ans Czech in t Turin Show
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still managed to put iat factory Lingotto. North seeing.
vee-eight. The chassis can be specified with the lower P. and 11-litre six-cylinder ne.
:avy haulage chassis converSivi displayed three blecod chassis, including a 6x6 I at 200 tonnes GCW. The any must be one of the first roduce a heavy haulage 'Tech. The 4x2 on its stand is I at 140 tonnes GCW, using veco 13.8-litre six producing .W (414hp). Transmission is .igh a ZF Transmatic torque ertor and ZF Ecosplit gearwhich incorporates a WSK ntegral retarder.
on pads
lighter note, Fiat displayed versions of the Ducato panel with new option packs. For Xicato Comfort this means
r steering, electrically stable door mirrors and front restraints. The Ducato tg also comes with air conding, a full-height bulkhead :inted glass.
tese accessories will be icted to Ducato 14 SWE 2.5turbo-diesel and Maxi high2.5-litre turbo-diesel models. ler model will be sold in the ts the replacement Ducato is to arrive in the next year. tron launched the ZX rprise hatchback van at n, powered by the 1.9-litre ;I found in Peugeot and en SEVEL panel vans. The s about the same size as the Golf van, offering a 450kg lad and 1.3md load volume, t's an unlikely contender for JK market—we're more likeget a van based on the ZX e.
talian-built
Igio/Daihatsu Hi-jet ovans, launched at the sels Show, were also on I, including an 8.7kW (12hp) ric version. The batteries up half the available load
space and offer a 651m range with maximum speed of 65km/h.
Mini tippers also featured, based on the chassis-cab version: a 2rill Rossi body offered a 480kg payload with a 900 rear tipping action.
There was no shortage of heavier bodywork. Many of the trailers at Turin had self-steer axles, but two manufacturers showed new designs of multi-steer systems to help negotiate winding Alpine passes, congested depots and farmyards.
Ben tivoglio-based Emilcarnion's Retronic electrohydraulic system seemed to be the more advanced. It is designed for 6x2 rigid chassis and uses an electronic sensor, set between the front axle and track rod, to indicate the amount of opposite angle turning movement required at the rear trailing/lifting axle.
The signals register at the rear sensor which then applies the movement at the rear track rod through a pair of hydraulic actuators. When not required the system switches out from the cab.
Ballaglino of Verona displayed an early prototype version of its Billy Bis system which, like the Retronic, uses electronically controlled hydraulic slave cylinders to turn the rear wheels through opposite angles.
Interchangeable
Ballaglino also showed examples of its low-cost trailer axles, including a square beam design bearing a strong resemblance to a BPW unit. Many of its components, including brake shoes and bearings, are believed to be cheaper, interchangeable items.
Like their superb mobile shops, Italian reefers are purpose-built and make full use of maximum dimensions.
Rollo's full-length drawbar, with insulated box van bodywork, keeps to the legal length using a Jimecal pneumatically adjustable coupling. It maintains the body gap at 350mrn on straight roads and opens it up on curves via the sensing rail behind the 6x2 Iveco 240.42. The trailer also has a jimecal elect°. hydraulic auxiliary drive unit that can apply drive to the front axle for manoeuvring into tight spaces when uncoupled from the truck. The Italians took a long while to appreciate the value of curtained reefers, but a drawbar version from Rinaldo of Pagani is typical of those used for carrying perishables at 0°C to 5°C.
To prevent heat gain the drapes pull down against the curved side rave using a neat underfloor tensioning device. The curtain straps hook down on to bars which are then rotated by ratchets.
Refrigeration is by a Sifo Supra 80 overcab unit for the truck body with a Carrier Maxima on the trailer.
Like their UK counterparts, Latin operators look for high cube and maximum versatility from their vehicles and 100eplus megatrailers were shown by the likes of Acerbi, Viberti, Piacenza, Cardi and Bartolerti.
Zorzi's 13.6m high-cube tilt trailer uses a Sofaco body kit with elevating, slide-back roof to give a range of loading options.
In its normal, lowered position the body has a 234m interior height, but for fork-lift loading the roof can be raised hydraulically in 100mm increments to 2.64m.
A version of this can be used with low-height chassis on 19.5in tyres to give 100ni3 of load space at the 4.0m continental limit.
Extending roofs are also used on removals trucks, one example being the unusual Magniflex ver
sion from Pasino of Solero. Based on an Iveco 15027 15-tonner, the nine-metre aluminium body roof raises on six hydraulic rams, lifting the shoe box-type lid by 1.83m for easy loading. The top then comes down to hold the goods in place. In addition to its 100m3 tilt, Cardi exhibited its latest shallow necked but beefy trailer chassis for 2.9m high, bolt-down reefer boxes. It is designed for 94-tonne operation. The tri-axle RO-R run fling gear features Wabco's speedy ACAS-controlled air sus pension and 425/55R 195 Michelin XTA's, both seen in Italy for the first time. The frame stands at 1.05m and tares out at 4.3 tonnes (including spare).