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ssis stand by stand...Chassis stand by stand...Chassis sta tand...Chassis stand by stand...Chassis stand by stand...4

Mediumweights

As well as the regular exhibitors in this category, this year sees the introduction of new medium weight vehicles from continental manufacturers normany known for trucks at the heavy end of the scale. The manufacturers are Saviem with the first Club of Four trucks to enter the UK, Roman with vehicles built in Romania under license from MAN and last but not least Magirus-Deutz who are exhibiting chassis which are the result of the Magirus involvement in IVECO.

84

Bedford

THREE TK models are on the Bedford stand, the smallest being the TK 860 which is designed for non-hgv drivers, and has a gvw of 7.5 tonnes (7.38 tons), It is shown: like its stablemates, in chassis cab form and has a wheelbase of 3.8m (12ft 7in), The 5.4-litres (330cuin) Bedford diesel fitted to this model develops 73kW (98bhp) maximum output at 2,600rpm, Net installed torque is 309Nm (227Ibft) at 1,000rpm. Also fitted with the 5.4-litre (330cuin) engine is a 10 tonnes (9.84 tons) gvw TK 1000 which also has a 3.8m (12ft 7in) wheelbase. With a kerb weight of 2.9 tonnes (2.88 tons) the body and payload capacity is 7.3 tonnes (7.17 tons).

Largest of the TKs on show is a TK 1 630 designed for a gross vehicle weight of up to 16.20 tonnes (16 tons). It has a kerb weight of 4.6 tonnes (4.5 tons), and is fitted with the larger 8.2-litre (500cuin) Bedford diesel. This unit develops 112kVV (150bhp) maximum output at 2,500rpm and maximum torque is 511Nm (377Ibft) at 1,200rpm. The .

larger TK has a 5.3m (17ft 4in) wheelbase

85, 86

Dodge

NOW KNOWN as a Dodge, the Walk-Thru from the Chrysler commercial vehicle division is exhibited in KC 40 form plated at 5 tonnes (4.9 tons) with a claimed payload potential of around 2.5 tonnes (2 tons 9 cwt). Featuring a Perkins 4.236 engine, the Walk-Thru has a wheelbase of 3.12m (10ft 3in) and 9.8cum (350cuft) of load space. Several versions of the Commando range are exhibited including the G08 non-hgv version plated at 7.5 tonnes (7.38 tons) gvw. A Perkins 6.354 engine is fitted which produces 75kW (101bhp) at 2,800 rpm from a cubic capacity of 5.8 litres (354cum). Maximum torque is 325Nm (240Ibft) at 1,450rpm. The show model has a wheelbase of 3.45m (lift 4in).

A Mercedes-Benz OM 352 engine is included in the list of options for the middleweight Commandos and the G13 plated for 13 tons gvw is exhibited with this power unit. It is a naturally aspirated engine of 5,67 litres (346cuin) capacity 'producing 88kW (118bhp) the same engine is used in turbocharged form in the 16-ton Mercedes-Benz. The Show model, which is fitted with a six-speed Chrysler gear, box, has a wheelbase of 4.04m. (13ft 3in).

THE 016 Dodge Commando i; on view in tipper-chassis forrr with a wheelbase of 3.68rr (12ft lin) intended for 16 tom gvw operation. A five-speec gearbox is specified for thi; vehicle in conjunction with thc turbocharged 110kW (147bhp Perkins T6 354 power unit.

67

Fiat

IN THE non-hgv category of 7.5 tonnes (7.38 tons) gross, Fiat is alone in offering an integral van as well as a chassis cab and it is the former which represents the OM 75 on the Fiat stand. The 75 model shares most of the same mechanical components as the lighter OM 55 (grossing 5.6 tonnes) which is also on display in chassis cab form.

