck Show (CM 6-12 September) the CELECT system is already available to American operators on both 10 and 14-litre Cummins engines.
But according to Cununins Engine in Britain CELECT will not be seen in the UK until 1992 — in time for the second stage of EC engine emission regulations due in on July of that year. In the intervening period, Cummins will use the time to train its service network to get to grips with CELECT.
Cummins will, however, have an American spec 14-litre CELECT engine at the show along with its uprated, chargecooled C Series engine, now pushing out 205kW (275hp), and the latest Super E465 which has already been adopted by Foden, ERF and Seddon Atkinson. (A full description of the CELECT system will be appearing shortly in an Engineer's Notebook).
In the wake of the activity surrounding its Eagle Tx range, Perkins has been very quiet of late when it comes to talking about its other engine building division — namely Gardner. But that looks like changing with the news that there will be a new prototype Gardner engine at the NEC, suitable for trucks and PSVs.
The 12.7-litre LG1200 Series is the first range of engines to be jointly developed by Gardner at Patricroft and Perkins at Peterborough.
The LG1200 comprises a range of eight power units with outputs of 186kW261kW (210-350hp) with a maximum torque output of 1,592Nm (1,175lbft). Although derived from the old 6LXDi 6LXUT range it is 115nun shorter, and, in true Gardner tradition, is said to have the lightest weight of any engine available in its class.
In order to meet forthcoming emissions regulations and boost economy, Perkins has developed a new combustion system on the LG1200 with redesigned pistons and fuel pump. There is also a new crankshaft, as well as a gear-driven timing system and a high output water pump. Service intervals are also longer — 24,0001un with filter changes, extended to 48,0001an when a centrifugal filter is used.
The Gardner LG1200 truck ratings are 204, 223, 241 and 260kW (275, 300, 325 and 350hp), while the PSV ratings are 156, 171, 186 and 240kW (210, 230, 250 and 275hp). Truck engines feature air-toair charge-cooling while the PSV versions can have air-to-water.
So far no manufacturer has revealed whether it will be 'fitting the latest Gardner engine although all eyes must be on Foden, ERF and Seddon Atkinson. The question remains, however, whether Perkins has left it too long to re-enter the truck market with Gardner, particularly in the light of the success of its own Eagle Tx engine.