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More models to weigh up 100 stands to visit

5th November 1983
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FROM NOVEMBER 11 to 19 Glasgow plays host to the Scottish Motor Trade Association's 54th Scottish Motor Show; it will be the last to be held at Kelvin Hall. In two years' time the exhibition will take place in the Scottish Exhibition Centre being rebuilt on reclaimed dockland in the city. But for now it must remain a small provincial dealer show; nevertheless, it is the largest motor exhibition being held in Britain this year and will be well supported by major chassis manufacturers.

Just over half the 200 stands will be related to commercial vehicle activities. With many of the vehicles already adorned in a customer's livery, the Show can be relied on to provide a colourful spectacle.

As a preview to the event we take a look at some of the models that will be exhibited in Glasgow for the first time.

More room in Metros

AUSTIN ROVER increased payload of its Metro 310 fi 250kg to 310kg (550lb to 68 earlier this year. At the si time, a full-length flat-steel f was introduced.

The suspension has b uprated with larger capacity dragas units, rubber archrear-spring assisters and fened subframe. A thicker roll bar taken from the MG IV turbo replaces the stanc saloon version.

With the 440 and 575-S1 Morris It& vans and pick Austin Rover has improved dards of comfort and perf ance.

The use of a computer signed acoustic insulation has reduced interior n levels, while the latest, 1275 plus engine is said to give per cent improvement in economy.

Payload for the 440 w' 437kg (8.6cwt) and for thE vans is 588kg (11.61cwt); offer a load space lengi 1.85m (72.8in), the longe any car-derived van in class.

The steel unitary constrt. van bodies have hinged rear doors. The pickup f single tailboard, a hard, capped waistline and dc skinned side panels.

TL climbs weight range

FORD has extended its TL e with three new tractive ; and a 6x4 rigid (a 6x2 TL first shown at the NEC last )• e tractive units are plated at ?8 and 32 tonnes. All new els are powered by Beds own 8.2-litre Blue Series ne rated at 155kW (208bhp) 500rpm and with a maxi torque of 689Nm (508Ibft) 30Orpm.

Updated cab — better seats

)AF FTG 3300 DKX 6x2 tracinit is similar in its specificao the FT 3300 DKX 4x2 tracunit except for chassis h and the second steered e 11.6-litre DKX turboled and charge-cooled enproducing 246kW (330bhp) 200rpm and 1,310Nm At) of torque at 1,300rpm, drives through a 16-speed synchromesh range-change and splitter ZF 16S 130 gearbox.

The cab, although now dated in its appearance, is kept up to date with internal fitments like air-suspended lsringhausen seats and DAF's Visar economy driving aid.

The standard 1699 straight spur hub-reduction axle has lockable differential, while air suspension for the second steered and the drive axle is also standard. With a 3.8m (12ft 6in) wheelbase, the 3300 twin-steer has an unladen weight of 7.65 tonnes.

Two launches this year

ERF has launched two new vehicles this year and both will be on show in Glasgow.

The M16, a new 4x2 16-ton rigid, is powered by a noncharge-cooled version of the Perkins T6 354.4 with a net installed output of 105kW (141bhp) at 2,600rpm. A sixspeed Spicer gearbox with a torque capacity of 542Nm (400Ibft) is well able to cope with the maximum engine torque output of 481Nm (355 lbft) developed at 1,600rpm. The power take-off options will appeal to many operators.

At the rear, ERF has employed the latest Rockwell R144 rear axle, a European version of a heavier American design.

The vehicle is available in five wheelbase options ranging from 3.8m (12ft 5.5in) to 5.5m (18ft) and in chassis-cab form has a typical unladen weight of 4.5 tonnes, some 360kg (7721b) lighter than the previous model. With the body added, it should provide for a full 10-ton payload.

The vehicle is being built at Sandbach with an smc cab and high-tensile steel chassis and we are told bears no resemblance to the lighter, Hino-inspired range still at the talking and design stage.

ERF's C40 rear-steer 6x2 tractive unit is designed for operation at 38 tonnes coupled to a tandem-axle semi-trailer to provide compliance in payload compatibility. The vehicle on display will have a Cummins E290 engine matched to a Fuller RTX 11609A nine-speed overdrive Multi-mesh gearbox. However, the Rolls-Royce turbocharged 290L rated at 220kW (270 bhp), the large Cummins

Report by Bill Brc

NTE 350 247kW (232bhp) and 14-litre Gardner 8LXCT gine are among the many gine options.

