Ready for 11 tonnes
Page 52
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,i, HE Seddon Atkinson 200 was introduced in the October of 1975 and designed to operate to a gvw of 17 tonnes (16.7 tons) but is limited to 16.25 tonnes (16 tons) for use within the UK.
Three wheelbase options are available: the shortest chassis-cab intended for tipper use, 3.8m (12f1 6in) at £9,950; and for general haulage a 4.5m (14ft 8in) also at £9,950 and a 5.6m (18ft 6in) costing £10,050.
Also new to the British market at that time was the power unit used—the International Harvester D-358 naturally aspirated six in-line diesel engine. This produces 100kW (134bhp) at 3,000rpm and a maximum torque of 335Nm (266Ibft) at 1,600rpm, which means it has a power to weight ratio of 6.2kW/tonne (84bhp/ton).
Options in this area include a thermostatically controlled radiator shutter at £137 and a front-mounted tranverse 2 silencer at £32.
Bosch variable timing equipment incorporating a hydraulic governor with the pump is utilised in the fuelinjection system,
The International Harvester engine, which is manu
factured in West Germany, was selected to meet the possible introduction of 7bhp/ tonne legislation for 17 tonnes in place of the Perkins engine formerly employed which had a power output of only 80kW (107bhp).
A five-speed constant mesh Eaton 542 CMJ gearbox chosen to match the torque and power of the new engine, is driven through a 330mm (13in) diameter single-dry-plate clutch to a single-reduction rear axle. An option of an Eaton twospeed axle may be purchased at an extra cost of £320. A 22bhp and a 50bhp power take-off are available at £178 and £222 respectively.
The full service air brake system with twin-leadingshoes front and rear is controlled through a foot valve via a dual-line circuit.
The secondary braking system is operated by a hand control operating on the rear brakes only. A hand-operated valve actuates spring brakes again only on the rear axle for parking purposes.
Drum diameters of 394mm (15.5in) with 178mm (7in) width linings front and rear provide a total frictional area of 5,470sqcm (848sqin) or 337sqcm/tonne (53sqin/ ton).
Load-sensing valves and automatic valves are standard on all models and the air pipes are colour coded to reduce the chance of wrong connection, with Schrader valve check points included at various points in the system.
Power steering is provided by a recirculating ball gear with an external ram common to all models.
Springs measuring 1,625x 76mm (64x 3in) with helper leaves are used on the rear axle and 1,448 x 76mm (57x 3in) semi-elliptical springs are combined with doubleacting telescopic shock absorbers on the 6.1 tonnes (6.0 tons) plated front axle.
Flitches have been incorporated in the 3.8m (12ft 6in) wheelbase tipper chassis and the 5.6m (18ft 6in) haulage chassis to provide extra strength and rigidity.
A 204-litre (45-gallon) fuel tank comes as standard but can be exchanged for a 295-litre (65-gallon) tank for £42 if required.
An all-steel cab, which can be tilted to 50 degrees to allow both engine and gearbox to be removed in one unit, shares many of the body panels with the larger 400 Series, some of which can be unbolted for easy replacement if damaged. Extras in this area include an illuminated headboard at £76 and a speedometer in place of the tachograph for which a return allowance of £32 is made.
As an indication to the eventual payload capacitythe kerb weight for the longwheelbase chassis cab is given as 4,801kg (4.73 tons) with an overall length of 9.08m (29ft 9.5in) which will accept a platform body length of 7.28m (23ft 10.5in) mounted directly above the frame.
The frame height when loaded is the same for all three models at 0.91m (3ft). Standard tyres are 11 x 22.5 tubeless radials but tubed '10.09x20 tyres can be ordered for £29 extra each.
Modifications to bring the vehicle in line with all the petroleum regulations is the most expensive single option
at £325 • Bill Brock