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CM's future trailers

3rd February 1994
Page 10
Page 10, 3rd February 1994 — CM's future trailers
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Which of the following most accurately describes the problem?

by Brian Weatherley • Commercial Motor's 38 tonne roadtest programme has been brought bang up to date with the arrival of two new curtainsider test trailers, courtesy of Fruehauf.

Their specification reflects the kind of high-quality dryfreight semis that today's artic operators are buying.

Up till now we've been happy running our old 12.2m long/4.2m high Fruehauf triaxle and tandem trailers around CM's 1,300km Scottish test route, even though they were approaching their 10th birthday.

But a lot has happened since they first entered service with us—not just in trailer designs, but also legislation. Consequently our new curtainsiders are 13.55m long with a 4.0m roof height.

Most work

We expect our triaxle to get the most work; it was the first to roll out of Fruehauf's Tamworth depot which did all the bodybuilding work. The tandem will follow soon.

Along with the standard Eurofront curtainsider body with sliding side posts, Cll/fs triaxle has the latest RuberyOwen Rockwell Series 9000 axles with Fruehaufs own T-air suspension.

Following the growth in more aerodynamic bodywork our semis have Fruehauf s new aIlGRP slip-streaming front bulkhead (laid over a conventional steel subframe) plus fully profiled

sideskirts with Parlock mudwings and Monsanto anti-spray kit. The 385/65 R22.5 Michelin

wide singles on Alcoa machined alloy rims add a final touch of class.

Having written plenty about vehicle theft we've taken a leaf out of our own book.

The alloy wheels have special locking nuts and the trailer's main (red) air line is protected by a Knight Lock security system which replaces the normal connector with a special twopart fitting—without the key you can't link up to the trailer and it stays put.

All CM's tests are run at the legal weight limit with concrete blocks providing the main load; steel 1,300-litre water tanks at the front and rear allow for finetuning over the back-bogie and king pin. On the triaxle we've got a dual pin position of 1,150 and 1,550mm.

The test loads are securely clamped to the trailers in order to withstand full-pressure brake testing at 64kmh (40mph).

CM's old triaxle tared out at

7,000kg. Our new tri-axle is heavier—by lkgl As we've been able to match the old kerbweight we can still make payload comparisons with previous tests. It also shows how much Fruehauf has improved its dryfreight trailer chassis over the past 10 years.

Three years ago Fruehauf redesigned the chassis which had an uprated radiused neck and slimmer (though stronger) main beams—the result of computer-aided design and manufacturing.

At the same time its T-air suspension gained corrosionresistant composite pistons which helped lose weight. Other changes included the adoption of lighter frame fittings and simpler air circuits. Some 400kg was shaved off the tare weight.

Who'll be the first manufacturer to run with our new trailers? Rumour has it that Volvo will soon have an FH340 ready for press tests...so you never know.

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