Caterpillars to order

THE FODEN S108 has -bec the first UK production vehic be equipped with a Cater; engine. This Foden eight-1A tipper can be specified witt Caterpillar 3306 power unit ported from the United St which develops 20' (270bhp).

Other specification detai clude a Fuller RTX 11609B speed gearbox, Lipe twinclutch, Spicer propshafts, I well bogie and Foden FF2C ber suspension.

Foden's 6x4 38 tonnes tractive units have lower weights than many rival The Show model has a mins 14-litre six-cylinder 350 engine, with a max power rating of 252kW (33E Lightweight torsion be' pension is designed to im traction and prolong tyre addition to maintain smooth ride.

With a high, aerodynan shaped roof, a double• sleeping compartment be available on the S10 ran, the first time.

Better econom from Fiestas

FORD'S Fiesta van has s changes to reduce drag ar prove visibility. Interior iml ments include a new instil layout, facia panel, and h and ventilation system. 1Th models, the Popular and both available with either or 1,117cc engine.

The show model, a Fiest !ed with a digital clock, tailwash/wipe, heated rear ow, head restraints, fabric and halogen headlamps.

th engines' detailed design ges include higher corn;ion ratios, improved camt profile, swirl-inducing dual-outlet exhausts and :riction pistons. Fuel ecoy is claimed to be improved ; much as 11 per cent for the ler engine and 34 per cent e the larger unit is fitted.

9 rationalised Ford Escort 3 now has only three basic els. The 35 Popular is red with the improved cc engine while 35 and 55 models are equipped with 1,300cc CVH (compound e angle, hemispherical I engine.

3 55 van to be shown will become available with s own 1,600cc overhead lies& engine next year.

rd broke the Japanese glehold last year on the Dn pickup market in the UK ts South African-built Cormsed P100 (CM road test, 10, 1982). The Show model 3 Walker Truckman load:anopy.

UK's best selling commer3hicle, the Ford Transit, has nber of detailed changes ; and out. Load-lashing ; are now available as an Cargo 6x4 is to go on in Britain for the first time ; fitted with the Deutz air3d engine, developing J(206bhp) and a Hendrickio-spring bogie.

ctory-built sleeper-cab opthich adds 0.54m (2ft 9in) length is now available for 2 rigid and tractive Cargo Is of 7.5 tonnes gvw and addition to its Sherpa van range with 2.8, 3.1 and 3.5-tonne models, multiplied up by swb, Iwb, xlwb and minibus variants.

Both track and body have been widened and the roof is almost 6in higher than on the lighter, narrower and older versions.

All heavier petrol Sherpas are to be fitted with the two-litre 0Series ohc engine, an lpg/petrol option will be offered as a factory approved conversion and a diesel variant will arrive in January.

Up to 3.1 tonnes the new vans employ single rear wheels while the 3.5-tonners have twinned 185 x 14 tyred rear wheels, and these models are geared for slightly slower speeds.

Payloads range from 1350kg (26.77cwt) for the short-wheelbase 285 model to 1,950kg (38.38cwt) for the swb 350 model and Freight Rover's own front beam axle is used with telescopic dampers, an anti-roll bar and single tapered leaf springs. At the rear, a similar type of spring is used, but spring rate is varied with different dampers to suit each.

The Sherpas now have polyurethane foam filled energy absorbing bumpers — without integral lights.

Twin-steer launch

IVECO plans to launch its 220.38 6x2 twin-steer tractive unit at Kelvin Hall; some, in fact in lhd form, are already on the road.

Designed for operation at 44 tonnes gcw the new model is powered by a water-cooled 280kW (375bhp) twin turbocharged V8 producing a torque output of 1,650Nm (1,217lbft). Plated for 38 tonnes, it has an unladen weight of 7.39 tonnes inclusive of sleeper cab, fifthwheel bed plate, catwalk, steps and mudwings. A Fuller RTO 18413, 13-speed Multi-mesh gearbox drives through to a hubreduction rear axle. The outer axle spread measures 3.78m (12ft Sin) but will be extended later by 20mm when righthanddrive models are introduced.

Air suspension is employed on both second and third axles and the pressure in the air b is apportioned according to load applied to ensure optim weight on the drive axle. At lower end of the lveco range some new medium-weight cl sis cabs.

