TOOLS
Page 30
Page 33
Page 31
Page 32
If you've noticed an error in this article please click here to report it so we can fix it.
OF THE
TRADE
The cab on Foden's Alpha fleet tractors looks pretty similar to the Leyland Daf 85-Seriesbut beneath it beats either a Cummins Mu or a Caterpillar Cio. The Alpha has certainly boosted Foden sales; would it suit you, sir?
Our last Tools of the Trade focused on Daf's 85 Series; this time we're looking at the Foden Alpha range of distribution fleet tractors. It's true that Foden's 3000 Series, introduced in March 1998, looks similar to the 85 Series—it uses a version of the group's smaller welded steel sleeper cab which is also made at Westerlo, Belgium, for Daf—but in most other respects the resemblance ends there.
While the 85 Series uses Daf's own engines, chassis, axles and suspension, Foden tends to equip its own chassis with proprietary components.
How long that will continue is anyone's guess: next March production of the Alpha will move to Paccar's Leyland plant, along side 85 Series Daft destined for the UK market. During the past two years the Alpha has improved Foden's fortunes, with production at Sandbacb rising to some 1,5oo units a year. As well as two and three-axled tractive units the Alpha range comprises three and four-axled rigids (which we will be examining next year).
Foden's policy of offering a choice of engines continues with the ro.8-litre Cummins Mn rated at 38ohp/1,825Nm and the 10.3-litre Caterpillar Cro rated at 383hp/1,83oNm. This gives the smaller engine the edge in terms of power and torque, but the options also include an Mu rated at 4o5hp with a hefty 2,000Nm of torque. If your power needs are more modest there are charge-cooled 34ohp alternatives.
The Cummins-powered Alpha costs about
0 boo more than the equivalent Caterpillar model, and a Jacob's engine brake is listed as a L1,240 option on the Cummins units but comes as standard with the Cat.
Both engines have a monitoring and diagnostic capability with in-cab displays. The computer systems record engine performance and interaction with the transmission so the information can be downloaded by workshop technicians Caterpillar's ID system incorporates an engine immobiliser, as does Cummins' ISM engine which debuted in September this year, with ro times more processing power than the MIL
The Mn does have one advantage over the Cro: it complies with the Reduced Pollution Particulate emission requirements and so qualifies for a usefullI,000 VED rebate. Like the Daf 85, the Foden Alpha uses a i6-speed synchromesh transmission as standard—but an Eaton box rather than the Daf's ZF.
Foden's chassis features high-tensile steel side-members which are almost 15% thicker than those used by the competition. Bolted aluminium cross-members help keep the weight down. Aluminium is also used for the standard 430-litre fuel tank, and the options list includes aluminium air tanks. Foden says the Alpha tractive unit weighs in at 500kg less than the equivalent Scania or Volvo.
The 4x2's standard axle is a singlereduction Mentor S180 with a duff-lock, riding on steel parabolic springs. It can also be supplied with Hendrickson HA4 four-bag air suspension. This saves 45kg and is suitable for operation on five axles at up to 40 tonnes.
For operators who want to run at 41 tonnes on their existing +X25 Foden has introduced a tag-axle conversion using a Gigant lifting axle on two-bag suspension, installed by TVAC of Leyland. Foden's standard 6x2 comes with a mid-lift axle featuring two-bag suspension and the Hendrickson HA4 suspension at the rear; the double-drive on a 6x4 rides on Paccar's own Air-Trac system.
Electrics are amply catered for with a powerful 75amp alternator and heavy-duty i8oAh batteries.
Compared with some new models the Alpha's braking system is beginning to look a little antiquated as it still relies on tried and tested drum brakes front and rear. However they do adjust automatically and sport Wabco's Cat-i ABS as standard.
The 3000-Series cab has its Foden-style grille and RTM (Rotational Transfer Mouldings) side panels to set it apart from the Daf, but the two cabs share four-point coil-spring suspension and a standard of construction that satisfies EEC. ECE and Swedish impact standards. Corrosion protection is backed up by a five-year anticorrosion warranty.
