Cruiser may make a splash: but will it float?
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KEEPING its promise to introduce new vehicles every few months, Leyland has now taken the wraps off a new range of tractive units — the Cruiser.
This follows the launch of the Roadtrain 16.28 a year ago, the :onstructor eight-wheeler in April, and the high-datum sleeper cab Roadtrain in OctoDer. But the Cruiser is aimed at :he vital 28to 34-tonne tractive Jnit market which until now has 3een represented by the Lynx and Buffalo — both ageing designs with the ergomatic cab.
In common with both Roadtrain and Constructor -node's, the Cruiser has a numerical designation, the first two iigits of which indicate the solo Jnit's gvw while the last two are he first two numbers of its gross angine output. Thus a 16.18 cruiser is a 16-ton unit with a 181bhp engine. So much for metication!
There are three models in the :ruiser range — one for 28.4.onnes (28 tons) gcw operation, )ne for 32.5 tonnes (32 tons) and he last for 34-tonnes (33 tons) )peration. The smallest of these, he 16.18 replaces the Lynx, while the other two succeed the 3uffalo and both share the 16.21 ag. Naturally all three use the same cab, but this time it's the skinny version of the C40 system. For Cruiser, 300mm (12in) is chopped out of the cab width along its centre line. The effect is to make the cab seem smallish, but don't be deceived. There's a lot of space inside.
Leyland claims that the cab in this form has reduced wind drag by 30 per cent compared to the ergomatic cab, and its aerodynamic shape also reduce's screen and mirror fouling.
Unlike the Roadtrain, the front lifting panel has no air intake slots — the only access for air to the. radiator being through a small slot below the main cab itself. There is also some airflow from beneath the bumper. It doesn't look sufficient, but Leyland assured me it is.
To keep the cab height down, a smaller fillet panel turn is used and the Crusier is finally distinguished from its big brother by singler, bumper-mounted headlights instead of twins.
Balanced steps la Roadtrain are graduated so that it's now possible to climb in and out without breaking your neck.
Inside, the cab's layout owes almost everything to Roadtrain which Leyland says, is an advan
tage when drivers are swopping between lorries. It is smaller inside, but cross-cab access — particularly important on this class of vehicle — is good but the engine hump intrudes somewhat.
But it's still light years better than the old ergomatic cab which was seemingly designed for gymnasts only.
On Cruiser even a foot rest, which accommodates a toolbox, is provided for the co-driver. Carpeting is used on the engine cover and central floor, but rubber matting covers the foot wells. Instrumentation and controls are identical to Roadtrain's, even down to the dash-mounted park brake control. The gearlever's the same too although Cruiser uses a different box.
There are two engine variants of the TL11 for Cruiser models -the TL11D and TL11A. The former is for 28-ton models with the two higher weight vehicles taking the latter.
Both power units are of 11.1litre (471cuini capacity and have a bore and stroke of 127mm 146mm (5cin x 5.7in). Maximun output for the TL11D is 133kV (181bhp) at 2,000rpm with a tor que figure of 806Nm (595 lbft) a 1,300rpm. The larger outpu TL1 lA produces 156 kV (209bhp) at 2,200rpm and its tor que is 820Nm (605 lbft) 1,30Orpm.
A Dana Spicer 355mm (14in twin dry plate clutch is used fo the transmission with automati adjustment and a clutch brakE This gives yet further parts corn monality as the same clutch used on Constructor an Roadtrain.
But unlike the large Roadtrain, Cruiser uses thre( boxes. The Eaton D403 six speed constant-mesh overdriv( box — the same as that used or Constructor — goes into th( 16.18. Its overdrive ratio is 0.7E to 1.
For the other two 16.21 models, the Fuller RT0609 oi Fuller RT09509A is specified fai operation at 32.5 tonnes (32 tons tons) or 34 tonnes (33.5 tons) wir respectively. Already used the Buffalo, this box is a nineaeed overdrive range change lit with a ratio of 0.74. to 1 on p gear.
Last of the available boxes is RT09 509A nine-speed ange-change overdrive box 'hich has the same top ratio as le 609. For the rear axle the Guy ub reduction unit is used with vo axle ratios available — 5.524 1 or 6.35 to 1.
Cruiser comes with one theelbase — 2.88m (9ft 6in). he chassis frame itself, though onventional in design with arallel ladder format including hannel section side and cross lembers, benefits from oadtrain technology.
It uses the now-famous "sticky olts" and has cross-section diiensions of 250mm x 76mm x mm (9.8 x 3 x 0.24in). For its Dundation brakes, Girling fixedam sliding shoe units are used vith full air operation.