The 79.14 and 109.14 cha cabs on display will be models in the 6.0-to 11 tonne-gvw Z-range with rev cabs and engines (CM Oct The latest high-power engir available only in chassis c iveco's integral vans in th, range continue to be fitted either the 92kW (123hp) six inder engine or the 70kW (9 four. Iveco is breaking ground by fitting front brakes as standard for this rE up to 7.5 tonnes. Disc diem( of 315mm (12.4in) givE effective braking are 250sqcm (15.25 sqin) per wl The four-pot calipers claimed to be virtually mair ance free.

The 109.14 is available in wheelbase options from 3 5.1m (10ft 6in to 16ft 8.7 Revised features of the I chassis include new undE bumper and modified cab and wings.

Powerful 16-tonner

!CARRIER is to launch its and more powerful 16-to the Renault G170, at this y show. Despite earlier clamp the manufacturer that Re and Dodge ranges will overlap, this model comes the top end of the Comm G16 models.

It employs the same 1 (169bhp) power unit devell 558Nm (411Ibft) used ir Mack Midliner range tha nault exports to North Am Maximum power is obtainE relatively high engine spe 2,800rpm. 1,800rpm is the mum torque speed. sixteen-tonner's day and >er cabs are the same Club )ur components which will tted to the G260 tractive ) B6 gearbox is a six-speed iromesh overdrive unit carover in a slightly refined from the GF151 used in Re s current 16-tonner, but the eduction drive axle comes ly from Renault's 38-tonne re unit.

the stand will be the long75m (18ft 10in), wheelbase I, but the manufacturer a choice of two others; (14ft 9in) and 3.8m (12ft 1) wheelbase models ig the range with a kerb

t of 5.17 tonnes. Both front :ar suspension systems inirate semi-elliptical leaf is and anti-roll bars.

e approval has already granted. The vehicle is to ilt at Dunstable and is exIto be released for sale by -iber 5.

ge stopped producing sixad rigid chassis about six ago, but early next year ill change when the G24 iando becomes generally )1e. The 6x4 will employ ckson lightweight beam Ision and Eaton drive axhe engine will be the 3 V8.540 developing an led output of 12 7kW 13),

specification sounds to conversions of the 00-Series Commando en gineered by Tricentrol which, using a flitched chassis, had an unladen weight of 6.3 tonnes, but differs here in the use of a Fuller RTO 609 nine-speed gearbox in place of the 16-tonner's five or six-speed box and is without the option of a two-speed axle.

Renault's much acclaimed tractive unit for 38-tonne operation came into Britain in righthand drive form only this year. The G260 combines low kerb weight with a power to weight ration of almost 7bhp per ton.

The short-cab version weighs in at 5.77 tonnes and the longerwheelbase sleeper weighs only 325kg (6.4cwt) more when each is equipped in road-going condition with fifth-wheel, ramps, rear wings and a full 66gallon tank of fuel.

Again, the Club cab is used, mounted on a high-tensile bolted and riveted chassis. The power plant is a 9.8-litre turbocharged six-cylinder diesel rated at 198kW (258bhp) at 2,200rpm and a torque of 982N m (724Ibft) at 1,240rpm.

Renault's light-weight B9 ninespeed, synchromesh, over-drive, range-change gearbox, coupled to a hub-reduction axle, gives a geared speed of 113.6km/h (70.6mph) and gradeability of 25 per cent.

If sales prove successful this will be another Renault model to be assembled at Dunstable for the British market.

Lower-weight Freighter

LEYLAND introduced its 16-ton gross vehicle weight Freighter two years ago at Kelvin Hall. Since then the range has been extended downwards to the 11.11, the lightest model in the range which will be shown this year. Plated at 10.9-tonnes gvw, it is a vehicle intended mainly for distribution work.

Naturally aspirated or turbocharged versions of the 5.65-litre 98-Series engine are available with respective net installed outputs of 78 and 100kW (105 and 134bhp). The 11.11's five-speed Spicer box is matched to a single-reduction rear axle.

The Constructor 24.21 lightweight mixer chassis, first shown at the RHA's Tipper Show in May, is designed for bodies with load capacities of 6cum (7.8cuyd). A subframe for the concrete mixer comes as standard but the flitching normally included for tipper use is omitted.

The two epicyclic hub-reduction axles include a lockable third differential.

The Scam mell Roadtrain 20.32 6x2 twin-steer tractive unit is newest in the line up and will be shown publicly for the first time; however, some are already in operation. The use of simple steel suspension throughout the chassis contributes to the vehicle's low kerb weight of 7.5 tonnes.

