Just the job fo Titanic wonl
Page 60
Page 61
If you've noticed an error in this article please click here to report it so we can fix it.
HEAVY haulage tractive units are usually the heaviest models in a manufacturer's range, but unfortunately are rarely specifically intended for the hardest of all transport work. Alternatively they are the products of very specialised manufacturers.
Now a German company, Titan GmbH, has tried to combine the best of both worlds.
Titan has taken a top of the line, V10-engined MercedesBenz 2632 6i6 AK/38 chassis, and installed a V12 engine.
The engine is from Mercedes OM 400 series, of which the V6 OM 401 and V8 OM 402 are best known in Britain. The series of engines use an uncommon degree of parts interchangeability; pistons, rods, cylinder heads, gaskets and a whole host of seals. The V12 engine — OM 404H — is generally produced by Mercedes for industrial and marine applications.
What is not commonly known is that the engine is also avail able in twin turbocharged form and it is this version that forms' the top model in the Titan range. The OM 404 naturally aspirated engine produces 313kW (420bhp) (DIN) at 2,400 rpm, and a prodigious 1,323Nm (967 lb/ft) of torque at 1,600rpm; its turbo charged brother, the OM 404A, develops 391kW (525bhp) (DIN) at 2,300rpm and a relatively understressed 1,840Nm (1,357Ib/ft) of torque at 1,500rpm.
The installation of these engines by Titan, is carried out with the enthusiastic blessing of Daimler-Benz in Stuttgart, bestowing complete engineering approval on the conversions.
The Titan V12 trucks maintain the full Daimler-Benz warranty. The conversion is based upon the two engines; three-axle con figurations; 6x6, 8x4 and 8x6; and two gvw specifications, 32 tonnes and 40 tonnes. A second range of Titan V12 trucks is pro duced for hot climate work and includes an 8x8 model. The de sert versions also boast increased gvw ratings of 40, 48 and 52 tonnes.
To mount the engines in the chassis is relatively simple. "We fabricate new engine mountings to Daimler-Benz specification, 'aise the cab by 8cm (3.1in) (for the turbo engine 12cm (4.7in) and just drop it in", says Dr Erich Herion, managing director of Titan.
The intake aperture at the front of the cab is enlarged to allow greater amounts of cooling air to reach the standard hot climate radiator. Even so the engine requires more cooling capacity.
"We found in Saudi-Arabia", Herion says, "that the temperature and gross train weight the trucks would be working at demanded extra cooling; so we developed an auxiliary system to help overcome the problems".
"What gtw and temperature do the Saudi trucks work at?" Dr Herion answered with the sort of throw-away line truck salesmen dream about "300 tonnes and 60°C ambient".
The extra system is plumbed straight into the standard cooling circuit, and is mounted directly behind the cab on a hefty support frame, which also acts as an anchorage for the vertical exhaust silencers and twin air cleaner stacks.
The extra cooling capacity also serves another function. By way of transmission, Titan has fitted the ZF WSK Transmatic convertor clutch behind the engine, which in turn is connected to an eight-speed ZF synchromesh 48 140GPA gearbox. A circuit from the auxiliary radiator is connected to the standard ZF converter heat exchanger and keeps the automatic fluid cool under heavy load.
The choice of the WSK Transmatic unit is inspired. Not only does it reduce the amount of gearchanging and shock loading throughout the driveline, it can also multiply the torque available, by up to two and a half times; an invaluable asset when exceptionally heavy load operations are undertaken. Above: The V12 engine — OM is generally produced by Me for industrial and marine use, also available in twin turboci form. This version is top mc the Titan range.
Axles and suspensions available in a variety of perr tions. However, the base s fications retain Mercedes' successful hub-reduction bogie spring and axle set ur climate or off-road vehicle the uprated Sahara axles spring pack.
Powered steering axles either the eight-tonne rated cedes-Benz axle; singly c combination, or ZF ten-t capacity axle which is not able with power steering. Depending on the gross bination weight required,
strengthens the chassi stages. The top-weight 52-t, specification has a supplei tary relief frame bolted tc sides of the original and run the full length of the top
Auxiliary equipment is I prehensive and forms a for able option list, including things as a special front bur with coupling pin and p hook capable of pulling or p The back of the auxiliary r, also showing dual ex. and air cleaners, a cooler for j$5iOn fluid, and a large capeader tank at the top of the fork.
The Titan cab stands high off ound . md Dr Erich llerion is mall man.
to 150 tonnes; a 20-tonne ilically operated winch; ballast box with concrete 91 ballast.
e four years that Titan has producing these iveight haulers, it has sold han 100 examples, includ o unturbocharged models ivy-load specialists SuntNorthallerton.
surprisingly, though, the ty of sales have been e Western Europe, parti
• to Saudi Arabia, the 1 Arab Emirates, Iraq and A lot of those vehicles are tary use as tank transporid recovery vehicles.
vehicles have common rvith the other, more mun/lercedes-Benz machinery. )mers appreciate that the ruck is very closely related production line Mercedesrather than something de
signed on a one-off basis", said Dr Herion.
However, Titan builds to individual specification. A customer needing something closer to a production truck than current custom-built offerings, will find Dr Herion ready and willing to talk about the fine details at a surprisingly low price, he says.
Now that Titan has experience in the extreme operation conditions of the Middle East the company feels able to offer the trucks to a wider ma rket. Australia and South America are two markets which have not been looked at yet.