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FOR LONG SERVICE 260E 6x4 MIXER
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Owner-driver Mike Fry's EuroTrakker delivers concrete around London for Tarmac Topmix. The mixer's a low-mileage truck but, being on continuous stop/start work, the clutch pedal is worked very hard. It is the only 6x4 with ZF AS-Ironic semi-automatic gearbox, among 55 large mixer trucks on the Bow fleet—the others are all 8x4s, but Fry's happy to be in the minority.
He's very satisfied with the EuroTrakker, which he considers tailor-made for the job. "It's solid, powerful and sets a benchmark where mixers are concerned," he says. "And being on a short 3.6m wheelbase, it will get into many sites where an eight-legger can't."
Fry also rates the 1200 tyres all round, and the steel suspension, although he hears good reports about the air suspension on newer mixer chassis. "There's a bit more payload alright, but it's early days yet," he reckons.
Dagenham Motors services his EuroTrakker under contract, and outside his driving hours, which suits him fine.
1. MOUNTING BOLTS
• One of mechanic Andy Fox's first jobs is to WE around the chassis. tapping on mounting bolts and nu to check for absolute tightness. In many caw slackness can leave visible marks but he knows experience exactly which ones can work loose. It mig seem an outdated practice but it's a safety-relat task that can't be ignored. Using a hammer this w does work and a hard ringing noise tells him they' tight while a duN thud means they're not, 111 Particularly wary of body mounting bolts, especia where a concrete mixer is concerned.
2. BATTERY CHECK
• Batteries can be a prime source of neglect and Fox always lifts the covers to ensure they are protecting the batteries, and that the cable connections are clean, tight and in good condition. Ile also lo)ks for any signs of leakage or casing damage and takes time to check the electrolyte levels too. These batteries look fine, but he has come across vehicles where in-cab extras have been inexpertly connected directly to them, and would cause problems should they work free.
3. CAB SUSPENSION M Mixer trucks have to deliver concrete to really awkward sites, making every part of the truck flex excessively, especially the cab. Nowhere Is this flexing felt more than in the torsion bar in front of the cab, and this extreme movement does Cause the end splines, and those in the mounting, to wear prematurely. Later EuroTrakkers have much sturdier shafts but, on this early series, the narrower splines need checking for lift or longitudinal movement.
4. COOLANT PIPES
• It's Important to check the routeing of any 011Igifl coolant pipes because they tend to pull away fr their normal positions. On the Cursor 8, the hoses; down from the reservoir at the front, past the bumi brackets. On its way, they lie quite close to me flanges and with all the flexing of the vehicle, they start to wear away. Either fit a length of protect sleeving and tie them back securely or, if necessa remove some of the metal.
5. LOAD SENSING
• With mixer trucks, the concrete gets everywhere so it's Important to check the load-sensing valve at every opportunity. Make sure that the linkage and the valve spindle is able to move freely. If you overlook the task the driver can be infer a real headache and so too can the mechanic. On these vehicles, the drum gear is mounted as low as possible for the sake of better stability, which makes the load-sensing valve extremely awkward to get to.
6. BRAKE SHOES
• When it comes to checidng the drum brake linings, Fox is especially attentive to the rear axle& These have large inspection ports and should all have their rubber bungs in place. The top shoes in particular are difficult to get at but they shouldn't be ignored. When you're satisfied that there's plenty of lining material on them, replace the plugs property because if one drops away, the concrete will play havoc inside—shoes and drums will wear out prematurely and the adjusters will seize.
7. TIE ROD BUSHES
▪ The Eurdrakkor's drive bogie suspension is based on inverted steel springs with a centre trunnion, and both axles are located in the chassis by V-shaped tie rods. These are not unlike the old Scammell design and look extremely robust. They bear the brunt of all working shocks whether from driving or braking torque reaction. When wear does occur, it's usually at the mountings over the cliff casings. Changing the inner bushes can take longer than a tipper (for example), because with a mixer body, there's far less room to get at them.
8. SIN7 "A PlIF RS • Ivaco goes to great lengths to produce a really durable protective sleeve for the wiring loom, and supplies sockets and mating plugs for the electrician to use as a feed for the side marker lights. Unfortunately, the connectors to the lights on this occasion aren't quite up to scratch and the join has let in some water leading to some corrosion. The best that the examiner can do for now is to spray it with inhibitor, but it will need cleaning up at a later stage.
9. AIR CLEANER
IN Changing the air cleaner element is an annual task every 80,000km but Fox recomniends shaking the low cover out on every safety inspection. On building site work isn't long before a fair amount of dust and dirt is collect inside the filter casing. Just undo the clips, remove t cover and take it outside the workshop to shake clear. only takes a few minutes but it can save a lot of aggravati and expense later on.
10. ENGINE BREATHER PIPE
• Ivaco allows the Cursor U engine to breathe in the normal way and any oily fumes from the top of the engine are simply routed into the exhaust silencer and burnt away into the atmosphere. It's a simple method but there are a couple of problems Fox must address. The breather hose has been looped high over the chassis and then connected to the bottom of the exhaust stack. In time it will restrict the engine's breathing and the back-pressure may affect gaskets and seals. A *or service is imminent so the hose will be shortened and rerouted then.
11. CP ANKrorkqF MIER
• There's a large filter at the hack of the engine that allows the crankcase to breathe. It doesn't take long for it to start to clog, so watch out for the tell-tale signs of oil smears. Don't omit to change the element at its major annual service or again, some seal and gasket damage could occur in the extreme. Oil can also find its way onto the turbocharger and it has been known for an unwary workshop to renew the unit for the wrong reason.
12. FUEL TANK CAP
• No one Woos to see diesel being spilled onto tarmac whi is why Fox always looks for signs of damp patches area the neck of the fuel tank filler pipe, and then checks t inside of the filler cap. Hell look at the condition of the ru bar seal inside (if there is one at all) and ensure that it f properly too. Occasionally, the wrong size seal has be used which will allow the diesel to seep past it and drip or the road.