AT THE HEART OF THE ROAD TRANSPORT INDUSTRY.

Call our Sales Team on 0208 912 2120

swiss watching

23rd January 1992
Page 10
Page 11
Page 12
Page 13
Page 10, 23rd January 1992 — swiss watching
Close
Noticed an error?
If you've noticed an error in this article please click here to report it so we can fix it.

Which of the following most accurately describes the problem?

iii The international truck show circus is going through a bit of an upheaval this year, what with the German show moving to Hanover and no heavy commercials at the NEC, but the 1992 calendar kicked off in typical style last week with the Swiss show in Geneva.

With its odd weight limits, narrow widths and special emissions legislation, the Swiss market might seem to have little in common with the UK.

Now that EC emission standards are setting stricter targets, however, and since even the bulletproof Swiss economy is feeling the pinch, much of the talk on the stands at Geneva had a familiar ring to it.

Most of the major European manufacturers, with the notable exception of Daf, had a considerable presence in the compact halls at the Palexpo, and it was good to see the likes of Foden and Land Rover offering an alternative to the host of continental chassis on offer.

As usual there was also a tempting display of quality bodywork on offer, and for 1992 we saw a good selection of bus and coach chassis (see page 18 for a separate PCV show report).

The Scania stand contained several examples of trucks powered by the recently announced 10-strong line-up of Euro 1 engines, notably the EDC-equipped 143/500 and 113/400 turboconmound.

Among the bodywork exhibits were three operator's vehicles with 11-litre engines sporting oxidation catalysts. These low-emission units are intended for urban usage: the catalyst reduces carbon monoxide, hydrocarbons and some particulates (though not nitrogen oxides), and removes much of the exhaust odour.

Two stumbling blocks exist. One is that low-sulphur diesel must be used to prevent the catalyst from being polluted, which has restricted the few trucks in operation to areas such as Switzerland and Sweden where supplies exist; the other is the hefty premium of more than £3,000.

Volvo also had an environmental theme to its display, showing a range of technologies under test for exhaust treatment and alternative fuels as well as some interesting new hardware.

All of the trucks on the stand were powered by the company's new range of Euro 1 specification diesel engines, which with a Cityfilter can also meet the 1992 Euro 2 limits; the new 10, 12 and 16-litre units all come with EDC.

Other show debutants were Volvo's Geartronic automatic gearchanging system, and the new FS7 model announced last summer. The FS7 combines the lighter cab and chassis of the FL6 with the latest 170kW (230hp) low-emission driveline from the FL7; the result is either a high-performance 17-tonne rigid or a lightweight 32.5-tonne tractor.

Foden was represented by Swiss dealer/operator Frederici who originally operated 6x4 Kenworth tractive units and is now turning to Fodens. The two on show included an eight-wheeler powered by a 14.6-litre Caterpillar engine rated at 317kW (425hp), equipped with the American Peterbilt air suspension on the rear bogie. But the surprise of the show was the 4000 Series tractive unit equipped with the first Perkins Eagle 400Tx engine fitted by Foden, instead of the 375Tx as previously indicated, offering a power output of 295kW (395hp) at 1,900rpm and torque of 1,800Nm (1,3271bft) at just 1,050rpm.

In such a weight-conscious market we can understand why MAN chose to introduce a composite spring here for the rear bogie of its eight-wheeler chassis.

A single reinforced plastic leaf spring replaces the standard three-leaf steel spring. It offers a weight advantage of 70kg on each side of the chassis.

The Nissan importers displayed the production version of the Sunny high-cube van shown as a prototype at the Brussels show last year. Rumours that it is destined for the UK are supported by the fact that production begins in Japan in February, with sales to the rest of Europe starting in the summer.

Since it was first shown, the Sunny has gained some revised moulding on the side panels, and the addition of power steering as standard.

The Swiss seem prepared to go to any lengths for extra payload, and Alusuisse has developed an all-aluminium semi-trailer frame that is bolted together.

The show model, a prototype built by Andres of Lyss, uses cross members that slot through holes in the longitudinal rails. Using standard steel brackets they bolt to the frame along with the aluminium floor extrusions. A tilt version is expected to be on display at the Amsterdam show early next month.

For the Swiss, Austrian and Scandinavian markets the Iveco TurboDaily is supplied with a catalytic diesel engine. For low emission-vehicles up to 3.5 tonnes Iveco has reverted to indirect injection without loss of power or torque.

An EGR (exhaust gas recirculation) valve is claimed to reduce nitrogen oxides by as much as 30%, while charge-cooling also helps to reduce nitrogen oxides and cuts down on particulates by 10%. Finally an oxidation catalyst reduces hydrocarbons and particulates by about 25%. The cost is about 1,500SF (£600). Even though the vehicle does not need to run on low sulphur diesel fuel, the catalytic converter is expected to last for six to seven years.

The most powerful Euro Cargo, now extending up to 15 tonnes, is the 150E 27, rated at 196kW (266hp). Its 7.7-litre engine already meets the Euro 1 requirements which become effective from October 1993.