The drive line is identical, for xample. A four-cylinder diesel ngine of 4.66-litres (278cuin) apacity is specified which evelops 63kVV (85bhp) at ,400rpm with the maximum )rque of 275Nm (202Ibft) ccurring at 1,400rpm. A ingle-dry-piate clutch of

!79mm (11in) diameter, ydraulically actuated, transits the power to a five-speed iearbox with synchromesh on ie upper four ratios.

65

Ford

TWO EXAMPLES from the A-series range of medium trucks are being shown on the Ford stand. Both represent the most popular specification, the A0609 chassis powered by Ford's six-cylinder York diesel developing 66kVV (89bhp) at 3,600 rpm and 200Nm (147Ibft) of torque at 1,700 rpm.. The Ford 4-310 fourspeed gearbox is common to both exhibits One of the A-series is shown fitted with a Locomotors alloy dropside body and Edsche sliding roof while the other has a box van body made by PEM Trailers Ltd.

The 0-series range from Ford is represented by two vehicles in the mediumweight category including the 7.5-tonne (7.38-ton) gyyv Weight Watcher for non-hgv operation. The Show vehicle is a D0707 chassis cab on a 3.4m (lift 2in) wheelbase fitted with a sliding-door boxvan by Imperial Coachbuilders. The power unit is a Ford 4.2-litre (256cuin) four-cylinder diesel engine developing 57kW (76bhp) at 2,800rpm with 252Nm (186Ibft) torque at 1,600rprn. The 4-310 Ford four-speed gearbox is again featured.

A platform body with side rails, made by Brade-Leigh Products, is shown fitted to a D1411 rigid. Plated for 14.5 tonnes (14.3 tons), this chassis is equipped with a Ford 6.2-litre (378cuin) diesel engine developing 86kW (116bhp) at 2,800rorn and 370Nm (273Ibft) torque at 1,600rpm. The transmission includes a 330mm (1 3m) diameter clutch and a Ford allsynchromesh 6-600-5 sixspeed gearbox.

89

Leyland

LIGHTEST of the Leyland 400 .series on show is a Clydesdale 4x2 16.3-tonne (16-ton) gvw rigid haulage chassis fitted with a 401 engine. With a wheelbase of 4,32m (1411 2in) it is specially designed for tanker operators.

The Leyland 401 six-cylinder naturally aspirated diesel produces a maximum output of 98kW (132bhp) at 2,600 rpm, while maximum torque is 407Nm (300Ibft) at 1,800rpm. Drive to the spiral bevel rear axle is via a six-speed constant-mesh gearbox and 381mm (15in) diameter single dry-plate clutch. The cab is Leylands "G" type and incorporates a driver's suspension seat. 'Anti-roll suspension is fitted to the vehicle and a stone guard protects the radiator. Full air braking is employed with split circuit to front and rear axles, Spring brake units are fitted at the rear.

Another sixteen-tonner on show from Leyland is the Boxer BX1600. This is also a 4x2 mediurriweight truck designed for a gvw of 16.3 tonnes (16 tons). It features the newly announced turbocharged 6-98 TV engine and has a 4.6m (1 5ft 2in) wheelbase. The 5.655-litre (354cuin) engine develops 102kW (137bhp) at 2,500rpm while max torque is 454Nm (335Ibft) at 1,650rpm. The 356mm (14in) single dry-plate clutch is mated to an Eaton 542 SMA five-speed synchromesh gearbox whichdrives the rear wheels via a single-reduction spiral bevel axle. Full air brakes with spring brake acutators all round are fitted. The cab is also the ''G" series all steel.

A smaller Boxer 1200 being exhibited shares the same turbocharged 6-98 -11/ engine and running gear. Designed for a gvw of 12.2 tonnes (12 tons) the vehicle has a "G" cab with full European trim.

Air operated, hydraulic split system brakes are fitted with spring brake actuators linked to the rear axle for parking.

