• For those depressed by the economic gloom surrounding the
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truck industry, a visit to the Birmingham Motor Show should serve as something of a tonic, albeit a temporary one.
The vehicle manufacturers and the component suppliers have obviously been flexing their technological muscles since the last NEC show, and an impressive number of commercial vehicles are getting not only their first showing in Britain, but are being seen for the first time anywhere in the world.
The show stars are not confined to one particular area either: debuts include the most powerful tractive units in Europe; a host of revised fleet tractors; rigids and multi-wheelers with enhanced power; important entries to the panel van and carderived van markets: and lots of new products from the component suppliers and bodybuilders.
Against this positive picture was the sour feeling that this could be the last commercial vehicle show to be held in conjunction with the car show. With more notable absentees than ever before, many exhibitors agreed that a revised format would serve the CV industry better in the future.
In the meantime, while many of the recent Continental shows have been majoring on environmental concerns, the concensus at the NEC seems to be that few British hauliers are seriously worried about Green issues.
Fewer still, it seems, are prepared to salve their consciences with hard cash.
Instead the main show trend is power, and if the lusty models crowding many displays are anything to go by, the surge in outputs shows no sign of abating for the foreseeable future. Renault
Perhaps the best example of this type of conspicuous consumption is to be found on the Renault stand, in the unique shape of the 375kW (503hp) Mack vee-eight powered AE500 tractor. Though only tying as the most powerful truck on show, it is undeniably the tallest, and representatives from rival manufacturers could be seen examining the cab's unconventional layout.
While revelling in the AE500's notoriety, Renault Truck's managing director Dieter Merz is also disappointed that right-hand-drive models will not begin arriving until late next spring, with only 50 units scheduled for 1991. Some customers, he says, have already placed orders before even seeing the truck in the flesh.
The lacklustre sales performance of the Midliner is of greater concern, however, with Merz blaming heavy discounting by the competition in the 7.5-tonne market for the model's slow start, he adds that Renault is aiming for a "strong comeback" in the municipal market this autumn. To this end Renault has broadened the Midliner range, with extra road sweeper models and a 21-tonne tractive unit, as well as sleeper and four-door crew cabs and a six-speed gearbox for the heavier models. On the stand was a 7.5-tonner featuring the sleeper cab.
Also on display were examples from the facelifted G and R ranges of tractors and rigids. Arguably the most important is the 144kW (198hp) G200 17-tonner which, together with the related G160 and G230Ti, will take on the important twoaxle rigid and drawbar sector.
More details have also emerged about a significant forthcoming model family which is not represented on the stand. The B series is a range of integral vans and chassis cabs in the 3.5-6.0 tonne GVW class to complement the ageing 50 Series and compete with the likes of the lveco Ford TurboDaily.
Right-hand-drive production of the B Series — which shares a cab and 2.5-litre DI turbo-diesel with the Renault Master 3.5-tonne panel van — is due to begin in November, with sales starting early in 199L The B-Series will initially be built in France, but Merz confirms that if sufficient volumes are reached production might be transferred to Dunstable.
Volkswagen Star of the light commercials is the new Volkswagen Transporter, making its international debut at Birmingham. A good selection of body styles were on display, including short and long wheelbases featuring twin sliding side doors, rear wing doors, and tailgates.
Two chassis-cabs were also on show. one fitted with a refrigerated box body.
VW claims that the Transporter is around 95% recyclable, as well as using some recycled parts such as bumpers which started life on old Golfs! Among the many visitors to the stand have been inquisitive and nervous looking rival manufacturers: they've got a few months breathing space, however, as the Transitbasher will not go on sale until the beginning of next year, priced between £8,000 and S:12,000.
The other newcomer from Volkswagon is the diesel Golf van. Available to special order only, it's fitted with the squeakyclean `Urnweit' engine, complete with turbo charger and exhaust catalyst to give clean emissions and odour-free running.
Seddon Atkinson The news of the lveco buy-in hasn't dented Pegaso's product plans for a more powerful Ironer tractor. The Spanish truck builder will be launching a 298kW (400hp) version of its four-valves-per cylinder 12-litre early next year.
While Pegaso says that the Troner engine can go as high as 313kW (420hp), with the arrival of Iveco on the scene it will have access to the 358kW (480hp) 18-litre vee engine used in the TurboStar 190.48. According to Pegaso's international division director Roger Dougherty: "It would seem sensible to take advantage of the technology".
