THUMBNAIL SKETCH
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TWO-AXLE THREE-AXLE TIPPERS TIPPERS
LEYLAND DAF FREIGHTER 1617
Leyland Daf 16.17 Freighter Day cab Chassis Price: £26,070 exc VAT (17.18 same price) Design GVW: 16.78 tonnes Tested GVW: 16.26 tonnes Payload as tested: 9.59 tonnes Average speed: 63.6km/h (39.5mph) Average fuel consumption: 27.6 lit/ 100km (10.2mpg) Tested in CM May 23 1987
• Ironically, the little 16.17 Freighter, tested last May, has now been overtaken by events with the advent of 17 tonnes but with the exception of new uprated tyres on the now seven-tonne front axle, the specification of the latest 17.18 freighter is identical to the old 16.17.
Around our tipper route the Leyland 420-engined Freighter returned a less than impressive consumption of 27.6 lit/ 100km, although there were mitigating circumstances not least the fact that our Freighter had only 10,000kms on the clock, and its scow-ended Edbro body didn't help aerodynamics.
On the plus side, the 16.17 offers an excellent payload (even more in 17.18 form) with crisp, positive acceleration thanks to its lively 420 engine. Together with the well-chosen ratios in the optional ZF six-speed plus splitter-box, the six-cylinder turbocharged power unit ensures a relaxed drive, and good journey times.
Access into the proven T45 cab is easy enough and the light-coloured interior is attractive, yet easy to clean.
BEDFORD TL 2420
Bedford TL2420 Day cab Chassis price: (in May '86): £32,000 exc VAT Design GVW: 24.39 tonnes
Tested GVW: 24.39 tonnes Payload as tested: 16.55 tonnes Average speed: 56.7km/h (36.5 mph) Average fuel consumption: 37.6 lit/100km (7.52mpg) Tested in CM 24 May 1986.
• Following the take-over of Bedford Trucks by David J B Brown, and the setting up of AWD, the TL is due to reappear in the UK by the end of the summer although with a new range of engines, and changes to its cab.
The TL2420, fitted with the 156kW (208hp) turbocharged 8.2-litre 'Blue Series' engine delivered a smooth, yet lively performance around our tipper route, returning an overall consumption of 37.6 lit/100km.
We would be very surprised, however, to see the Blue Series reappear in the TL, and the current favourite to power the AWD TL is the Perkins Phaser.
The old 4.45m wheelbase 2420 chassis tipped the scales at a remarkable 6,195kg, to give a very healthy 18.2 tonne body/payload allowance.
When the TL returns it will need a better interior to its cab, which at best could be described as "practical". The doors fitted badly, letting in noise and draughts, and access was poor.
The ride and handling, though generally well-controlled, also needs improving. On undulating roads there was a softness in the front end.
IVECO FORD CARGO 2420 (D)
Neel) Ford Cargo 2420 Day cab Chassis Price: £37,300 exc VAT Design GVW: 24.39 tomes Tested GVW: 24.39 tonnes Payload as tested: 16.23 tonnes Average speed: 39.9km/h (24.8mph) Average fuel consumption: 44 lit/100km (6.42mpg) Tested in CM May 5 1984 (Old on/off road route).
• Most of the attention on Iveco Ford's 6x4 Cargo range has lately been focussed on the most powerful Cummins L10-engined chassis, and more recently, on the 2421C, with its lightweight Cummins C Series diesel. Further down the power range, however, the Cargo comes with a variety of engine options including the 150kW (201hp)Deutz F6L.431F2/N air-cooled vee-six engine.
It is now almost four years since we tested a Deutz-powered 2420 around our old (non-motorway) on/off-road tipper route, but it is still available, though now with the ZF six-speed plus splitter synchromesh gearbox as standard.
At the time, our tester concluded the 2420's overall 44 lit/100km was fairly average, but that the air-cooled Deutz showed a lively pace provided its revs were kept well up maximum power is delivered at 2,500 rpm.
Since our 2420 test, the Cargo interior has been updated, and the comments on the latest 2421C apply across the range.
One area where the 2420 did excel was in its manouevrability, requiring just 17.8 metres turning between walls.
At maximum weights the 4.25 metre wheelbase had a light kerbweight of around 6,500kg, providing an excellent body/payload allowance of 17.89 tonnes.
The Deutz-engined 2420 does at least have a price advantage over the 2424, but surprisingly very little (£200) separates it from the latest 2421C.