The Terrier light trucks are shown, a TR738 with a gvw of 7.5 tonnes (7.38 ton) and a TR650 built to French specification with a 5.99 tonnes (5.9 tons) gvw. The TR738 is designed for non-hgv licence holders and is fitted with Leyland's 6-98 DV four-cylinder diesel with a capacity of 5.7 litres (345cuin) which develops 67.8kW (91 bhp} at 2,600rpm. Maximum torque is 312Nm (230Ibft) at 1,400rpm and the vehicle is shown with a Turner T5-200 five-speed synchromesh gearbox. A 279mm (11 in) clutch is fitted and the rear axle is a spiral bevel, fully floating singie reduction. The all-welded steel 'G' cab is shown with optional hydraulic tilt mechanism.

The smaller Terrier has been built to French specification with long overhang frame. Its unladen weight in chassis cab form is 2.38 tonnes (2.35 tons) and it has been specially designed to avoid the French weight limit for operators' licensing and take advantage of lower levels of excise duty with its four cylinder engine. This engine has a capacity of 3.77-litre (230cuin) which gives .55.9kVV (75bhp) maximum power at 2,600 rpm.

. This smaller Terrier has full power hydraulic split service braking with rear-axle spring brakes for parking and the brakes comply with EEC directives. The transmission and clutch are the same as those of the large Terrier.

81

Magirus-Deutz

'EXHIBITING in the

middleweight category of the UK market for the first time Magirus-Deutz is showing two

new trucks which are the result of co-operation between Magirus and fellow IVECO member, Fiat, The 90 D 5.6 FL has a gvw of 5.6 tonnes (5.5 tons) while the 90D 7.5 FL just comes in at the hgv limit of 7.5 tonnes (7.38 tons). Both models are fitted with a four-cylinder

air-cooled Deutz F4L 913 engine of 4.1 litres (2/1-9cuin) capacity whi,± ror,!tices 65kW (87bhp) DIN

A five-speed gearbox with the upper four sy.,chronised is specified for both the new trucks as is the provision of a front-mounted anti-roll bar: The kerb weight of the 5.6-tonne chassis cab is quoted at 2.3 tonnes (2 tons 5cwt) with the other model being 254 kg

(5cwt) heavier. continued Overleaf

52

Mercedes-Benz

LARGEST of the MercedesBenz transporters on show is the L407D van which replaced the L406D and has a more powerful four-cylinder single ohc diesel engine with a capacity of 2,404cc (147cuin), Maximum output of the larger unit is 48kW (64bhp) at 4200, rpm, while maximum torque is 136Nm (100Ibft) at 2,400rpm. To cope with the increased torque, the drive train has also been uprated. The vehicle on show has a 3.5m (lift 6in) wheelbase and an unladen weight of 2,475kg (2.4 tons). Total gross vehicle weight is 4,680kg (4.6 tons).

Making its first appearance at Earls Court will be the 1617 which was introduced to the UK in April of this year. Designed to fill the gap in Mercedes models offered within the UK it is offered with three wheelbases and the model on show has the middle wheelbase length of 4.5m (14ft. 9in). A turbocharged 5.67-litre (346cuir0 six-cylinder power unit with a maximum output of 1 24kW (168bhp) is coupled to an

eight-speed range-change gearbox, both of Mercedes manufacture. Dual circuit airhydraulic brakes are fitted with spring parking brakes. The 'New Generation' style cab tilts to give access to the engine and ancillaries.

53

Roman

ROMAN TRUCKS are built in Romania under licence from MAN in Germany and this is the first time the marque has been exhibited at Earls Court. The show model is a 12.8-tonne (12.5-ton) gvw haulage chassis, the R8 135 F, and it features a 60° tilt cab which is recognisably MAN in design.

The motor is a naturally aspirated. six-cylinder diesel which produces 100kW (135bhp) at 3,000rpm and 363Nm (268Ibft) of torque at 1-,700rpm from a capacity of 5.49 litres (335cuin). The drive-line comprises a hydraulically actuated 310mm (12.2in) diametre single dry-plate clutch. ZF type AK5-35 fivespeed gearbox and a single

speed hub-reduction rear axle.

