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The 2.3m (7ft 6in) maximum vehicle width limit is a case in point. The rest of Europe still sticks to the 2.5m maximum width limit for all its traffic, but Switzerland only permits vehicles at this width on international trunking runs whether in or out of the country with a maximum of 10km (6.2 miles) from the border.
Thus, as far as domestic traffic is concerned, the maximum width is 2.3m.
The fact that non-Swiss manufacturers regard Swiss currency very highly is well illustrated by the number of vehicles doctored to suit the regulations.
DAF, for example, has developed a "special" for the market around the top-weight 2800 Series model for drawbar application. Because the 2800 cab is built to the 2.5m width, it has been necessary to graft the narrower 2300 cab on to the chassis. The standard 2800 front axle is used with the length of the beam shortened.
The Same process has been carried out at the rear as well, which isn't as difficult as it sounds because the DAF rear axle is not a casting. It is assembled at DAF's Oevel factory in Belgium from a series of stampings which are welded together, so making a narrower track version is simplified.
DAF hopes that some Austrian hauliers might take this model — known as the 2805/2300-310PS — but otherwise the factory expects no other takers.
A similar situation exists with the eight-wheeler market. Switzerland is one of the few European markets along with the UK where the four-axle machine is popular. But again the situation is complicated by Swiss domestic regulations.
The maximum weight allowed in Switzerland, be it for an eight-wheeled rigid, a drawbar outfit or an attic is 28 tonnes (27.6 tons) which is coupled with a minimum power-toweight ratio of 10bhp /tonne.
This means that although DAF has a perfectly adequate eight-wheeler in use in the UK, the power output does not meet the minimum Swiss requirements.
Hence the situation arises where the Swiss importer for the DAF range takes a 6x4 2800 Series with the high-powered DKS engine option and adds an extra axle. And all this for a total DAF market in Switzerland of 200 units a year!
Scania is another case in point. Last year Scania sold 250 vehicles in Switzerland of which the majority were for T1R-type traffic which did not need to meet the width limit. The factory has still gone to considerable lengths to "'maintain a presencein the country by recessing door handles, cutting back wings and trimming the centre section of the cab. And again all for a market of well under 250 vehicles a year!
As I mentioned earlier, Switzerland has a relatively large eight-wheeler market and to get into this sector the local importer does what his DAF equivalent does by bringing in a six-wheeler and adding a second steering axle. One such example 86 second front axle grafted on.
With all the European commercial vehicle shows the home manufacturers are usually there force and Geneva is no exception with a massive display from Saurer. Incidentally, 24 hours before the Geneva Show opened, there was not a speck of dust on the floor. NEC please note.
We seem to be in a year of jubilee celebrations at the moment be they of Royal instigation or merely celebrating x years in the vehicle manufacturing industry. This year, 1978, sees the 125th year of Adolph Saurer Ltd who began by making machinery for a -booming Swiss embroidery industry. (Why not? Leyland started by making lawn mowers). Now Saurer holds 40 per cent of the Swiss market.
Technically the Saurer range is well worth a close study especially in the area of vehicle noise. The Arbon-based company has spent a great deal of money on noise research over the past 10 years and the results can be seen if not heard at the Geneva Show.
Basic research has shown the engine to be the main source of noise, so a long development programme was started which led to the introduction of an "Anti-noise package." Essentially this has comprised design changes in the following components: a. Sump — vibration insulated.
b. Cylinder block — additional reinforcement.
c. Flywheel housing — double wall reinforcement.
d. Inlet manifold — increased metal section.
e. Fan — thermostatically controlled.
f. Exhaust system — acoustically optimised.
These modifications are standard for the home market only. Although nearly 40 per cent of Saurer vehicles are exported these are nearly always to Middle East countries who "are not so enthusiastic about noise reduction," according to Saurer.
The sump is manufactured in two parts. Where a "conventional" sump is a one-piece pressing or even a casting, the has had the section increased to add mass but, as it is made in a light alloy anyway, the overall weight increase is small.
Saurer is certainly generous with the technical specification of its vehicles. Although the Swiss gross weight limit is 28 tonnes, the design gross weight of the eight-wheeler is 38 tonnes. Normally such a design margin means extra weight on the chassis, but the Saurer engineers claim that the opposite is true and that the chassis is very competitive.
The frames themselves are of all-welded construction utilising tubular cross-members which results in a structure with a very high torsional stiffness — an important point for vehicles which are used in off-road conditions and are also likely to be overloaded.
The shape of the Saurer cab gives an old-fashioned look to the vehicles especially when compared directly with the very "boxy" shape of the rest of the European competition. But Saurer argues that the cab is one of the best with regard to air flow.
In spite of this claim, the Arbon company has developed a wind deflector with the aid of the •wind tunnel at the Zurich, Institute of Technology.
To eyes used to the relative size of, .say, the Hatcher or Airshield devices, the Saurer deflector is a massive-looking piece of equipment. It is made from polyurethane foam reinforced at the fixing points and mounted on a sectional tubular frame which is clamped on to the guttering.