Meanwhile Pegaso is developing a new 17-32-tonne medium/heavy truck range, the T4, which will be launched before the end of 1993 and will include a replacement cab for the existing Seddon Atkinson 2-11 rigid.
Until then the old Motor Panels cab gets a further lease of life from a redesigned interior, following the recent introduction of the 156kW (210hp) Perkins Phaser engine for the 17.21, replacing the 180Ti and 160T variants.
Dashboard and trim follow the Strato style with the same greys and blues: instruments are housed in a curved binnacle. An lsri air suspension seat is now accompanied by a Strato steering wheel, and with the introduction of a springloaded gear lever surround interior noise levels have been reduced by 1.5dB (A). A six-speed gearbox and faster final drive combine with the higher power to suit long-distance work.
A lower weight/cost version of the Strato cab is accompanied by new power units, drivelines, chassis, axles and suspensions on the multi-wheelers; the TC tractors now have the same cab specification.
In fact the cab which is 30kg lighter and a 180 cheaper is the only feature common to all IC models. They come with nine-speed Eaton or ZF transmissions, saving around 100kg.
Like ERF, Seddon Atkinson has specified the Cummins Super E465 14-litre engine for its new twin-steer Strato tractive unit which was shown with the Stratocruiser cab to tempt image-conscious owner-drivers, says Seddon Atkinson.
Ford A short sprint from the VW van-stand and you'd find the Ford stand in Hall 4. The new Escort van gets second billing to the Transporter, if only because it carries over some parts from the old model.
The Ford light commercials shared the largest stand at the show with the car range in an 86-vehicle line up. The Escort van vied for attention with the new Escort and Orion cars and the three vans on display were relegated to a back corner. The red, white and blue trio (the red in post office livery) featured various trim and engine options from the 1.3 Popular to the 1.8 diesel.
With improved access, payload and volume, the Escort should prove as popular as its predecessor — Ford expects to sell 30,000 next year. If you want one, orders will be taken from 1 November, when prices will be announced.
Other exhibits included the bespoilered Fiesta XRV van, adorned with an RS bodykit from the sporty hatchback and the cheeky Fiesta-based Zag from Ghia of Turin. In another corner, the 25th anniversary display for the Transit features an original van amid a wide variety of current models. In recognition of the Silver Jubilee, most of the light commercials on the stand were displayed in metallic silver.
MAN
With the exception of the G90 8.150 7.5tonner, the 10.150 10-tonner and the F90 8x4 rigids, all MAN models are now powered by the new 'EGO' range of MAN diesel engines which are said to reduce noise and exhaust emissions without loss of performance or economy.
In terms of torque the 17.502 tractive unit can arguably claim to be the most powerful in Europe: its huge 18.3-litre vee-10 churns out 2,350Nrn (17341bft) at 1,000-1,300rpm — 17.5% ahead of the Renault AE's 16.4-litre Mack. But the 17.272 and 17.322 deserve equal attention. They share versions of the five cylinder two-litres per-pot unit, rated at 198kW (270hp) and 235kW (320hp). It was developed to give an improved power-to-weight ratio with a more compact installation and is obviously intended to compete with the Cummins LIO for fleet use.
The 6.87-litre six-cylinder engine, which started life rated at 101kW (136hp) in the 7.5-tonne rigid chassis, has now evolved into a charge-cooled unit developing 169kW (230hp) in the 17.232 17-tonne chassis. A 140kW (190hp) version is used in the 17.192.
MAN now specifies ZF synchromesh gearboxes through
out most of its range and on all normal duty F90s the front axle has been uprated to 7.1 tonnes.
Air suspension, which is standard for the drive axle of the 17.502, can now be specified 'as an option on all other F90 4 x 2 tractive units.
Leyland Daf The bi$ news on the Leyland Daf stand was the revised range of tractors and multi-axle rigids called the 80 Series, which are derived from the old Roadtrain and Constructor
Developed specially for the UK market, the 80 continues the integration of the Leyland and Daf ranges and, as with Previous models, combines the best of the old Leyland/ Scammell models with the latest Daf driveline technology.
The new 80s (as distinct from those which are re-badged Constructors) are 4x2 and 6x2 tractors and 8x4 rigids, all of which can be specified with 222 or 242kW (298 or 325hp) engines from the charge-cooled Daf WS family. Proprietary engine options have been dropped from the tractors and could disappear from the 8x4s — but only if demand drops off.
With multi-axle vehicle sales collapsing this year, attention will be focused on the 80 series tractors, which finally gives Leyland Daf a convincing contender in the fleet tractor market.
