The British impact in foreign markets
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WHILE BRITISH vehicle exports generally did not do well during the past 12 months, many manufacturers have retained shares of foreign markets, particularly in the Third World.
The recession apart, the industry suffered through a bad industrial relations record which resulted in loss of confidence. Now that the memory of the strike era is fading, confidence is being rebuilt and orders — some substantial — especially for specialised vehicles, are materialising.
Elsewhere in this issue we highlight two markets where Leyland has made progress. There are others. But all did not fall to the giants.
Probably the most notable in relative terms was the Om order won by ERF and Crane Fruehauf, gained in the face of fierce foreign competition. ERF has made a habit of beating fierce competition from overseas.
The order is for 130 units, with an option for a further 60 units to be supplied to a Saudi Arabian British consortium, Taseco, which operates 4,500 vehicles in Saudi on behalf of Amoco, one of the world's largest oil companies. The potential is, therefore, attractive.
ERF has backed up its order with training facilities and aftersales services. UK and Saudi personnel have been trained at Sandbach to cope with the rugged, arid conditions where the ERFs will operate. This is not a new type of venture for ERF, which supplied a similar number of units and services to Jordan 10 years ago.
This order takes with it 295 CF semi-trailers, made up of 290 40tonne skeletals, two 275-tonne low-loaders, and three 50-tonne extendable skeletals. CF like ERF is not unaccustomed to meeting the demands of unusual conditions. It has built trailers in recent years for operation in Siberia.
Another combined operation was reported to us last week. Hestair Dennis and Karrier Motors have supplied 32 Dodge Commandos to the Nigerian State Government of Sokoto.
Hestair Dennis has built sideloading refuse collection bodies on the Karriers. These 32 join 11 similar vehicles which have been serving Sokoto for two years.
Repeat orders are rewarding. The bodies are of all-steel construction and painted orange to match the Commando cab colour. Edbro supplied the frontend tipping gear.
To complete the combined operation story, the chassis were supplied through George Heath of Birmingham and shipped to Apapa through Tilbury and Harwich.
The Commando MK2 has a Perkins 73kW (98bhp) engine and is supplied in left-hand-drive form. The engine is fitted with a heavy-duty tropical cooling system and air cleaner.
In addition to the Nigerian order, Karrier has also announced a 50-vehicle order for Mark Ils from the Belgian Post Office.
An unusual combined operation has been completed by Lex Vehicle Engineering and Bedford. This is a mobile weights and measures laboratory for use by customs, excise and tax authorites in developing countries.
Behind the driver's cab, Lex has built a laboratory and an office. The laboratory is fully equipped with measuring instruments capable of producing readings up to two tonnes. The body is based on a 167in wheelbase Bedford TJ850 with a 246kW (330bhp) engine. It can incorporate a sleeper cab.
York Trailers reports a general increase in business in 1981/2 and claims a "dramatic increase" in export sales. Not all of the York business was in the semi-trailer market. York has its own axle suspension and hydraulics companies and they have played a significant role in the export success story. In addition, it sells a "hidden export" — technical assistance.
In a unique deal, York says the company sold hydraulics and technical assistance to Anthony Carrimore to build tipping bodies to be fitted to Japanese Hinos in Saudi Arabia. This is a double British success.
Another more than satisfying order was captured by York in Germany where it won a E1/2m order for suspensions. In both Kenya and Nigeria, Anthony Carrimore reports success stories.
In the field of low-loader and heavy equipment machinery carriers, York has a big stake in Dubai, where it is also supplying a range of trailers up to 70 tonnes.
Bedford has always been a major exporter of commercial vehicles. Of the 3.2 million Bedfords built since 1931 almost half have been exported, and this month sees the production of the one and a half millionth Bedford for export. Bedford says remaining competitive in overseas territories during the past two years has not been easy. Nevertheless, in 1981 exports accounted for about 45 per cent of total Bedford commercial vehicle sales in 69 overseas territories. Major European activity was centred around Italy. France and Germany.
Bedford expects commercial vehicle markets worldwide to recover from the recession before too long and to grow strongly in the next decade.
Bedford claims it has the only two commercial vehicles currently produced in the UK which have exceeded 500,000 units — the TK and TJ.
Last year, 8,354 TJs were shipped to 35 different countries worldwide, mostly in knockeddown kit form for overseas assembly.
The TJ has captured a significant share of sales in Pakistan, Bangladesh, Malaysia, Sudan and many parts of Africa. Highest sales in Africa have been achieved in Nigeria, where Bedford claims market leadership and currently has .one-third of commercial vehicle sales in the two to 10-tonne range.