MOTOR SHOW 88 REPORT
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To cope with the extra torque it takes the heavier duty G3 five-speed gearbox from the LN2 range, increasing the tare weight by 70kg.
A short wheelbase 814D tips the scales at 2.65 tonnes, some 330kg lighter than the six-cylinder-engine 814. The 814D is aimed at midicoach applications, and the van version offers the basis for conversion to a 19-seater.
Two special versions of the Ford P100 pickup are on show, as well as a special version of the Volkswagen Caddy pickup.
The interest in leisure commercials seems to stem from the popularity of these vehicles in the US, and Volkswagen and Ford report level of interest in these vehicles. The two Fords are designed by P4 Design and Development of Huntingdon: the vehicle shown is the Motor Panels-built pickup, with a special rear tonneau panel and a plastic body styling kit.
The P100 on the Ford stand is the P100 "King cab" pickup, with an extended cab, a hard rear tonneau panel, and rear windows that will not attract tax with an area less than 952.
VW's Caddy has received the "styling" treatment with a 1.8-litre 71kW (95hp) fuelinjected petrol engine. The vehicle has a five-speed gearbox, lowered suspension, and wider wheels and tyres. Both manufacturers are watching the public's reaction to these vehicles closely to see whether they go into large scale production with them.
The 20.33 Roadtrain is a new version of what used to be the 6x 2 Scammell S26 fitted with the 12.17-litre turbocharged and charge-cooled Perkins Eagle 800-series engine which produces 242kW (325hp) gross at 1,900rpm and maximum torque of 149Nm (1,10511bft) at 1,100rpm.
The standard specification includes a single-bunk sleeper cab and Spicer SST 1410 10speed gearbox, with the Interstate cab and Twin-Splitter transmission as options.
Production will start at the Leyland assembly plant in January with a 3.45m wheelbase providing a flexible alternative to the 6x2 Leyland Daf 95Series. The Leyland Daf 1900 also goes into production at Leyland in January providing extra capacity at Eindhoven to build more 95 Series.
Military trials for a new fourtomer are due to be completed by the end of the month. Tenders from Volvo, AWD and Leyland have already been submitted to build 1,700 units a year over five years.
Leyland Daf's permanent four-wheel-drive chassis, incorporating the front end of the Roadrunner cab, has been designed from scratch.
It is said to have performed well — but the winner of the contract will not be known until the new year.
Since the Strato came on line in August, Seddon Atkinson has delivered more than 170. Available as yet only as a 4x 2 premium-weight tractive unit, it shares the same cab shell as the Pegaso and the Leyland Daf 95 series.
There are three variant on show: a day, a sleeper and a high-roof sleeper named the Stratocruiser.
Originally launched with the 14-litre Cummins Engine, it is now available fitted with the Cununins L10 10-litre engine, rated at 242kW (325hp) with air-to-air charge-cooling. At the top of the range the 17.40C Stratocruiser is very competitively priced with 298kW (400hp) on tap. An Eaton TS13612 12-speed TwinSplitter transmission is fitted as standard but other Fuller boxes are to be offered later.
When Perkins makes its Eagle TX 340 available it will provide an alternative to Cummins power from about June next year. The Stratocruiser comes with twin bunks, air suspension seats with lumbar support, a night heater, electrically operated roof hatch and a 1.82m roof height.
The cab is suspended on a four point electronically controlled active air system.
Seddon Atkinson plans to apply similar cab engineering to eight and six-wheel rigid chassis, but that is still a couple of years away.
One of the outstanding body systems at the show is surely Ray Smith's drawbar outfit that is built to the Phillips (high volume) concept for Cambridgeshire-based UK and Continental haulier Murfitts.
With a Leyland Daf-modified 95-310 chassis and fitted with two demountable 8.1m bodies by Cooks of Rainham, the combination uses the Decker Supavol ultra-close-coupling system that reduces the body gap when travelling in a straight line to 150mm.
A shallow (120mm) base frame of sturdy 8.0mm channelling provides the low (850mm) chassis height necessary to gain the 3,0m internal height and 135m2 load volume required by Philips within the 18m length limit. The Decker system prevents the bodies fouling each other on bends and gradients by means of a pair of telescoping command links which connect the gapsensing "clapper plates".
These trigger air cylinders that push the trailer body backwards the required distance on its roller-supported sliding base frame.
To make body alignment easier when mounting them, Ray Smith engineers have added four guidance rollers on the chassis.