The gap between the deflectors and the cab roof has been calculated to permit enough air through to allow a roof mounted air conditioning unit to function as designed. The main item of interest on the Magirus stand is the first four-wheel-drive machine to be built around the basic Club of Four design.
Known as the TLF FA 145, it is based on the short wheelbase tipper chassis and is powered by a six-cylinder Deutz engine, aircooled as usual, developing 107kW (145bhp) DIN. The vehicle has been developed as a first-on-the-scene fire appliance and, as such, it has a limited water capacity (1,500 litres or 330 gal) but a light weight.
The width requirement of the Swiss domestic regulations means that Volvo still keeps the old F88 and F89 models on the books as it is impossible to build a 2.3m F10. Narrower wheel arches on the old-type cab, super singles and an adaptation of the T-ride bogies make this possible on the CH 230 6x4 chassis.
As with Scania and DAF, the number of vehicles sold by Volvo in Switzerland is comparatively small (309 in 1977) and this includes the F86 and Club of Four models.
General Motors' line-up at Geneva includes the usual TM. TK and CF Bedford models, but special emphasis is placed on the light duty multi-purpose -go-anywhere" vehicles. The Swiss market enjoys a wide choice of vehicles in the LandRover / Range Rover category with competition coming from Leyland, GMC, Chrysler, Toyota, Daihatsu, International and Jeep.
Chrysler is showing a 4x4 version of the Dodge Tradesman known as the Van Charger which, as well as being used by obvious people such as local fire brigades, has also found favour with hotel chains who need a 15-seater minibus with a goanywhere capacity for transport in snowed up areas. The Dodge Commando is sold in Switzerland via NUBAG the local importer for Switzerland and Liechtenstein and one such example is shown with right-hand-drive in Coca-Cola livery. Right-hand-drive was chosen, not so the driver can have a better view of the road edge and hence not fall off an Alp, but to allow him to get out on the kerbside during multiple drop local delivery runs. CocaCola now has over 100 Dunstable-built Commandos in service in Switzerland. Talking about the technical details of the Geneva exhibits, one always comes back to special width requirements. This applied with a vengeance, but in the opposite direction to the Neoplan airport bus bodied by Lauber et Fils SA of Nyon which has an overall width of no less than 3.75m (12ft 4in). Designed to carry 170 passengers, the 24-tonne bus featured air suspension, front-wheel drive and a Voith automatic gearbox with the power being provided by a V6 Mercedes Benz engine.
One company making its first appearance at the Geneva Show is none other than ERF whose vehicles are marked in Switzerland by ERFIM AG. One of the two ERF exhibits is also on show for the first time anywhere in the world in the form of the 50C3 6x4 tractive unit designed for Middle East operation.
Plated for up to 50 tonnes gross, the ERF features a Cummins 290 and a Fuller gearbox continued overleaf
with Kirkstall double-drive axles and Hendrickson suspension being used at the rear.
There are few signs at Geneva to indicate any further design co-operation between Saviem and Berliet other than their joint presence on the Renault Vehicules IndustrieIs stand. At the top of the weight range is the 6x4 Berliet TRH 350 in the sinister black livery first seen at Frankfurt last year.
Although no one at Renault will actually admit it, the future would appear to be a Saviem for the lighter end of the market with Berliet for the heavies and this is reflected in the current Renault advertising and by the vehicles at Geneva. Of the 10 vehicles on display, seven are Saviems with gross weights up to a maximum of 13 tonnes whereas the three Berliets are 16 tonnes and upwards.
The SchObelbach-based firm of Meili acts as agent for the SIRMAC range from Italy and as such has several versions of these very interesting chassis on show.
Featuring optional all-wheel drive, the chassis have independent wishbone suspension allround with Pirelli air suspension units.
Almost any combination of drive line can be accommodated with the Geneva exhibits demonstrating Fiat in-line diesel and Ford V8 petrol engines coupled with manual and automatic gearboxes.
One model on the Meili stand is complete with a crew cab which can be tilted hydraulically for servicing access to the 6.6-litre (400cuin) Ford petrol engine. The sixwheeled versions can be run in 6x2, 6x4, or 6x6 configuration as the transmission has the facility of engaging whichever axles are required as the vehicle is moving.
The bare chassis on show is intended for, of all things, a mobile home. The chassis weight of 3.7 tonnes gives a comfortable allowance for a fully furnished body with the 7.8tonne plated limit. The price is an interesting 105,000 Sfr for the chassis with an estimated value of 250,000 Sfr when the body has been added. At current exchange rates this works out at £27,600 and £65,600 respectively!
That the various commercial vehicle manufacturing countries regard the Swiss market as important is evident by the 17 countries exhibiting, including Japan, Spain, Sweden and the. USA.
The Show, the best organised one I have ever been to, closes on Sunday January 29.