Wide Range of Magirus to bi iilable in the UK
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By A. J. P. WILDING,
A M 1 Mech E, MIRTE
DETAILS are now known of the particular models of German Magirus goods chassis which are to be available from Magirus Deutz (Concessionaires) Ltd., Brunswick Road, Cobbs Wood Industrial Estate, Ashford, Kent. This is the company which, as first reported in The Commercial Motor of July 30, has been formed by C. L. and H. L. Blundell and Co. Ltd. to market these vehicles in the UK.
Briefly, the wide range that will be imported will include fourand sixwheel forwardand normal-control tractive units for up to 32 tons g.t.w.; forwardand normal-control six-wheel rigids for 22 tons gross; forwardcontrol four-wheelers for 14 and 16 tons gross; and a normal-control 6 X6 dumper for 26 tons gross.
All the models have Deutz aircooled V diesel engines, and it is reported that although expensive by British standards the vehicles have many standard fittings which would be optional extras on comparable British machines. They are expected to be competitive with other vehicles of Continental manufacture sold in the UK, although the Magirus cost more than these in Germany.
Figuring largest amongst orders already placed with Klockner Humboldt Deutz, the German makers of the Magirus vehicles, are the 200 D 16 FS and 150 D 14 FS models. These are forward-control tractive units for 30 tons g.t.w.. the main difference between the two being in the engine fitted; the first figure in Magirus type names indicates the power output of the engine in the model, The (10 200 D 16 FS has a Deutz V8 l267litre diesel producing 200 b.h.p. net at 2,200 r.p.m. with the maximum net torque 522 lb. ft. at 1,300 r.p.m., and the transmission is through a ZF AK 6-70, six-speed, constant-mesh gearbox to a spiral-bevel-drive rear axle with secondary hub reduction by spur gears_ Steering is by a ZF box with integral power assistance, and braking is air-assisted hydraulic at the front axle and direct air at the rear.
For the British market the wheelbase will be shortened to 9 ft. 8 in. and, of course, the chassis will have righthand drive. Although in Germany the model would almost always have a sleeper cab, a non-sleeper unit will be fitted for the UK and there will be other changes for Britain, including modifications to the braking system to meet the requirements of the latest Construction and Use Regulations. The engine in the 150D 14 FS is a Deutz 9-5-litre V6, which gives a maximum output of 150 b.h.p. net at 2,200 r.p.m. and maximum gross torque of 378 lb, ft. at 1,700 r.p.m.
Other differences between this model and the 200 D are that the gearbox is a ZF AK 5-35 five-speed unit, the steering is not power-assisted and air/ hydraulic brakes are used at both axles. The same cab is fitted and although both models will be marketed by Magirus Deutz (Concessionaires) for 30 tons g.t.w., the 200 D is sold in Germany for 32 tons and the 150D for 29 tons.
Standard fittings on these two models (and on all other Deutz) include fresh-air heating and demisting equipment, an exhaust brake and light-laden valves at the rear axle. An interesting feature of the Magirus design is that a steering-column gear change is employed. Painted in a standard colour and with a fifth-wheel coupling, the 150 D will have a retail price in Britain of about £4,150, whilst the 200 D will cost about £4,450.
Smaller orders have been place(1 for four-wheel rigid versions of the tractive units—the 150 D 14 FL and 200D 16 FL. Thesewill be sold for 14 tons and 16 tons gross respectively and they have the same mechanical specifications as the comparable tractive units (FL indicates rigid, whilst FS indicates tractive unit), The
14 FL is produced in two wheel dimensions, 14 ft. 5+ in. and . 11 in., the standard body for
having a length of 19 ft. 8 in. r one wheelbase is made of the D 16 FL, this being 14 ft. 51 in., with the non-sleeper cab the body .h of this is also 19 ft. 8 in.
six-wheeler which is expected to opular in the UK is the Magirus D 22 FL which has a cab of more em appearance and a V10 engine 5-83-litre capacity. This produces b.h.p. net at 2,300 r.p.m. and b. ft. torque at 1,300 r.p.m. The box is a ZF AK 6-80 six-speed and the double-drive rear bogie spiral-bevel axles with hub reclueby spur gears. The braking is by
an air/hydraulic system arid the inech-. anical handbrake is also air assisted. Rear suspension is by a single leaf spring on each side. Wheelbase is 17 ft. 10 in., which allows a body length of around 25 ft. 6 in. with a non-sleeper cab.
A tractive unit version of the 235 D is not considered to have much application in the UK for normal haulage (at 32 tons g.t.w.) but a few have been ordered and are thought to be more particularly suitable for use with lowloader semi-trailers for the transport of heavy, indivisible loads and so on. Apart from the wheelbase, which is 13 ft., and the frame design, the mechanical specification is the same on the tractive unit as on the rigid. Only a sleeper cab is available for these two models at present—they were introduced for the first time at the 1963 Frankfurt Show—but a non-sleeper version is about to go into production; this and the two chassis will be available with right-hand steering next month. No price is available for the tractive unit, but the 235 D 22 FL will 'cost in the region of £5,200 retailcomplete with cab and the usual extras.
Of the normal-control chassis to be imported, most orders have been placed for the Magirus 200 D 26 AK 6 x 6 dumper, which will cost £8,080 complete with Meiller dumper body and tipping gear. The Deutz 200 b.h.p. V8 engine drives through a ZF AK 6-80 gearbox, and body capacity is 10 cu. yd. Unladen weight is around 10 tons 4 cwt" giving a payload of nearly 16 tons within the 26-ton gross limit.
There are two final normal-control chassis for which only small orders have been placed. One is the 150 D 14 S two-axle tractive unit, which has the 9-5-litre 150 b.h.p. V6 engine and a ZF AK 5-35 five-speed gearbox. Wheelbase is 12 ft. 11-:T in. and maximum g.t.w. rating is 30 tons. The other model is the 150 D 22 L 6 X 4 normal-control chassis for 22 tons gross, which also has the 150 b.h.p. power unit but a ZF AK 6-55 gearbox and power-assisted steering. Wheelbase is 21 ft. 3 in. and this model is considered to be ideal as a truckmixer chassis. A 7-cu.-yd. mixer can be mounted on it.