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F oden's Alpha 3000 Series 8x4 tipper chassis was launched in.

27th April 2000, Page 27
27th April 2000
Page 27
Page 29
Page 27, 27th April 2000 — F oden's Alpha 3000 Series 8x4 tipper chassis was launched in.
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March r9 98 with a choice of four engines, two transmissions, a variety of suspensions and an allwelded steel cab produced by sister Paccar company Daf in Westerloo, Belgium. Previous 3000 Series cabs were made from non-rusting GRP but this steel cab, with plastic panels mounted in areas prone to stone chipping, gained its anticorrosion attributes from modern paint techniques which carry a five-year warranty.

The eight-wheeler used the high datum cab, which is mounted roomm higher than for the 6x2 3000 Series to suit the big Cummins Mu t and Caterpillar Cro engines. The cab suspension was the same for both, using four-point coil springs with dampers front and rear, giving a total deflection of 4ornm and a soft ride. inside, the driver ben efited from an air-suspended seat, adjustable 1-LA steering column, tinted windows and an elecg trically powered passenger window.

Day and single-bunk sleeper cabs were available with a double-glazed rear window, as a on all Alpha models, but for six and eightwheeled rigid chassis the standard day cab y helped to maximise payloads.

As the specifications show, many components were shared with other models in the Alpha range. The 10.3-litre Caterpillar CIO and rr.o-litre Cummins Mn engines both rated at 340 and 38ohp—considered essential for operation at 32 tonnes and used by 4x2 and 6x2 tractors could also be specified for much lighter operation in the 6x2 rigid chassis. For the eight-wheeler these two engines were originally matched by Eaton's 14308 eight-speed synchromesh transmission or Eaton's nine-speed RTX 146o 9B constant-mesh box.

The Alpha 8x4 used the same rear bogie and suspension packages as the 6x4 rigid. These include Foden's FF2o maintenancefree rubber suspension, Paccar Air-trac suspension and the heavy duty Kenworth 65oA multi-leaf two-spring units which were rated at almost 3.0 tonnes more than the rubber suspension.

Parabolic steel leaf springs at the front end included threaded shackle pins which, if greased regularly, prolong service life.

Dana forged beam steer axles each had a 7.1-tonne capacity and the Meritor tandem bogie was equipped with a lockable third axle and cross-locks.

Foden's historic weight advantage was perpetuated using light but strong high-tensile chassis side-members bolted together by high-tensile aluminium crossmembers. Reliability for the truck's electrical system was enhanced by a 75amp alternator while the deep cycling characteristics of the two r8oAh Hoppecke batteries helped speed recovery after high discharge.

By the following April a 12speed synchromesh box had become the standard option with i6-speed synchro and nine-speed constant mesh boxes listed as options. In response to changes in permitted front-axle loadings, Foden introduced the Dana S75 7.5-tonne axle with bigger (315/80R22.5) tyres on 9.00 x 22.5 wheels as standard. While this allowed greater loading tolerance for the 8x4 Alpha it brought with it a weight penalty of ro8kg.

For the rnuckaway market, Foden also introduced a 7.5-tonne straight-beam front axle. Used with the FE rubber suspension it increased ground clearance by r4omm. The option also included a substantial radiator protection plate which added 46kg to the unladen weight.

• by Bill Brock

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Locations: Westerloo

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