IVECO FORD CARGO 2424C
Iveco Ford Cargo 2424 Day cab Chassis Price: £38,500 exc VAT Design GVW: 24.39 tonnes Tested GVW: 24.39 tonnes Payload as tested: 14.64 tonnes Average Speed: 66.1km/h (41.1mph) Average Fuel consumption: 30.9 lit/100km (9.2mpg) Tested in CM Dec 16 1986.
• Back in December '86 we described the 179kW (240hp) Cummins L10-powered Cargo 2424C as having "the best performance of any 6x4 that we have tested." Two years on, nothing has changed. The Iveco Ford 2424C still holds the best fuel consumption, and fastest journey time records around our tipper test route with 30.9 lit/ 100km and 66.1km/h respectively, for a 6x4.
The compact, turbocharged Cummins L10, coupled with the proven Fuller nine-speed range-change constant-mesh box certainly gives the 2424C a lively pace. Furthermore, if the Cargo sixwheeler has power to go, then it also has power to stop thanks to its "outstanding" brakes to quote our tester.
The Hendrickson two-spring rear suspension can take most of the pounding both on and off road, although a fair degree of road shock does get through to the cab. Our test 2424C also rolled a fair bit on fast bends, despite an evenly distributed load and low-height steel tipping body. Handling overall, however, is well above average.
Ground clearance is adequate, while the 4.26m wheelbase's 17.7m turning circle, combined with light, positive power steering ensures that the 2424C has excellent manouevrahility.
The recently-revised Cargo cab provides an attractive and well-laid out working environment which is easy to climb into and has good visibility.
If the powerful 2424C has a drawback, then it must be its kerbweight, which is noticably heavier than rivals like the Leyland Daf 24.23 Constructor. The previous price premium for the 2424C, however, is fast disappearing. The Cargo is now easily on par on price with the best of not only continental, but also UK-built six-wheelers.
IVECO FORD CARGO 2421
Iveco Ford 2421 Cargo Day cab Chassis price: £37,500 exc VAT Design GVW: 24.39 tonnes.
Tested GVW: 24.39 tonnes.
Body/payload allowance (4.94m wlb steel suspension): 18,061 tonnes. We are hoping to have a full road test of the Cargo 2421 appear in Commercial Motor April 28-May 4 1988.
• Iveco Ford is the first chassis manufacturer this side of the Atlantic to use the new-to-Europe 8.3-litre Cummins C Series engine. The 6CT six-cylinder turbocharged engine develops 149kW(200hp) at 2,400rpm and produces 748Nm (5521b ft) of torque at 1,500rpm. The 4.26m w/b Cargo 2421 has a chassis weight of 6.2-tonnes.
From a quarry in Derbyshire CM had the opportunity to gain driving impressions of the new model which gets its first public showing at the RHA Tipcon Exhibition in Harrogate at the end of April. Matched to the new engine is a nine-speed ZF Ecomid gearbox.
The 6x4 rigid pulled away easily in first gear on a 16% (1 in 6) gradient, with a full body payload, and continued to climb at a lively pace in second gear. Gear selection is smooth and only when passing through the detent is there any delay. The clutch is light, and the brakes firm hut the pedals could do with being larger. The test vehicle, equipped with Henderickson Norde rubber suspension, gave a firm ride.
LEYLAND DAF CONSTRUCTOR 24.23
Leyland Daf 24.23 Constructor Day cab
Chassis Price: £39,640 exc VAT Design GVW: 25.41 tonnes Tested GVW: 24.38 tonnes Payload as tested: 16.23 tonnes Average speed: 65km/h (40.39mph) Average fuel consumption: 31.48 lit/ 100km (8.87mpg) Tested in CM May 2 1987 • Although the lion's share of Leyland Daf's three-axle Constructor sales are still taken up by its 164kW (22011P) 24.21, the growing demand from tipper operators for more power has ensured
that registrations of its most powerful 24.23 chassis, driven by the 11.1-litre TL11B, engine rated at 178kW (239hp) gross, have been steadily rising.
Like its rival, the Cargo 2424C. the Constructor is capable of producing good journey times without harming its overall fuel consumption, which at 31.48 lit/100km is only just behind the lveco Ford 6x4. Its productivity, however, is certainly high thanks to its big engine.
Leyland Daf still fits the TL11B equipped 24.23 with the long-serving Spicer 10-speed constant-mesh splitterbox. It proved to be a source of criticism for our tester who found it would not give a clean change above 1,700rpm, and under load its gears began to chatter and transmit noise and vibration into the cab.
For all its driveline faults, the Constructor does offer excellent off-road performance with its high ground clearance and rear axle articulation.