Unlike the 4x2 Roadtrain built at Leyland, the Watford-assem bled 6x2 Scammell has the 320hp version of Cummins' ubiquitous 14-litre NTE engine.

Lightweight 38-tonner

THE MERCEDES-BENZ 2025S rear-steer 6x2 tractive unit was introduced in September. Ferrymasters liked the look of the light-weight, low-powered units and immediately ordered 30.

The righthand-drive 2025 has a kerbweight of 7.33 tonnes and an outer axle spread of 3.9m (12ft 9.51n) which under the amended C and U Regulations provides for a gvw of 22.36 tonnes. 12R 22.5 tyres at the front allow plating at 6.61 tonnes. This, in turn, allows for high imposed kingpin loadings of up to 14.48 tonnes with the fifth-wheel set as much as 815mm (32in) forward of the drive axle.

The 7.5mm (0.3in) thick, lad der-type chassis frame, structed from high-tensile with 295mm (11.6in) deep members and 70mm (2; wide flanges, contributes r to the weight saving. Mo attributed to the use of cor tional four-leaf parab springs, unlike the more pc ful Mercedes-Benz 2028LS models which uses air be on the drive axle.

The air-bag suspensior sisting the single leaf sprini the second steered axle ci controlled from within the c transfer load onto the driv; for improved traction in di conditions.

The asymmetric rear sr lead to a short overhar 830mm (42.7in).

The steering linkage co ing the two front axles -lc the same pattern set b 2028LS chassis.

The Mercedes-Benz ; bunk M-sleeper cab availa all models down to the rigid is standard equip here. A longer L-two-bur can be specified as an opi naturally aspirated V8 14.f diesel produces a net in er rating of 184kW (247bhp) 300rpm, while a maximum Je of 932Nm (687Ibft) is at'd at 1,200rpm.

e ZF Ecosilit range-change/ :er synchromesh gearbox )ndard, giving a total of 16 s, driving through to either to 1 or 4.64 to 1 drive-axle . These produce respective red speeds of 105 and 1/h (65 and 59mph) with first gradeabilities of 19 and 21 ent.

e 2025S is an addition to the LS three-axle tractive unit 1625/1628 and 1633 tworange of tractive units conted to comply with the rements of 38-tonne opera

3 1633S remains Mercedesflagship, providing 6.3kW/e (8.66bhp/tonne) at 38

from its twin turbo 90 )e V8 engine. Ample torque up makes for fewer down

(ELVIN ALL 83 1EVIEW

changes on gradients. In normal conditions, the 14.62-litre unit is governed to 1,900rpm where specific fuel consumption is much lower than at maximum revs, which the driver can obtain when full power is needed by overriding a strong detent on the throttle pedal.

Options include the Mercedes Wabco ABS braking system. Highly sophisticated electronics are used to sense individual wheelslip rates and correct them automatically before a skid can

Occur.

At the lighter end is a model not new but unusual. It is a Dusseldorf L407D van derated from 4.6 tonnes and plated as a 3.5-tonne van for those operators who want a threepronged star with more room than the Breman 310 can offer.

Different approach

SCANIA's Show models will include an R112M 6x2 RC tractive unit and a P82M Ri 50 eightwheeler.

Scania's 6x2 has a lifting trailing-axle with single wheels. The unit's competitive weight has helped Scania sell more than 300 of this type of vehicle in the UK since launching it here in the spring.

This model's engine is the impressive charge-cooled 245kW (333bhp) version of Scania's six-cylinder turbocharged engine introduced earlier this year at the same time as the 308kW (420bhp) rated charge-cooled version of the 14-litre V8 engine.

The R112M 6x2 RC, with a design gcw of 52 tons, features Scania's own 10-speed rangechange GR870 gearbox and diff lock fitted as standard components.

Although the axle lift is standard equipment, it may be deleted from the specification to reduce the unladen weight by 104kg (230Ib).

Scania first entered the UK eight-wheeler market last year. The P82 8x2 RS weighing 8.38 tonnes, was introduced primarily for tipper use. As shown in the shorter wheelbase option, it will have a GR870 range-change gearbox in place of the standard, lighter GS770 10-speed splitter box.

Scania's DSi'8 7.8-litre engine is both turbocharged and charge-cooled. At 30 tons gvw it has a power to weight ratio of 5.6kW/-tonne (7.7bhp/ton).

