BTAC '86: T EVER
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With entries from a wide cross section of operators, the 1 98 Brewery Transport Advisory Committee fuel trials were marked b: fierce competition and impressive economy figures
• Close competition and a virtual absence of protests to mar a very professionally-run event were the hallmarks of this year's Brewery Transport Advisory Committee (BTAC)/Institute of Road Transport Engineers 'Gordon Goddard' fuel trials.
As an event grows in maturity and efficiency, it is interesting to see if a price has to be paid for those gains. Judging by this year's trials, that price is a domination of the event by just a few major brewers. Compared with last year there were fewer brewery companies involved, although more vehicles were fielded. New companies are entering however, as the scope of the trials has been increased with the inclusion of a tanker class and the involvement of companies other than the brewers. Only two companies took part in the new tanker category, Esso and Shell, with a total of three vehicles.
The trials also showed how continental vehicles are gaining ground in major ownaccount fleets at 16 tonnes gross, and for the first time there was an imported vehicle competing in the 7.5 tonne class.
While the 1985 trials were chassis orientated, the technical emphasis at this year's event was on engines. Three all
new power units were competing and Volvo's heavily-revised six and seven litre engines made a strong showing in their trial debut.
The Perkins Phaser was seen in one of the Bass-operated Bedford TL Urban ,Artics grossing at 16.26 tonnes, while the Cummins B-series (Leyland 300) engine made a highly successful first appearance in a Post Office-operated 7.5 tonne GVW Roadrunner.
The first trials appearance of the Volvo FL7 running at 38 tonnes showed how debuts should be made. This Volvo UK factory entry, though borrowed for the occasion from the Cannon Transport fleet, took the overall 38-tonne fuel consumption honours. Its 33.35 lit/100km (8.47 mpg) was just ahead of the factoryentered ERF ETD's 33.56 lit/100km (8.42 mpg).
A similarity in engine power outputs prevailed in the 38-tonne sector. This was perhaps forseeable with no less than 11 Cummins LTA10-290-powered trucks in contention, but of the remaining vehicles only the MAN and the Scania had more than 224kW (300hp). The Bedford/LT10-250 and Volvo FL7 were the only units with less than 187kW (250hp).
The performance of the BTAC F12 special was noteworthy; with its driveline (a Cummins LTA10-290 engine, Lipe twin-plate clutch, Eaton Twinsplitter 11612 gearbox and Eaton 23120 spiral bevel axle) and extensive attention to weight-saving, this truck has been engineered for maximum productivity and economy. Nearly a tonne has been pared off the weight of the original F12 specification, bringing unladen weight down to 5.78 tonnes. Coupled to a lightweight (5,520Kg) air suspended, Don-Bur Palletmaster tri axle trailer, the combination had an impressive payload potential of nearly 27 tonnes. The trailer used was not one of Don-Bur's lightest but had a very practical heavy duty specification to suit it for its future operation in one of Bass's operating company fleets. The chassis of the trailer had high tensile steel main longitudinals with extruding aluminium crossbearers.
Moving down the weight range, the Volvo FL6 made its first appearance at the BTAC trials. Of the two examples on show, Whitbread Romsey had what must be the first of this new model in drop frame configuration, fitted with a curtain sided body. In the 16-tonne category, though, it was left to the Ford Cargo 16.15 of Whitbread Blackburn to take the overall fuel consumption honours with 21.24 lit/100km (13.30mpg). Finnishing at a very close second was IDV's MAN 16.170 which returned 21.66 lit/100km (13.04mpg).
Significantly both vehicles had competed in previous BTAC fuel trials — possibly drivers and teams benefit by experience of these events. Of the operators' vehicles, as reported last week, the Whitbread Marlow, ERF C Series scooped most of the awards. This vehicle, which is on double shift trunk operation from the Whitbread Brewery, entered the trials with the same team that accompanied it last year when it won virtually every award. For the '86 trial however, it was driven by Brian Webb, the regular partner of Alex Milne, who drove it last year.
Perhaps this is the main strength and reason for the BTAC trials; not for the factory entries but for the successful participation of operators' vehicles driven by their normal drivers, using normal fleet semi-trailers.
Making its first factory appearance was the new Iveco Ford Cargo 3828. Like many of the 38-tonners it is powered by the ubiquitous Cummins LTA10-290 engine. Its performance for a newcomer was competitive, with fuel consumption of 36.54 litilOOlim (7.73 mpg). Though badged as a 4028 this designation will not apply in the UK where it will be known as a 3828. This 38 designation was applied to the other Ford Cargo tractor entered in the trials, from the Whitbread Romsey depot In the initial results it did better on fuel consumption than the factory Cargo entry but the vehicle was subsequently disqualified for going too slow in some sections.
A similar fate befell the factory-entered Scania P92M which in the initial results finished a very creditable third with 34.20 lit/100km (8.26 mpg). A number of the 38-tonners were shod with Continental EOTs (Energy Optimised Tyres). These are claimed to deliver marked fuel savings, even compared with low profile tyres.
The two Bass Bedford Urban Artics had high payload abilities within their 16.25 tonnes gross maximum. The Cummins 6BTA5.9-powered version, coupled to an exceptionally light trailer, was hauling 11.35 tonnes payload while the Perkins Phaser powered version had a payload of 10.33 tonnes.
This difference in payload was enough to ensure that the Cummins-powered model took the productivity award in this section, but its 25_07 lit/100km (1L27 mpg) was beaten by the Phaser's 24.11 lit/100 km (11.72 mpg).
In the smallest category, for 7.5-tonners, the Post Office fielded two Leyland Roadrunners which wound up with the first two class places for fuel consumption. The Cummins B-series (Leyland 300)-powered Roadrunner took top honours in the class with an exceptional 14.13 lit/100km (19.99 mpg), some 10 per cent better than the now
superseded 6.98-engined version's 15.62 k lit/100 km (18.09 mpg).