With the well-proven driveline, claimed kerbweights below six tonnes and a speci fication including ABS as standard, the new model looks like an attractive proposition to operators.
Elsewhere on the stand, the uprated 95 series tractors were on display, with the new 330/360/400 line-up replacing the existing 310/350/380 trio. More power is also on offer in the 6x4 mixer chassis, which becomes the 168kW (225hp) 70.230.
The lighter offerings in the Leyland Daf range are essentially unchanged, although the company is working hard to improve its performance in the vital German market with the 7.5-tonne Roadrunner playing a major role in the offensive.
Leyland Dafs vans were on the same stand in Hall 5. Seven vans from the 200 and 400 ranges were on display, featuring all the latest specification changes. The 17-seat high-roof bus was fitted out to the latest Hi-line specification; other models include dropside, short and long wheelbase models, with petrol, diesel and turbo-diesel engines.
Rockwell Rockwell gave a European premiere to its new range of metric tandem axles,
which are planned to supersede the popular SSHD/SRHD units. Designated the RT-44-153P and the RT-52-153P, the tandems are compatible with existing suspension bracketry and brakes, and designed to cover the 24-50 tonne GCW range.
The axles are lighter than before (98kg less than the SSHD), and are designed for improved durability (partly thanks to an optional integral oil pump) and to accept faster axle ratios of up to 2.8:1.
Rockwell also showed a new front-axle design with a 7.5-tonne capacity which heralds the return of the company to the front-axle market. The design is available with Rockwell's own disc brake, and future versions at 3.8 and 5.0 tonnes are due next year.
ERF ERE showed its latest range of tractors and rigids; taking centre stage was the E14.46 tractor with Cummins NTAA 465 charge-cooled 14-1itre diesel. Other ex
hibits featured running gear and driveline refinements, including the latest power units from Cummins and Perkins, and the Ecomid synchromesh gearbox from ZF (with the news that the ZF Ecosplit transmission may well be adopted as a synchromesh alternative on the more powerful E14 models.
Looking further ahead, ERE will be introducing a new range of heavy trucks with a new cab by the end of 1992, according to chairman Peter Foden. The Sandbach-based truck maker has a development programme earmarked for its new HGV line-up. The lion's share of this is likely to be spent on the cab, which will continue ERF's existing composite design philosophy atop of a bespoke driveline. However, it appears unlikely that the company will find room for the latest Gardner engine alongside its current Cummins and Perkins Eagle options.
Despite the potential for increasing overall sales volumes, Peter Foden says that ERF will not be going any further down the weight range, least of all into 7.5-tonnes. But the company aims to up its export activities spearheaded by bus chassis, especially to Africa and the Far East.
Gardner
Despite having more or less dropped out of the truck scene, Gardner has produced an updated version of its 12-litre engine called the LG1200. As we reported last week, the 12.7-litre engine comes in four power ratings, from 205 to 261kW (275-350hp) for trucks, with less power on offer for the bus and coach market (which remains Gardner's main strength).
The LG1200 is 115mm shorter than its predecessor, and among a large number of detail changes, it now boasts a geardriven timing system, improved coolant and oil flow rates, and the option of a centrifugal oil filter promising 48,000km change intervals.
Mercedes-Benz
Having completed its line-up of revised Powerliner 2 tractive units earlier this year with the vee-six powered 1733, the main attraction on the Mercedes-Benz stand was the revised range of two-axle rigids, represented by the charge-cooled 155kW (211hp) 1720 version.
In creating the 1717 and 1720 from the previous 1617, Mercedes utilised many of the features found in the tractors, such as the updated SK cab and extended service intervals.
Although not at the show, the company's six and eight-wheel chassis can be expected to receive the same treatment, with the 2421 and 3025 destined to become the 2422 and the 3029 respectively.
The revised rigids are not expected to see the light of day until the Tipcon show next spring. Other models under consideration include more powerful two-axle rigids such as an 817 7.5-tonner and a 1320 13tonner,
The novel engine brake the company unveiled recently for its larger vee-eight and vee-six engines (CM 2-8 August) is definitely destined for the UK; limitations on initial production capacity mean that the eightcylinder engines will get it first, and the option is expected to be available before the middle of next year at well under 21,000.
As reported last week, Mercedes is planning to fill the gap in its Powerliner range between 261kW (350hp) and 358kW (480hp) with a new 298kW (400hp) engine variant, although the company admits that this is still some years away.
The 298kW vee engine will be a "fully developed" power unit, rather than a downrated version of the 0M442LA engine used in its top-of-the-range 1748 tractor.
