Lighter brew for Cargo
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by Danny Coughlan II Lightweight artics are far from essential for most operators, but they have carved a small niche for themselves, particularly among brewery companies. This niche was recognised by Nem. Ford when it launched the New Cargo two years ago. Tucked away at the back of the catalogue is a range of 4x2 tractors suitable for operation at gross combination weights spanning 18 to 32.5 tonnes.
That was not enough for Mansfield Breweries. Helped by Leighton Buzzard-based Chassis Developments, manufacturer and operator engineered a light urban artic with a detailed specification. The Mansfield/IFT/ Chassis Developments combination also produced a drop-frame SuperCargo 17-tonner at the 'same time (CM 23 Dec 1993-5 Jan 1994).
Standard specification for the V1L210E23T 4x2 tractor includes a 3.1m wheelbase with day or sleeper cabs, a 12.5-tonne GVW and a 21-tonne GCW. Power comes from lveco's 8060 TCA engine, as fitted to CM's recent SuperCargo 17-tonner test vehicle (11-17 Aug). The 5.9litre in-line six develops 224hp (167kW) at 2,700rpm and 5091bft (690Nm) of torque at 1,400rpm. Best economy is reached between 1,600rpm and 2,20Orpm.
The drivetrain is similar to the heavier 320E27 New Cargo tractor reviewed earlier this year (CM 6-12 January). Principal difference is the larger 7.7-litre engine in the 320E27.
Drivetrain
A 330mm diameter single plate pull-type clutch takes the drive through to a nine-speed synchromesh range-change gearbox. Top gear is a direct-drive ratio. From there a Rockwell hypoid single reduction drive axle with a 3.91:1 ratio transmits the power to the road.
Chassis Developments' brief included coupling to an existing tandem axle Don-Bur trailer on 17.5in wheels. The beer carrying trailer had a kingpin height to match the small wheels.
The company first shortened the wheelbase to just 2.65metres. Next, the tail was chopped off to ensure the tractor's chassis would turn freely under the trailer. Sufficient clearance was necessary for the tractor's rear light clusters to clear the landing gear on tight turns. Then smaller 245/70R 19.5 tyres were fitted all round.
The 210E23T has New Cargo tractor was shortened, clean coupling at its heart. Much attention was given to reducing swing clearances both above and below the coupling. The Don-Bur trailer had a 580mm pin position. Mansfield Breweries spec called for the fifth wheel to be mounted at least 265mm forward of the drive axle's centre line, but in practice a 280mm position proved acceptable.
Chassis Developments also converted the drive axle to air suspension to ease coupling and uncoupling. Using its own fourbag design, the company retained the anti-roll bars on both axles Finally a slimline Davis Magnet fifth wheel was added to achieve a coupling height of just 980mm. The fully fuelled and equipped tractor unit weighs 4.315 tonnes.
The 12.5-tonne gross weight is made up of a 3.8-tonne front and a 9.2-tonne rear axle. The maximum imposed trailer load is 8.21-tonnes. The plastic fuel tank holds 200 litres.
The spec inside is the same as lveco Ford's other Cargo models fitted with the MLC cab. There is an electric nearside window and remote-adjust heated mirrors. The smooth rubber flooring makes for easy cleaning. Large glass panels in the rear bulkhead are a useful boost to rearward visibility. This helps in lining up the trailer for coupling, although the height control valve for the air suspension is chassis mounted, a step down from the driving seat. It is just as well, however, given the necessary lack of lead-on ramps.
CM took this smart little artic round our Welsh middlewieght test route to try out the concept At just under 11-metres overall length and thanks to that 2.65metre wheelbase this was easily the most manoeuvrable artic we have driven.
Larger brother
Like its larger brother we also found it quick. We liked the low internal noise level and the ride quality. The air suspension conversion takes much of the credit, as does the air suspended trailer. This combination of agility and comfort makes it ideally suited to the distribution of beer barrels over long distances.
We liked the larger New Cargo tractor, even in its standard trim. The Mansfield conversion is tailored to its particular needs and others might not need to go so far to find their perfect mini artic. For operators delivering high-volume loads in urban areas this could be a cost effective answer.