Both front axles have a design capacity of 7 tonnes when equipped with 12R 22.5 tyres while the rear bogie has 11R 22.5 radial tyres and gives 16 degrees of articulation. A rear stabiliser is fitted to restrict bocly roll. The design of the suspension must be noted for the number of bushes to be greased.

The P-cab incorporates an electrically operated window, while electric heating extends to the driver's seat and rear-view mirrors.

Whole range is updated

SEDDON ATKINSON, despite the financial troubles of its parent international Harvester, has in a little more than ayear, updated its 16 to 38-tonne range.

The 401 6x2 rear-steer tractive unit with Cummins E290 or Rolls-Royce 290L power unit went into production this May and uses the same chassis frame as the 301 tandem steer. The second steered axle, using the same beam and stubs as the first axle, employs Dunlop Pneuride air suspension and is located by parallel trailing links and a transverse Panhard rod.

The outer axle spread is 3.8m (12ft Sin), allowing a gvw of 22.6 tonnes. The drive-line specification includes a centre-bearing propshaft and Rockwell R180 rear axle with diff lock. Dry weight for the sleeper version is as 6.84 tonnes; thismakes :alculated ready-for-theweight about 7.38 tonnes, day cab and aluminium Is can reduce this Ly 290kg D).

?. 301 4x2 tractive unit with .'.ummins LT10-250 engine at 180kW (241bhp) at rpm with torque of 995Nm Dft) at 1,300rpm, drives gh the Spicer SST 8010-48 eed constant-mesh splitter aox.

3 cab, of composite conion, uses Zintec coated and sheet moulding cornd panels in high-corrosion reas.

lying down the weight from 38 tonnes to 24 s, the 6x4, initially avail

(ELVIN !ALL 83 REVIEW

able only with the IH engine, can now be specified with a Cummins 10-litre. Both six-speed ZF and nine-speed Fuller boxes are offered. Options for the rear axle are four-spring balanced beam rear bogie or slightly widerspread Norde rubber suspended bogie.

The 201 16-tonner comes to the Show with more power. From December it will go into full production equipped with the Perkins T6 3544 turbocharged and charge-cooled engine producing 111kW (149bhp) at 2,600rpm and torque of 486Nm (358Ibft) at 1,600rpm. This will complement the International Harvester D358 unit rated at 100kW (134bhp) at 3,000rpm and 355Nm (2661bft) at 1,600rpm.

With the new engine came a number of significant changes to the 201 chassis introduced only 12 months ago.

A single-speed Eaton axle is considered to be adequate for most applications, and is fitted as standard. However, the original two-speed axle continues to be offered as an option.

In order to reduce clutch pedal effort, the clutch mechanism has been changed from rod to hy draulic operation and a larger — 355mm (14in) — diameter plate is specified to cater for higher engine torque. Other changes in the drive-line include a heavierduty propshaft.

The new model, like the old, is available with wheelbases from 3.81m (12ft 61n) to 5.64m (18ft 6i n).

Short-haul 38-tonner

VOLVO's latest F7 4x2 tractive unit fitted with the newly developed TD 70 FS charge-cooled engine is intended for short-haul 38-tonne operation. It has a modest maximum gross power rating of 179kW (243bhp).

For long, hard work Volvo recommends the F10, which also has a new charge-cooled engine for 1984. The TD 101F as the engine is designated, develops a maximum net installed power output of 210kW (281bhp) and healthy torque rating of 1201Nm (885 16ft).

Volvo's own computer study indicates that this vehicle should be capable of improving journey times by 2.2 per cent and reduce fuel consumption by 6.6 per cent over an F10 fitted with the alternative 192kW ( 257 bhp) TD101GA engine.

And a luxury TE coach

WALTER ALEXANDER (Coachbuilders) will be exhibiting a new luxury version of its TE model announced last year. Designated IC, the coach exhibited is based on Leyland's Tiger chassis.

The body features reclining seats, a plug door, parcel rack lighting, bonded glazing and tinted windows and full Continental style soft interior trim.

The coach exhibited is one of a batch being supplied to the Scottish Bus Group for its new Citylink operations. Alexander does also intend to enter the private sector of the coach market with this model.

One of the only double-deckers at the Show will be an Alexander R-type vehicle mounted on the underfloor-engined Volvo Citybus chassis. The exhibit has been built to the requirements of Strathclyde Passenger Transport Executive and is fitted with an automatic wheelchair lift for its main entrance door. The lower saloon is adapted to accept wheelchair passengers in addition to having normal bus seats.


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