Electronic fuel injection systems will also be used on the next generation of Mercedes heavy trucks to satisfy environmental legislation. The SK cab, however, looks like being around for at least the next three years while Daimler-Benz works on its replacement.
Tucked away on the M-B stand there was also an impressive display of computer-based operating systems including the Geograph route-finding system which can provide highly detailed routeplanning data, backed by trip costings. MB (UK) is testing the water to determine operator demand for such systems.
Sharing a stand with the MercedesBenz trucks, the light commercial range was represented by its most recent additions. The 410D chassis-cab made its UK debut and shares its five-cylinder diesel engine with the other Ti models.
Ray Smith
The first Metroswap system, designed for quick transfer of freight to small edge of town locations is to be operated by LEPSwift and produced by Ray Smith Demountables. A drawbar vehicle carries four or more demountable swap bodies at a time over the trunking stage of the operation.
After they have been dropped off local distribution is carried out using 3.5-tonne demountables, eliminating warehousing.
The air-suspended trailer can be lowered to be reversed under the bodies left standing on legs by the 3.5-tanners, and then raised to align the height with the front section of the drawbar rig. The bodies are then pulled along the deck. assisted by slim hydraulically operated skates.
Conventional swap-body operation with larger bodies is not compromised by the Metroswap system. Vauxhall
Like Ford, Vauxhall had cars and light CVs on the same stand. Although the Vauxhall van range was confined to the back of the stand, the new Novavan got star treatment on a turntable out front with the cars. Based on the Nova threedoor hatchback, it has been treated to the same changes of the facelifted car and is certainly attracting plenty of attention.
A new bonnet, wings and dashboard give the pretty Novavan a good start in the CDV sector, against competition from the likes of Ford, Peugeot, VW and Rover. The Midi too gets a minor facelift, and is on display with the rest of the range in Hall 1.
GKN In response to the growing demand for higher rated front axles, GKN showed its new S75 axle rated at 7,500kg. The lighter S63 version has reached a limit at 7.1 tonnes, so in the expectation of two-axle 18tonners and three-axle 26tonners the S75 gives the chassis manufacturers an additional option.
It is interchangeable with the S63, and can be fitted with any proprietary brake systems including ABS; a three-year warranty is also offered. GKN will not give details of potential customers, but does say the axle is currently under trial, with production scheduled for early 1991.
Scania
To counteract the downturn in the market, Scania says it is determined to increase its market share from just below 9% this year to 10% in 1991 and to 13% by 1995.
It is particularly concerned about the effects that proposed legislation will have on its present product range: the 6x2 tag axle tractive unit is a popular choice among customers, but the use of the lifting capability will be denied them from 1991 and Scania will not be allowed to build such vehicles after the start of 1993.
As one door closes another opens, however, and for the first time the company is exhibiting a bonneted T truck in the UK. At the moment it is not available, nor is it Type Approved, but Scania says: "We are testing the water." The T113ML 4 x 2L tractive unit powered by the DC11 engine rated at 267kW (3634), is seen as a suitable contender for tanker or bulker operations within the new maximum length dimensions.
The 360 designation could also be extended to an eight-wheel rigid chassis if there is sufficient demand, but the new P113MI 8x4R 320 will meet operator demand for more power. Its six-cylinder inline engine develops 228kW (310hp) at 2,000rpm, and 1,405Nm (1,0361b1t) of torque at 1,100rpm.
As with the existing lower-powered eight leggers, it is equipped with Scania's own 10-speed GS871 synchromesh gearbox, but with a range of final drive ratios can offer a claimed gradeability of up to 52% (1:1.9), or at the other end of the scale a top speed of 113km/h (70mph).
About half of Scania's 1,000 research staff are employed to solve environmental issues. Some of the fruits of their labours can be seen on existing models, such as the Bosch Electronic Diesel Control (EDC). This fuel management system is now standard equipment on the 14-litre vee-eight engine which powers the top-ofthe-range R143 MA 4x2 R470 tractive unit. But it must be only a matter of time before it is offered on the R143.450 and R143.400 models too.
Front-axle air suspension, for drawbar application or for vehicles carrying delicate loads, will become available in the UK in about 12 months, but with a weight penalty of some 80kg. Both catalytic converters and particulate traps are also undergoing evaluation/development trials.
As CM was able to reveal last week, Scania will be replacing its current fourspring bogie with a two-spring version to help reduce the kerbweights of its eightwheelers. The P113 320 already offers front parabolic springs with a saving of about 63kg per set.