Away from Iveco's stand we found a new Turbostar model. Swiss operator Dreier, which runs a fleet of

50 Ivecos, was instrumental in the production of a low-height tractive unit capable of coupling to a Krone trailer with a 3m body height which, with a 13.6m trailer, gives a load volume of 100m3.

The Turin conversion's low-profile tyres and a specially tailored and strengthened chassis (to accept air suspension front and rear) reduces the overall frame height by a further 6cm to give a fifth wheel height of 950cm.

Low-profile tyres limit the front-axle weight to six tonnes.

Private refuse contractor Ochsner of Urdoff is brightening up its act by decorating its latest pair of bin wagons with some friendly dinosaurs. They are the first to be built on right-hand-drive MAN 22.322 6x2 rigids with underfloor engines and standard high-roof cabs, converted for a four-man crew.

There is little change to the 18.5m' Europacker mechanisms, but with the truck's moulded GRP sides and covering panels for the packer gear linkages there is ample room for such way-out liverying, or indeed for advertising.

Since noise and pollution regulations stopped the export of the Land Rover 110 to Switzerland the importer has been without a commercial vehicle model. However, this year he has taken matters into his own hands by cutting and stretching the Discovery. The chassis is extended by 0.5m to increase the wheelbase to 3.04m and the overall length to 4.85m. The original shell has been cut in half and a GRP rear panel attached to the front section producing a roomy cab while leaving sufficient room for a 1.97m three-way tipping body. Stronger springs may be needed to gain homologation. The exhibitor is confident it will be in demand, priced at about 68,000SF (g27,000).

Although the Swiss make only limited use of intermodal trailers, one or two manufacturers do have projects in hand.

Bern-based Gangloff, which builds a lightweight body system with folding sides, has extended its use to full-length trailers for road/rail work and two prototypes are now in service.

Power for the electro-hydraulics to operate the side openings comes from solar panels in the roof. Road-going versions use a series of hydraulic pistons in the roof centre to actuate the cables that fold and raise the sides, but road/rail versions have an electrically driven screw drive set into the cant rails.

Gangloff intends using other bodybuilders to make and sell the systems under licence. Swiss breweries like Rugenbrau favour such folding sided vehicles. The body on show (mounted on a Steyr 17S23) is 6.1m long and weighs just L8 tonnes.

One international company moving away from third-party distribution and improving its environmental image is McDonald's. In Switzerland it is investing Z3.25m on six Scania rigid reefers to serve its 24 restaurants.

One of the first of these, a catalyst-equipped R113ML 320 6x2, was equipped with Chereau dual compartment body by Ramsier of Biel, complete with a Thermo King RD-11TC1 overhead freezer unit and twin evaporators. The system can be programmed for frozen, chilled and ambient temperatures. Both compartments are served by 1.5-tonne tail and 1.0-tonne side-lifts from Dautel.

Lightweight attics for local distribution are common in Switzerland, but the folding Ford Transit car transporter from Eder in Germany has a unique jack-knife action which is all its own.

The frame is hinged ahead of the drive axle and a rocking beam with air bag suspension is fitted over the twin rear axles. Electro-hydraulics are used to hinge the body and to extend the ramps while air pressure in the suspension is adjusted like the tyres.

The conversion, which is being adapted for the Mercedes MB100, costs about 213,000.

With Swiss regulations already demanding emissions performance not far off the 1993 EC Euro 1 standard Mercedes-Benz had the perfect opportunity to show off its full LEV range, which is due in the UK this year.

Although pride of place went to tractors like the 1850LS — Merc's new 370kW member of the 500 club — it was interesting to see the LEY philosophy extended down the weight range for the first time, with the appearance of low-emission versions of the 0M364 and 0M366 engines used in the company's line-up between 7.5 and 17 tonnes.

Tough Swiss emission regs have killed off some LCV diesels and encouraged the search for alternative fuels.

Two good examples were found on the Renault vans stand, where a standard example of the facelifted Extra van was joined by a factory built electric version and one powered by compressed natural gas (CNG). Using the standard 1.4-litre cat engine, the gas unit is designed to run on CNG or petrol.

Electric vehicles featured in a number of exhibits, such as Peugeot's and Citroen's, both of which showed the battery powered Sevel van.

Renault Trucks had no low-emission engines on show, but it made up for that with the first public outing for its TBV automatic gearshift system (shown in an AE380) and a Manager G340ti 4x2 rigid complete with the facelifted cab interior and all-round air suspension.

The G340 was one of many trucks at Geneva with air springs front and rear, reflecting the Swiss fondness for demountable swap-body systems, although in this case the chassis is not a standard factory item, but is a conversion by the Renaultowned engineering firm Sinpar.

General Motors subsidiary Allison was one of the few proprietary driveline suppliers at the show, and while the company had its new World Transmission automatic range on display, it has decided to postpone a formal European launch for the time-being.

Tags


comments powered by Disqus