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6th May 1977, Page 76
6th May 1977
Page 76
Page 77
Page 76, 6th May 1977 — More fore
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FOREIGN vehicle manufacturers showed more new models at this year's RHA Tipper Conference and demonstration than their British counterparts.

At the lower priced end of the six-wheeler market was a completely new 6x4 from Roman.

Designated the 19.215, the Roman is plated for 24.4 tonnes (24 tons) gvw and is offered with wheelbases of either 6.2m (17 ft lin) or 5.85m (19 ft 2in). The example on show at Harrogate was equipped with a Cravens Homalloy aluminium body.

Transmission from the six-cylinder diesel is via a six-speed constant-mesh gearbox to a single-speed tandem-bogie with spur gear type hub-reduction.

At the rear, two inverted semi-elliptic leaf springs are trunnion mounted with four longitudinally mounted radius rods on the rear.

A surprise exhibit based on a Roman chassis, was a 6x2 conversion of the 10.215. The conversion uses a Primrose third-axle and was built by Ashgrove Motor Engineers of Lime St, Hull, who are MAN and Roman dealers.

For those seeking a premium 6x4 tipper chassis the new Mercedes 2419 was on show. This vehicle is also plated for 24.4 tonnes (24 tons) and was shown with a Nevilles Industries Ultralite alloy body.

Fitted with the OM 401 V6 power unit, fitted for the first time to a MercedesBenz on sale in the UK, the 2419 is available with a choice of 3.6m, 4.2m or 4.8m ( lift 10in, 13ft 10in or 15ft 9in. wheelbase.

The principal external change is the fitting of the New Generation cab which can be tilted to 70".

Standard fitments on the Mercedes include a third diff unit with inter axle locks.

Fiat was only showing one vehicle inside the exhibition centre on the Edbro stand, but it was a significant new model. Based on the newly introduced 159 sixteen-tonner it has a shorter wheel base for tipper use. The Edbro body fitted to the Fiat was an all alloy, 6.8 cum (9cuyd) capacity unit which was equipped with Edbro tipping gear.

Fiat was also showing a 170NT/33 tractive unit outside.

Last of the new foreign vehicles was a bonneted tractive unit from Mack. Despite a slight problem in getting the vehicle shown the R685RT Mack was shown in rhd form. It is designed for operation up to 32.5 tonnes (32 tons) gcw and was fitted with a Maxidyne six-cylinder diesel developing 177kW (237bhp).

British manufacturers, although not showing any brand new models, were demonstrating some recently introduced or modified vehicles. Leyland's Terrier, now equipped with air over hydraulic brakes in place of the nitrogen full power system, was exhibited with a lightweight alloy body and Edbro tipping gear.

Fodens Sixer, a lightweight six-wheeler fitted with a NeviIles Industries body was available for demonstration. The S39 cab fitted to this model makes it, says Fodens, particularly suitable for sites where access is limited. Most of the weight savings achieved were by fitting of lighter weight taper leaf springs.

These springs are also optional on the Foden 8x4 when fitted with the Rolls-Royce 265 Eagle power unit. In this form, a saving of around 230kg (4 1/2cwt) in unladen weight Is claimed. It is expected that the springs will become standard equipment on Foden eight-wheelers with

The other Sandbach manufacturer, ERF, was exhibiting two Gardner engined eight-wheelers with wheelbases of 5.9m (15ft 4in) 7m (23ft).

Examples of other British manufacturers' wares, including the Dodge Commando, were to be seen on both their own companies' stands and those of bodybuilders such as Edbro.

Ovetseas makers, such as DAF, were also much in evidence on their own stands as well as ancillary component makers. DAF was exhibiting the 2300 tractive unit coupled to an all-alloy-bodied tipping trailer with Wilcox bodywork.

Magirus Deutz, with some 12 vehicles on its own and other stands, was exhibiting various examples of its model range. The new concept in on/off road bodies, the Lineflow, was exhibited on a 232D 6x4 chassis. With a gvw of 24.4 tonnes (24 tons) the Magirus Deutz was fitted with a V8 air-cooled diesel engine.

Both Scania and Volvo were, of course, well represented. Volvo had a demonstrator F86 which was fitted with automatic transmission. I was able to try this vehicle, loaded to a gvvv of 25 tons. The Volvo was able to climb a fairly steep gradient (probably around 1 in 10) from rest without apparent effort and pulled well throughout its range. There was a slight delay on down changes but the box was very easy to get used to.

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Organisations: Engineers of Lime St

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