Cummins
CELECT — Cummin's electronically controlled injection system — is expected to become available on 10 and 14-litre engines in the UK in 1992 once the company has completed a training programme on the servicing implications.
CELECT continues to make use of camshaft-actuated injectors, but has introduced a solenoid to determine the amount of fuel injected for each stroke.
Sensors placed around the engine pass infortnation to an electronic control module (ECM) which continuously calculates the optimum fuel quantity and timing. Different software programs can be provided for any given base engine to optimise the balance between emissions, economy and performance.
M&G A striking 35m3 aluminium powder tanker from Omep of Verona was on show as the first fruit of an Anglo-Italian venture with M&G Tankers & Trailers.
It operates at up to 1.3bar and discharges via three cones with outlets at the rear. For stand-alone operation, a Lombardini diesel-powered compressor is available with RO-R/BPW air or mechani cally suspended running gear and a front lifting axle.
ZF ZF, meanwhile, has developed a driveline concept to satisfy the special requirements governing automatic transmissions in low-floor buses — its Ecomat automatic transmission is installed with the engine transversely at the rear of the vehicle. Engine power is transmitted through the transmission to a special low-floor dropcentre axle through an 80° angle drive which is also offset vertically by 217mm.
This application is designed to suit city buses in particular, where it is able to cater for a flat space at the rear, allowing wide rear doors and a low floor height.
Eaton lveco becomes fourth in line after MAN, ERF and Foden to offer the SAMT transmission from Eaton.
sAm-r, a semi-automatic version of the well-established Twin Splitter transmission, is supplied in two models to suit maximum input torques of 1,560Nin and 1,815Nrn (2,115 and 2,461lbft).
An electropneumatic gear shift replaces the conventional shift mechanism, and a switch replaces the gear lever. All gear changes can be made without using the clutch or the throttle — the clutch is used only for stopping and starting.
To meet the requirements of the torque produced by the new generation of highpowered engines shown by nearly every manufacturer, Eaton has developed a nine-speed constant-mesh box, the 15618, with a splitter on each ratio to give a total of 18 gears.
AWD
Each time a new show comes around AWD seems to be able to add another model to its small but growing range. This time it is the MT 15-18, a civilian version of the M-type 4x4 military truck, with more power, payload and a TL tilt cab.
It uses the Perkins Phaser engine in turbocharged form, giving an output of 134kW (180hp) through a five-speed Spicer box and two-speed transfer box, allowing two-wheel drive in high and all-wheel drive in low. The all-up weight of 14.75 tonnes offers about an eight-tonne payload.
The articulated Multidrive design has also taken a4urther step forward with the arrival of a tanker model. Body height has been reduced by moving away from the central spine design and incorporating the chassis in the construction of the tank, produced by Thompson Tankers.
With a 27,000-litre bulk fuel body the drive/steer articulated system operates within an overall weight of 32.5 tonnes.
Corralls has taken the first, powered by a Cummins C Series engine, for use in rural areas where its 16.75m turning cir
cle should prove invaluable, easily outperforming the alternative rigid eightwheelers.
With the advent of the recession, AWD's plans to extend its product range have had to be revised. Marketing manager Malcolm Jefferies says that a 38-tonne tractor "is now on the back burner, although we'll be there in the fullness of time", However, AWD is close to gaining Type Approval on its Multidrive MTL-33, TL24-27 six-wheeler, and 32-tonne TL drawbar and artic models. All four chassis are powered by the 8.3-litre Cummins C Series engine at the old 198kW (265hp) rating, although the latest 205kW (275hp) version will be fitted "as soon as we can".
Sevel All three versions of the latest facelifted Sevel van were on show. The Peugeot Talbot Express, Fiat Ducato and Citroen C25 ranges formed the centre of their respective manufacturer's displays.
Peugeot Talbot had the most dramatic stand, with an Express van on show overhead and the latest 4 x 4 Incident Unit at the centre. The Express 290, prize in the current Commercial Motor competition was also on show.
The Citroen C25s arrived just in time for the show. Five models were exhibited, from the C25E 1000 petrol-engined panel van to the longwheelbase and high-roof diesel models.
Fiat, like Peugeot Talbot, showed a 4x4 model among a selection of panel vans. The long-awaited 1.9-litre turbodiesel is being offered in some Ducat() models; Citroen and Peugeot Talbot plan to introduce a similar engine in their models sometime next year.
All the Sevel models should be available around the turn of the year.
