Multidrive gets a new Manager
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South-West Water runs three 8x6 Multidrives which deliver treated sewage to farmers fields. It has just replaced its AWD T133-27s with Renault Manager G340ti tractors: we've driven one.
by Bryan Jarvis • Some years ago South-West Water invested in a trio of AWL) TL33-27 Multidrive 8x6s with Fuller slurry tanks. They have proved their worth as vital tools in disposing of treated sewage on to the land in a unique free service to farmers and landowners in the West Country.
Now SWW is changing over to Renaults as the motive force; replacing the AWDs with stretched Manager G340ti tractive units.
Multidrive's driving/steering bogie axle arrangement for multi-wheelers has been teamed up with a succession of truck chassis since it emerged from David Brown's Artix group eight years ago. The AWD was followed by Leyland Daf Scammell S26s, Volvo FL10s, Seddon Atkinson Stratos and ERF ElOs.
There was also a large batch of beefy MT55 bowsers which became the Gungha Din's ofthe Gulf War, carrying water supplies to troops in otherwise inaccessible areas.
The conversion from AWDs to Renaults has been carried out at the Allan Fuller factory in Chepstow, Gwent working in collaboration with SWW and RVI.
Fuller has been building tankers for over 40 years: the SWW models are derivatives of its standard integral subframe design with low-slung external barrel, stiffening hoops and inner baffle plates.
The Multidrive turntable has been adapted for the Manager chassis frame. The A-frame mounting between the turntable and the twin Rockwellaxled rear bogies has also been tailored to suit. It carries the prop shaft and transverse pivot (a telescopic linkage that provides longitudinal articulation between unit and trailer). Steering stops on the turntable limits the pivotal and driving angle at 28°, Earlier Multidrives had crossed steering links; the sliding extension between the Aframes lowers the tank's CofG to enhance its stability, Two Renault Multidrives are now in use by South-West Water; a third is currently nearing completion.
Two years ago CM road tested an AWD MTL 33-27 tipper demonstrator. We found it pricey and thirsty, but if you are continually tackling arduous offroad conditions these points might carry less weight.
At 32.5 tonnes there's little payload or VED advantage over eight wheeled rigids but SWW's transport manager, Chris Tarran, reckons they have a considerable edge when it comes to handling, traction and gradeability they're also extremely stable.
The Manager's 9.8-litre engine churns out 338hp (249kW) at 2,000rpm; some 27% more than the AWD's 8.3-litre 265hp (198kW) Cummins Cseries. Torque is up by more than 50% and the Renault's B18 Range R gearbox offers twice as many cogs as the Eaton 6109 nine-speeder. "This is all reflect.
ed in their quicker journey times and improved productivity," says Tan-an.
The SWW Multidrives link with Unimogs pulling tanker trailers to form a unique land treatment system.
They carry 4,300gal (19,5001it) of liquid waste which is taken to holding tanks in the fields.These are connected via roving hoses to tractors ploughing and spraying the ground. Vacuum loading is via the Hammond exhauster at the front: a rear-mount Vogelsang positive displacement pump transfers the load to the holding tank in about 10 minutes.
Because the farms lie down narrow, heavily wooded country lanes, it's essential that SWW's road tankers can follow tight turns.They also need enough traction and manoeuvrability to negotiate muddy lanes and rutted cart tracks.
It's an ideal role for an 8x6 Multidrive, as we discovered when we joined Fred Allan, the first SWW driver to use a Manager version. After the AWD's rather spartan TL cab Allan is happy with the 700nun taller Manager.
The Renault chassis is on steel suspension with Hendrickson rubber at the rear. Up front, says Allan, "the cab's softer sprung and quieter and with more power and extra gears its a faster, easier drive altogether. In relation to the tanker the seating position is a real improvement" At driver's eye level the tanker's top edge is in clear view so obstacles such as overhanging boughs or low bridge curvatures become readily apparent.
As Allan points out, this is particularly important because of the environmentally sensitive nature of the loads and the tight confines of the urban sprawl that the vehicles must negotiate to reach the fields that they deliver to.
Running laden from SWW's waste water treatment plant in Plympton the Manager pulls superbly, several cogs higher up the box than the AWD. It moves around corners without cutting in, unlike a traditional eight-legger. As Allan says: "If the first drive axle can get through then so can the rest."
For their bulk, manoeuvrability is excellent. They do tend to fill the entire width of narrow country lanes but their radio links help reduce the dangers on blind bends—the biggest threat is from low hanging branches that can whip the mirrors out of position.
Being much lower slung than earlier Multidrives, and running on its low profile 445/65R 22.5 singles, we found the Manager version is a lot less twitchy on the road.
Manoeuvring in meadow land its large footprint resulted in low ground pressure which caused little damage; we were equally impressed when driving it through a nearby quarry. With over 86% of its weight over the three driven axles the wide fat tyres also contribute to the Multidrive's extraordinary traction, helping the Manager claw its way up the steepest ramps, and come down again in a safe, well-controlled manner.
Converting the Multidrives from AWL) to Renault is costing SWW around 19,000 apiece: the company reckons it's a sound investment in its waste disposal programme. And while driver satisfaction doesn't show up in the balance sheets, the Renault Multidrive drivers are delighted with the new kit.