A neat feature, again derived ram Roadtrain, is the "four line" oupling system which allows he tractive unit to be hitched to railers with either twoor threeine air.
The air system is split convenionally front to rear and an exiaust brake is available as a proiuction option. Secondary araking is via the dash-mounted ever which applies the brakes arogressively and full air is only ;upplied to the front axle with aart braking on the rear. The aim )f this is to reduce the possibility af jack-knifing when the aecondary system is used. Full application of the dash lever ac:uates spring brake units for aarking.
Nylon brake piping has been used to a large degree throughout the Cruiser and the System includes a built-in antifreezer unit. Automatic draining is incorporated on the sensing tank with tilt drain plugs on remaining receivers. External charging of the system can be made by means of an under-front-bumper male connector. Brake dimensions are 394mm (15.5in) diameter by 178mm (71n) wide at the front and 394mm. (15.5in) x 203mm (8in) at the rear, which gives a total frictional area of 5,755 sqcm (892sqin).
Front suspension on the Cruiser is comprised of twotaper-leaf springs which have eye front fixings and swinging shackles at the rear. Telescopic shock absorbers are also fitted.
At the rear, a three-leaf taperspring pack is employed and this also has telescopic shock absorbers and an antiroll bar. The front axle, an Alford and Alder, is rated at 6.1 tonnes (6 tons) and the rear at 10.1 tonnes (10 tons).
For the steering, Leyland uses the Cam Gears' recirculatory ball steering box which is naturally power assisted. But during a short drive of a 16.21 loaded to 32.5 tonnes (32 tons), the steering was neither responsive nor light and inspired little confidence.
The dash layout too could also do with improvements. The tachograph seems too far to the left of the drivers line of vision. As a driver needs to make frequent reference to it, the tacho should surely be more centrally placed.
An impressive feature of the dash is a single large "stop" display which comes on the moment anything starts to go critically wrong in the lorry — a modern version of the old brake flag.
The 16.21 started up readily enough and tickover was nice and quiet. The gearlever — which has the same knob as the Roadtrain — came easily to hand and selection was all one has come to expect of a Fuller.
With its TL11A engine the 16.21 readily pulled away in second gear, but once on the road that annoying gearlever rattle which bedevils Roadtrain cropped up again in the Cruiser — surely inexcusable..
Pendant pedals were light to operate and well-situated, and there's a nice foot rest for the clutch foot. Cab nod, very apparent on Roadtrain, was not in evidence on Cruiser, though the cab did bounce a little. The ride itself was good and stable, with little roll.
During the run the TL11 pulled well and could be induced to "lug down" well below the recommended 1,4 0 0 rpm downchange rev band. And though our test trip was short, the power unit gave the impression of being very flexible.
The brakes were particularly good, with excellent response and light action giving a high degree of confidence.
Oil dip and fill, radiator header tank, power-steering reservoir and brake anti-freezer reservoir are all at the rear of the cab and easy to check.
Up front, a lift-up panel — supported by gas-filled struts — is released by a knob inside the cab. When this is actuated the top windscreen skirt panel lifts up and out of the way.
This was an area of complaint on Roadtrain when it was first introduced, as it also acts as a handle to lift oneself up to clean the screen. Cruiser has brackets to locate the panel clips more securely and hopefully prevent them from coming undone during this manoeuvre.
For major repairs the cab tilts quickly (50 seconds claims Leyland) to expose the power unit. It opens hydraulically to 62° and is said to give a straight lift to the engine. Hydraulics also bring the cab down. A centralised electri
lectri cal
cal system with fuses an contact breakers inside the cat under a lift-up dash-flap make for reduced electrical failures.
For longevity the cab is un dersealed, has electrocoat pain coverage, including the box sec tions, and full surface and finisi paint is used on all exterior an interior faces. Box sections an enclosed blind sections are wa injected and strategic areas ar made from zinc coated steels.
The total package, Leylan claims, is aimed at giving th cab at least eight years life.
Only time will tell if the CruisE is going to establish Leyland a number one in the 28to tonne market. In general it he many neat design touches yi uses established engineerin principles.
The C40 shape may look little unexciting on Cruiser but has good aerodynamics and non-aggressive. The policy parts commonality must also E good news for operators.
And it's light. The unladE weight of Cruiser is said to t less than 5.6 tonnes (5.5 ton ready for the road but witho fifth-wheel or driver.
As far as cost goes, the ma) mum retail prices are: 16.1 £19,955; 16.21 (32 ton), £22,24 and 16.21 (34 ton) £22,495.