The braking of the R8 135F is taken care of by a split circuit with air/hydraulic to the front axle, and full air to the rear. The Show model has a wheelbase of 4m (13ft lin).

94

Saviem

AT this year's Show, Saviem becomes the first member of the Club of Four consortium (DAF, Magirus-Deutz, Saviem and Volvo) to bring the Club trucks into the UK. The range is described in more detail elsewhere in this issue, but briefly four of the trucks — known as the J-series — can be seen on the Saviem stand.

The lightest is the JN 90 plated for 9.1 tonnes (9 tons) gvw and fitted with the naturally aspirated MAN type 797 engine which is a six-cylinder unit of 4.49 litres (335cuin) capcity producing 112kW (150bhp) SAE at' 2,900rpm and 403Nm (297Ibft) torque at 1,700rpm. The same engine is used for the JP 11 and the JP 13A models plated for 11.2 and 13.2 tonnes (11 and 13 tons) respectively.

A turbocharged version of the 797, designated the 798, is fitted to the JP 13 C truck plated at 13.2 tonnes (13 tons). In this form, the engine produces 127kVV (170bhp) SAE at 2,900rpm and 480Nm (355Ibft) torque at 1,800rpm.

All the .J series models use a direct-drive ZF S 5.35 gearbox which has full synchromesh on all five forward gears. A single-reduction axle is another component common to all models.

It will be interesting to see if or when any of the other club members enter the UK market.

48

Shelvoke and Drewry

BRITISH LEYLAND supply th power unit for the 16-ton N1 4x4 model. The turbochargec 410 six-cylinder engine pro duces 107kW (144bhp) a 2,600rpm from a capacity o 6.54 litres (399cuin). With thiE model, the. gearbox is a six. speed constant-mesh manua unit used in conjunction with E ZF transfer box and Eaton driv€ axles. The clutch is a singledry-plate type with a diameter of 381mm (15in).

The NN series also uses Leyland power, in this case the 6-98 six-cylinder Bathgate engine. In naturally aspirated form this produces 86kW (115bhp) from a capacity of 5.6 lites (354cuin). A single dryplate clutch of 356mm (14in) diameter transmits the drive to a five-speed all-synchromesh gearbox. In contrast to the NY, the NN is a 4x2 model with a drive-axle capacity of 8 tons.

68 / 69

Seddon Atkinson

A NEW export only version of the 200 series Is included in the three mediumweight Seddon Atkinsons co display. Although visually similar to the UK models there are several major mechanical differences. • The export version is .designed for 14.2 tonnes (14 tons) gvw compared with the home market 17 tonne (16:7 tons) machine. Because of the lower power requirement at this weight, a Perkins 6.354 engine is .installed developing 80k\N (107bhp) along with a David Brown fivi>speed gearbox. Narrower brakes are used, giving a totai fr:ctional area of 4,710sqcm (730sqin) compared with 5,470sqcm (848sqin) for the UK models. The display export 200 has a wheelbase of 4.47rn (14ft 8in).

A tipper version of the 200 for the home market Is shown in 3.8m (1 2f1 6in) wheelbase form while the haulage model has a 5.6m (18ft Sin) wheelbase. Both trucks have the International D-358 engine installed which produces 100kW (134bhp) at 3,000rpm from a swept volume of 5.87 litres (358cuin). The maximum torque of 360Nrn (2661bft) is produced at 1,600rpm. For the home market an Eaton 542 CMF five-speed gearbox is installed because of its higher torque capacity.

IH owned .Seddon Atkinsor. claims that the 0,358 engine was chosen because of it's performance characteristics and not because it was an "inhousecomponent.

The 200 can bears a distinct resemblance to the heavyweight 400 which is not surprising as they share many common cab pressings.