Staggered steps in the narrow T45 cab give a sure foothold into the driving compartment, which is practically trimmed for a tough tipping job.
The Constructor's brakes are well up to par, although unlike the Cargo, it does not have an exhaust brake, either as standard or as an option.
The 24.23, however, does have a good kerbweight of some 6.64 tonnes compared with the 2424 Cargo's 7.01 tonnes, and for plenty of operators payload, rather than outright performance, is far more important.
RENAULT G24M
Renault G24 TV 8.540 Day cab Chassis Price: £38,660 Design GVW: 24.39 tonnes Tested GVW: 24.39 tonnes Payload as tested: 16.71 tonnes Average speed: 39.5km/h (24.5mph) Average fuel consumption: 42.3 lit/100km (6.67mpg) Tested in CM F90 July 27 1985. Old on/off road route.
• The old Commando cab underwent a facelift last year, with the Dodge badge disappearing to be replaced by the Renault lozenge and lettering. More importantly, with the arrival of the G200.24D G-range tipper, the 171kW (290hp) G24 chassis, with the turbocharged TV8.540. Perkins vee-eight and nine-speed Fuller box is no longer the most powerful three axle tipper in Renault's line-up. Nor is it by any stretch of the imagination, in the same premium class as the G260.24D.
It is, however, still on sale in 3.6, 4.4. and 5.0Im wheelbases.
Its acceleration and overall performance was certainly lively, thanks to a good power-to-weight ratio. The turbo vee-eight Perkins was happy to work most of the time between 1,500-2,000 rpm, although it would pull willingly down to 1,200 rpm without changing down.
The optional Norde rubber suspension fitted to CM 's G24 gave a firm, but level, ride — although on off-road sections it did little for driver comfort. Ground clearance under the balance beam on the Norde set-up was also shallow.
Cab entry is easy, and although the driving compartment is compact crosscab access is relatively straight-forward.
The instrumentation, and general standard,of trim, is basic — but adequate. General visibility was excellent to quote our tester.
One of the biggest benefits, however, of the G24 chassis is its low kerbweight which like the now-defunct TL2420 ensures a good body/payload. It's likely, however, that with the arrival of the G260,24D the limited market which existed for the turbo vee-eight G24 tipper will soon become even smaller.
SEDDON ATKINSON 301 (R24 L22)
Seddon Atkinson 301 R24L22 Day cab
Chassis price: £36,180 exc VAT Design GVW: 24.39 tonnes Tested GVW: 24.39 tonnes Payload as tested: 15.95 tonnes Average speed: 61.3kmth (38.1mph) Average fuel consumption: 32.1 lit/100km (8.9mpg) Tested in CM August 2 1986 • Since Commercial Motor tested the 6x4 Seddon Atkinson 301 tipper in April '86, the basic three-axle R24 L22 chassis has become the 3-11, with minor detailed changes to the long-serving Seddon Atkinson cab, which has a revised driving compartment, and square, rather than round headlights in its front quarter panels.
Its basic driveline, however, remains the same: consisting of the 157kW (211hp) rated version of Cummins' LIO engine, fitted with a Fuller RTX6609 nine-speed constant-mesh range-change, box driving SA's own double-drive rear bogie equipped with Norde rubber suspension as standard.
Around CM's tipper test route this combination certainly gave good fuel economy — particularly on the motorway, where it returned an impressive 31.7 lit/100km.
The 3-11's two-leaf parabolic front springs and Norde suspension can handle poor-made-up roads and site tracks quite well when laden. As with the Cargo, the 3-11 comes with an exhaust brake fitted as standard. This helped give the 3-11 above average overall braking.
The 3-11 cab is not the most up-todate. Although practical it does lack the sophistication of more recent models, such as the Volvo FL range. It is also likely to continue to be used for some time, even though Seddon Atkinson will be launching a new tab on its tractive units before the end of the summer.
The R24 L22 may not have a state-ofthe-art cab — but it does, at least, have a well-proven, economical, and durable driveline and its chassis price is certainly competitive at £36,180, as its kerbweight which at 6,745kg gives a more-than-healthy body/ payload allowance of over 17.5 tonnes.
FOUR-AXLE TIPPERS
FODEN S108/ GARDNER 6LXDT
Foden 5108/Gardner 6LXDT
Chassis price: £44,850 Design GVW: 30.80 tonnes/30.80 tonnes Tested GVW: 30.48 tonnes/30,49 tonnes
Payload as tested: 20.23 tonnes/20.49 tonnes Average speed: 40,48km/h (25.2mph) 66.14km/h (41.1mph) Average fuel consumption: 46.0 1/100km (6.14mpg) 37.27 1/100km (7.58mpg) Date tested:
11 May 1985 CM old on/off road test
route 14 February 1987
• We have tested the Gardner 6LXDTengined Foden S108 twice with the "270" version of the engine giving 201kW — but neither time with the new 4000 series cab with its smoother front and better interior.
