1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
36
37
38
39
40
41
42
43
44
45
46
47
48
49
50
51
52
53
54
55
56
57
58
59
60
61
62
63
64
65
66
67
68
69
70
71
72
73
74
75
76
77
78
79
80
81
82
83
84
85
86
87
88
89
90
91
92
93
94
95
96
97
98
99
100
101
102
103
104
105
106
107
108
109
110
111
112
113
114
115
116
117
118
119
120
121
122
123
124
125
126
127
128
129
130
131
132
133
134
135
136 
DEAR
Page 28
If you've noticed an error in this article please click here to report it so we can fix it.
SIR
EPS GEAR CHANGE: TESTED AND APPROVED • As a truck sales manager, I and my team of colleagues in Spartruks have been very successfully selling the Powerliner 1 with its EPS system over the past two years. We feel we must write to express our amazement that the motoring press are still reluctant to endorse the "new technology" of the EPS system two years after its introduction.
Our experience in demonstrating and successfully selling the tractors with the EPS system has been very positive. In fact, we are now receiving repeat orders for the Powerliner 2 range of vehicles from customers who had the confidence to order EPS vehicles when they were initially introduced.
We have roadtest report sheets to prove the EPS gearbox is a very acceptable improvement to the professional drivers' working life. Therefore, you can probably understand our frustration when the motoring press make comments like "Mercedes confused on manual box option", and "Many companies are unwilling to take EPS", and (Commercial Motor) "manual change would certainly be far more appropriate on the 1729".
In fact, one major group was so impressed with the ease of the EPS system that it has ordered a number of 1729s after years of operating manual boxes. One of the comments from its drivers is: "It's easier than falling off a log, and a lot safer".
Da-miler-Benz is generally accepted as being one of the more conservative manufacturers and, therefore, when a design innovation is introduced to it, you can be assured it has been thoroughly researched. Steve M Brewer,
Sales manager, Spartruks, Andover, Hampshire.
El Steve Brewer's comments on press reporting on the EPS system are somewhat selective but, to answer the main thrust of his letter, we at Commercial Motor do not feel that Daimler-Benz is "confused" about EPS. The fact that it took the decision to fit it as standard — rather than an option — on its current SK range at 2I6kW (290hp) and above, shows its own faith in the system.
That it has subsequntly revised the UK marketing policy, however, by offering a manual gearbox option on the 1729 for fleet rental buyers, indicates that there is still a way to go before it is fully accepted.
Having driven with EPS on both the 1635 and 1644, the available power from both these models' engines is more than enough to compensate for any idiosyncrasies of EPS.
On the 1729, however, over tough hill terrain in Northumberland on our heavy truck test route (CM 13 October 1988), we were left with the impression that when matched with the lower-powered 0M442 engine it was having to work hard on severe gradients, and in this case a manual change is probably more appropriate.
We would be keen to hear from any operator on the success or otherwise of EPS, as well as on any other of the latest generation of micro-processorassisted gearboxes. Ed.
FODEN IS NUMBER ONE • I am surprised by the statement in your "Tester's Choice" article (CM 12-18 January) that Leyland Daf is the market leader in 30tonners.
On what basis is this conclusion drawn? It certainly can't be that of UK registrations. Foden Trucks has consistently, every month since August last year, outsold Leyland Daf and finished 1988 in the number one spot for eight-wheelers.
If you are referring to leadership on the basis of the number of models available, again Foden Trucks has the broader range with 17 different engine options available.
R J Heather Managing director, Foden Trucks, Sandbach, Cheshire.
El Our mistake. At the time we roadtested the Leyland Daf Constructor 30.30 (our eight-legger Testers' Choice) back in March '88, Leyland Daf was leading the market in eight-wheeler chassis. However, as Rod Heather rightly points out, Foden indeed finished the year stronger than any other manufacturer in the 8x4 sector clocking up 826 registrations, ahead of Leyland Daf by 32, and we are happy to put the record straight. Ed • Following the article "DTp plans 0-licence deregulation" (CM 22 December 1988), I am horrified that the DTp is drawing up plans to deregulate 0licensing.
Cowboy operators are a nuisance to themselves and everybody else in our industry, and self regulation is, 1 am sorry to say and with due respect to the FTA, a pipe dream and not the answer.
My dictionary defines "cowboy" as "a boy who has care of cows". This can hardly reflect on operators who deliberately flout the law and receive financial gain for doing so. While there is evidence that the LAs are getting tougher with offenders, they have a good distance to go, and if they need stronger support in the way of legislation, then the Secretary of State should give it to them. Personally, I feel that they have the power already.
Our industry has been asking the question for years: how can we gain greater credibility? I believe that, as far as operator licensing is concerned, it can only be by greater enforcement by vehicle inspectors and traffic examiners. If it costs more, then so be it. We will then see the bad operators fall by the wayside, and that would hardly seem burdensome on industry.
I see the fees for renewing and varying an 0-licence are going up to 260.00 each. This is a good step. If an operator has one vehicle then that is only 2110.00 for a renewal of a licence to run for a five-year term: £22.00 a year, or 42.3p a week. It is too cheap — even my copy of Commercial Motor costs more than that.
The principle of operator licensing is that licences are easy to obtain but harder to keep. The Licensing Authorities must have the authority to ensure that that principle is implemented.
M E Street, •
Assistant to manager, Central workshops, John Lewis Partnership, Bracknell, Berkshire.
INCENTIVE FROM RECOGNITION • We are delighted to see the work of our industrial design students again featured in your pages ("Designs on your body", CM 12-18 January). Much of our credibility comes from successful collaboration with industry and recognition in the press, and these invariably provide extra incentive for our students.
That first-year design students should have been offered the challenge of widening the P100's appeal as a noncommercial vehicle was no small compliment. That the resulting proposal merited international exhibition fully justified that initial confidence.
The project was formed in collaboration with Ford SVO Robin Gibbons and the Walker Group (manufacturers of Truckman Tops) whose MD Chris Praat co-wrote the project brief with me, and the latter provided much of the early enthusiasm, judged the proposals with Robin and myself, and put up the prize money. Ford was to supply a P100 for Walkers, to convert. In the event, the P4 built the vehicle displayed at the NEC based on the winning designs.
For the record: your illustration is of Robert Kelly's design proposal, not Steve Everitt's. David Browne, Principal Lecturer, Department of Industrial Design, Coventry Polytechnic.