The interior specification is equally impressive with a tinted windscreen, roof hatch, powered passenger side window, heated rearview mirrors and a double-glazed window over the bunk. The driver is provided with an air suspension seat; the steering column is adjustable: and a radio-cassette comes in the standard package. Limited stowage is provided under the bunk but a raised bunk option doubles the available space.
• by Bill Brock
OF THE TRADE
SPECIFICATION
Foden Alpha 3000 6x2 tractive unit with a single-bunk sleeper cab. Design GOV:48.0 tonnes. Design GVW:19.0 tonnes. Manufacturer: Foden Trucks, Moss Lane, Sandbach, Cheshire CW It 3YW.
ENGINE
CUMMINS MOE Charge-cooled turbodiesel with Road Relay diagnostics. Cylinders: Six, in line. Capacity:10.8 litres. Max power: 38(1hp (279k WI at 1,900rem. Max torque: 1,825Nm (1,346Ibft) at -1,200rpm. CATERPILLAR 010 380: Chargecooled turbo-diesel with ID diagnostics. Cylinders: Six, in line. Capacity:10.3 litres. Max power: 383hp (286kW) at 1,700rprn. Max torque: 1,830Nm (1,350Ibft) at 1,200rpm.
TRANSMISSION
Eaton RTS0 1431616-speed box with rangechange and splitter. Air-assisted Spicer twin-plate 394mm-diameter clutch. Final drive Mentor S180 single-reduction axle with diff-lock; ratio, 3.91:1.
BRAKING SYSTEM
Dual-circuit, Wabco ABS Category-1 full air system with auto slack adjusters, air dryer and load sensing. Parkft Spring brake actuators on first and third axles.
STEERING
Variable-ratio recirculating ball with integral power assistance.
CHASSIS
Bolted construction using high-tensile steel channel side-members with extruded aluminium cross-members. Suspension: Front, carabdic steel springs with threaded shackle pins; middle, two-bag suspension with lifting bellows; rear, Hendrickson HA4 four-bag suspension with anti-roll bar. Axle design weights: Front, Al tonnes; middle, 6.1 tonnes; rear, 11.5 tonnes. Wheelbase: 3.9m. Wheels and tyres: Front and middle axles, 8.25x22.5 steel rims with 295/80 tyres; rear axle, 7.5x22.5 rims with 111:122.5 tyres. Fuel tank: 430 litres.
ELECTRICAL SYSTEM 24V, 2x180Ah batteries with 75A alternator.
SERVICE DATA
PARTS PRICES: CUMMINS/CATERPILLAR
Manufacturer's parts prices (retail ex-VAT) Laminated windscreen: i'135.55/£135.55. Injector set (one of six service exchange): £187.58/2255.74.
Piston liner (one of six): 2121.62/2247.94. Rear spring brake chamber (exchange): 244.28/244.21.
Complete headlamp unit: 2184.43/1184.43. Wiper blades (complete set): 215.54/£15.54 Engine all filter: 215.99,216.15.
Clutch assembly (exchange): 607.21/2607.21. Door mirror (glass): 219.99/£19.99.
WORKSHOP TIMES: CUMMINS/CATERPILLAR
Manufacturer's standard workshop hours. Replace clutch assembly: 6.75/6.75. Remove and replace all injectors: 4.20/510. Replace head gasket: 11.60/17.20.