ERF's recently launched ES6 and E8 ranges feature new cabs and new engines. The surprise exhibit, however, was the E14.36TT 6x2 twinsteer tractive unit, powered by Cumrnin's latest 14-litre NTE engine with a power rating increased from 261kW (350hp) to 272kW (365hp). Cummins refers to it as a "phase-2.5 medium-stage update" which includes some of the features that will be included in the next generation of engines. These include changes in the porting, compression ratio, camshaft, turbocharging and air-to-air charge-cooling.
Although a few vehicles are being used in field trials it will be early next year before the uprated Clumnins becomes generally available. On press day ERF made a late change to the front grille of the ES6 steel cab bought in from Steyr. Although purely aesthetic it does maintain a common identity with the models using the company's SP4A plastic cab.
The ES6 is specified with the Cummins 6BTA 5.9-litre engine, Eaton 6109 gearbox and Rockwell drive axle for urban/inter-urban distribution and tipper operation at 14, 15 and 17 tonnes.
The ES, using the Cummins C-series engines, meets the needs of the middle ground of three and four-axle rigid and tractive units for operation at 32.52 tonnes.
More powerful version in the EIO range are powered by Cummins L10 10-litre turbocharged and charge-cooled engines, while top-of-the-range 4x2 and 6x2 tractive units in the E14 range offer power options of up to 284kW (381hp) at 1,900rpm installed.
The SP4A composite cab design incorporates a new bumper and under spoiler: the front flap is now in one piece providing a larger opening and the doors open to almost 900.
Remarkable fuel savings of up to 40% at a steady 96km/h are being claimed for Besco Bodies' aerodynamicallyequipped Freighter 17.18 rigid which is taking part in a joint project with Leyland Daf for the Department of Energy.
Produced in collaboration with design consultant Ricardo AS&A the body system boosts the retail price by around £1,500— but with a drag factor of 0.325 (Leyland's TX450 project vehicle had 0.36) it is expected to pay for itself in fuel savings within the first year.
With an all-up body weight of 2,100kg, the 17.18 still gives a 10-tonne payload so the extra pannelling incurs little weight penalty. After the show the 17.18 and a twin version, will be entering service with Argos on contract hire from National Carriers and will be run in parallel with two standard-bodied Freighters for comparisons.
Renault has five new models — two R365 tractive units, a G290 8X4 tipper, a G290 drawbar and a lightweight Midliner.
Designed for operation at up to 59 tonnes, the R365-19TD 4x2 and the R365 22TD 6x2 rear-steer with the Turboliner cab are fitted with a higher rated MIDR 06.35.40 engine. The 12-litre, sixcylinder turbocharged and charge-cooled unit delivers 264kW (359hp) at 1,900rpm and a maximum torque of 1,620Nm (1,19511bft) at 1,200rpm. the two models use the same driveline incorporating Renault's B18 18-speed, fully synchronised rangechange splitter gearbox.
On the 6x2 the second axle is positively steered and air suspension allows load transfer onto the drive axle.
The Turboliner cab features two full-width bunks, heated rear mirrors, electric side windows and a glass sun-roof as standard.
With the Dunstable built G290-30, Renault enters the UK eight-wheeler market using the 9.8-litre MIDR, 06.20.45 six-cylinder, in-line turbocharged and charge-cooled engine rated at 214kW (291hp) at 2,100rpm with a nett torque of 1,176Nm (8671113ft) at 1,300rpm, and the B9 ninespeed range-change gearbox.
With a 5.58m wheelbase the chassis can be specified with day or sleeper cab and is equipped with Hendrickson two-spring rear suspension.
The G290-17D drawbar chassis is designed for operation up to 44 tonnes and shares the same engine as the eightwheeler, but has a choice of four wheelbases from 4.8 to 6.3m. The B18 gearbox comes as standard and the show model is shown with rear air suspension.
The S08-130L 7.5 tormer Midliner with three wheelbase options saves an average of 300kg on kerbweight through devlopment in the areas of the front and rear axles, chassis, braking system and the use of lower capacity tyres. Its naturally aspirated six-cylinder engine gives a power output of 96kW (130hp) and drives through a five-speed ZF gearbox.
Suspension comprises multileaf springs, anti-roll bars and telescopic shock absorbers front and rear.
Next year will be the year of the pickup, with new vehicles from Bedford and FSO, and a turbo-diesel engine for the Ford P100. Peugeot's trusty 504 pickup will continue with