F50 Another newcomer making a muted debut in Hall 3 was the FS° one-tonne truck. Based on the ungainly Polonez hatchback, the truck is basically a chassis-cab imported with a dropside pick-up body ready fitted.
Finished in flame-red with a swaged galvanised steel floor, it's practical rather than pretty.
Nonetheless with a predicted list price of .E5,000, the Polish pickup should find a ready market among those needing a cheap and rugged workhorse.
The first shipment is already on the way, and FS0 plans to import the chassiscab if there is sufficient demand. A host of extras are available including a body top.
Renault The display of Renault light commercials included an Extra pickup by O&H of Goole. It is based on a standard Extra van and carries Renault approval; it should be a useful supplement to its fleet sales.
Also on display was a Master crew-cab with Tipmaster body, one of many Tipmaster conversions on light CVs around the NEC.
Mitsubishi The quota-restricted Japanese manufacturers are offering no new products this year, but there were some interesting conversions on their light CV stands, not least from Mitsubishi who exhibited a Vallebodied grocery delivery van on an L300 chassis-cab. The insulated body has side roller shutters and can be fitted with a refrigeration unit.
Toyota Toyota is also displaying a refrigerated conversion, in this case based on its Hiace panel van. The body is fully insulated and the fridge unit mounted on the roof. The rest of the van is unmodified.
Mazda In Hall 4, Mazda is showing a tipper-bodied B2200 pickup. The unfortunately named 'Mazdatip' sounds more like the last resting place for old Mazdas than a smart dropside tipper. Built by dealer Terry Howlett, the tipper body bolts directly on to the chassis in place of the original pickup and is available in steel or aluminium.
Land Rover Land Rover had one of the few fully enclosed stands at the show — are we to infer that our home-brewed 4 x4s are built to withstand the toughest conditions in the world, but not the rigours of showtime?
The new Defender 90 Hardtop was hiding in a corner away from the glittering Range Rovers and Discoveries. With the Discovery direct-injection turbo-diesel and minor trim changes to improve the interior, the Defender promises to be the best Land Rover yet. Although the basic design is well over 40 years old, the new engine should ensure its continuation for the foreseeable future.
Wilson's Wilson Double-Deck's 12.2m/19,000litre underfloor tanker-cum-general carrier is displayed alongside a tidy 10m twindeck tandem-axle trailer which was built for Argos to give easier access at citycentre stores.
Its 4.15-high floors match the capacity of a conventional 16m trailer.
Wilson has fitted its own powered lift and swing-beam independent suspension, which is also offered in tri-axle form.
Besco Besco has taken the Green truck theme one step further with its Series 60 Freighter Concept for the Royal Mail. In addition to the windcheating bodywork, produced by Besco with aerodynamic design input from Ricardo AS&A, the Green Freighter has a particulate filter, speed limiter, category 1 ABS and air suspension, along with the latest Michelin XDA drive axle tyres and a rear-view video monitor.
Royal Mail Letters is evaluating three aerodynamic Freighters; sister company Royal Mail Parcelforce has two on trial.
In addition to its existing aerodynamic body systems for Freighter and Cargo rigids, Besco is now offering them on the Renault Midliner and the latest MercedesBenz 17-tonners.
Southfields Southfield's first Speedloada sliding-door system, shown on a 7.5-tonne Midliner S140, provides enough side access for two metric pallets side-by-side.
The side doors are top-hung on roller bearings from a single track and slide over each other to be secured by a single overcentre locking lever. Insulated versions are available, and the system may be extended beyond two-door models for the trailer market.
Some fine examples of aerodynamic bodywork on show at the NEC were typified by the shapely Windfoil-e quipped
AWD TL8.14, featuring Papworth curtainsider bodywork. With a full airmanagement system the rigid tares out at 4,539kg. Windfoil is currently producing more than 60 sets a month to suit most popular chassis.
Wabco Wabco Clayton Dewandre included the latest C Generation ABS for commercial vehicles among an extensive array of its electronic control systems.
Category 1 ABS will become mandatory on HGV trailers and long-distance coaches in 1991/92. Wabco equipment is already first choice for Mercedes-Benz, Range Rover, Daf and Scania, and for trailer manufacturers Charles Roberts and Magyar.
Hendrickson Norde Two suspension developments from Hendrickson Norde are also on display, with an El0 4x2 tractor sporting a brand new four-bag air suspension system (available from April 1991), and an E8 rigid fitted with the latest HN460 rubber bogie suspension, offering easier assembly.