Replace brake shoes, per axle: 2.20/2.20. Remove and replace engine: 17.2W17.20. Remove and replace gearbox: 6.25/6.25. Renew engine oil and fitter OPERATOR FEEDBACK Over the coming months Commeroal Motor's Tools of the Trade series will look at the following vehicles: • loco Eurotronic Scania 4 Series 420 Renault Magnum 420 • Oaf 95XF 12-litre It you operate any of these models and would like to participate in our operator feedback section please fax your details to Bill Brock on 01628 624224. Ideally, you will have comprehensive records and will have operated the model concerned for at least 18 months. OPERATOR FEEDBACK EWAN CAMERON "The Alphas are a big improvement over the 4000-Series" EWAN CAMERON [wan Cameron of EC Transport in Glasgow has been in general haulage since 1991; three years ago he branched out into refrigerated work. His first truck was a Scania 143 but since 1996 he's been running three Fodens. He put two Alphas into service in August 1998: both 38ohp 6X2S running at 38 tonnes. One is powered by the Cummins Mii; the other by the Caterpillar Cm. Double shifting they cover too, 000 miles a year from their base at Bellshill. During the day they work up the west coast of Scotland collecting fresh salmon; at night they distribute fresh fish to markets south of the border at Hull, Grimsby and Manchester. "The Alphas are a big improvement over the 4000-Series and the deal worked out at Li4,000 less than it would have cost me for a Volvo FH," says Cameron. "The Cat blew up six weeks after we took delivery; at least the turbo did," he adds. "They replaced it but didn't think to clear the oil out of the charge-cooler and the turbo failed again after two days. Then, a couple of months later, the engine seized. It had the wrong dipstick and had been running on half the oil capacity. After that was put right a compressor seal blew and deposited four gallons of oil on the road. We get the water temperature warning light come on intermittently. Sometimes we can add a couple of litres of water and other times it won't take anything at all. Over the past two weeks we've had trouble with the lift axle. The valves are not working in unison so one side drops before the other—it's due to be fixed this weekend. "There is not more than 0.1rripg to choose between the two engines on fuel consumption," he says. "Both are returning around 8.5mpg, which is not bad as the day route up as far as Fort William is very hilly. The old 4000-Series used a lot more fuel but the Alpha benefits from a more aerodynamic cab. With our Gray & Adams trailers we get a payload of 21 tonnes and our Schmitz reefer gives us an extra half-tonne. They were supplied on Michelin energy tyres, which were a disaster: the fronts only lasted roo,000km where 250,000km is normal for us. We put in a claim and Michelin did make a compensation gesture. "We bought both trucks outright but with a full repair-andmaintenance package," says Cameron. "We'll probably run them for four years. I expect the residual value will be around zo% more if we trade in against a new Foden than against any other make. The local dealer does try and the people are nice but they need to get into the zoth century before the rest of us get into the 2Ist. Their parts holding is poor and they just don't give the level of service we expect. "We like the look of the cab," he concludes. "It's specified for the job, as our drivers only spend one night away at a time, but they would like more room." in OPERATOR FEEDBACK FRANK ROBBINS "My drivers can be out all week but they like the Alpha cab" FRANK ROBBINS The 14 trucks Frank Robbins runs out of Avonmouth include Scanias, Dafs, Ivecos and, most recently, a pair of Foden Alphas. "We seem to have lost so much to the Continent over the years I just felt obliged to get involved with a truck builder who provides employment in this country," he says. "The Cummins engine is proven in every way and they were the first to come up with the Pollution Certificate. We are operating 6x2s plated at 58 tonnes and find that 380hp is more than sufficient as we operate mainly in the south of England, often not grossing more than at 32 tonnes. "Though light we load them high and the type of loads we carry create a tremendous drag," Robbins adds. "That's not good for fuel consumption but the Fodens are doing better than others in the fleet "I have leased trucks in the past but now I prefer to buy them outright,'' he says. "We keep them a long time and only get rid of them when they start to become a liability. I have some 3-Series Scanias but I don't like the layout of the 4-Series. My drivers can be out all week but they like the Alpha cab; the only problem we've had with it is water leaking in through the roof deflector mounts. The interior is standing up quite well. Window winders tend to loosen off so we Loctite those. When they were new there was a problem with the electrics for the ABS braking, but that's been sorted. "We run wide singles on the front steer axle," Robbins reports. "They last longer than the standard-size tyres and because they don't feather on the shoulders there's no need to turn them round."