On both occasions, the fuel
consumption was praised (the difference in reported figures is due to a change in tipper test routes between the two tests, rather than a change in vehicle specification). The first vehicle tested, when the 6LXDT was brand new, had the conventional Fuller RTX11609B range-change gearbox, while the latter vehicle had one of the first Eaton TwinSplitters, which impressed our testers as having a good quality change.
The Foden rubber rear suspension has shown itself to have a smooth ride, and the S108 fitted with it, exhibits little roll. The earlier vehicle did not have an exhaust brake, and also suffered from an extremely noisy power steering pump, but the later vehicle attracted no such adverse criticisms.
The exceptional lightness of the Foden attracts much praise, as it translates into an "excellent" body/ payload allowance of over 20 tonnes. The second vehicle was criticised for its poor braking performance on non-asbestos linings, but its owner reckoned that it would do much better once it was changed over to the older type.
FODEN S108 GARDNER 290
Foden 5108 Gardner 290 Chassis price: £44,850 exc VAT Design GVW: 30.80 tonnes. Tested GVW: 30.48 tonnes. Payload as tested: 20.60 tonnes. Average speed: 66.14km/h (41.1mph). Fuel consumption: 36.7lit/100km (7.69mpg).
Tested in CM May 2 1987.
• The big new '290' version of Gardner's 6LXDT — with a further 15kW over the '270' model, proved that increased power does not necessarily mean increased fuel consumption. In this case, the 290 was more economical than its smaller brother, as the engine was much more flexible.
It earned considerable praise for its ability to lug dov,,n to 900rpm or so — not that such lugging was necessary with a Fuller 13-speed Roadranger gearbox. The "imp:essive "torque
made the Foden a very easy truck to drive, and the effortlessness of the engine made the interior much quieter.
The efficient Gardner engine, however, did nothing for Foden's disappointing cab heater (this was a pre-4000 series vehicle), but the cab was praised for ease of access. Foden's own rubber suspension gave a good ride, with little roll, though our testers wondered whether it might not last as well as conventional steel springs.
HINO FY275K
HINO FY275K Day cab Chassis price: £44,800 exc VAT Design GVW: 30.5 tonnes GVW as tested: 30.48 tonnes Payload as tested: 18.78 tonnes Average speed: 64.58km/h (40.1mph) Average fuel consumption: 38.71/100km (7.29mpg) • Hino's long-established eight-wheeler attracted heavy criticism for its weight: in its long (6.05m) wheelbase form, with a steel tipper body, it gave a payload of just 18.75 tonnes, almost two tonnes less than that offered by light vehicles like the Foden S108. Lighter, parabolic front springs and a lighter six-speed gearbox are available, but they do not bring the weight down that much.
Hino's own, big 13.7-litre EK 100 naturally-aspired diesel delivers a mere 181kW, but it gave a strong performance, with good average journey times and a satisfyingly low level of cab interior noise. The performance of the parking brake was hampered by a slow air release which made hill starts rather fraught affairs.
Fuel consumption was unimpressive, and the gearchange gate rather closespaced.
While the pedals were criticised for being too far apart for comfortable driving, the brakes were praised for their effectiveness although there was a worryingly rapid loss of air pressure when the brakes were used often during low-speed manoeuvres. The exhaust brake was also singled out for praise, as was the lightness of the gearchange, but the close pattern of the gearchange gate was not. The unusual, Japanese-style forward-mounted nearside mirror made for extremely easy driving, too. The overall impression, however, was that this vehicle was overweight and more importantly overpriced at well over £.44,000 even without VAT.
LEYLAND DAF FAD 2500
LEYLAND DAF FAD 2500 Day cab Chassis price: £46,445 exc VAT. Design GVW: 14.2 tomes.
Tested GVW: 30.46 tonnes. Payload as tested: 20.16 tonnes. Average speed: 42.3km/h (26.3 mph). Average fuel consumption: 501it/ 100 km (5.65 mpg).
Tested in CM May 11 1985 (old on/off road route).
• The 2500 dates back to well before the Leyland Daf merger, but even in 1985 when we tested this one, there was criticism of its old cab. Its lack of springing, poor ventilation, high steps and old-fashioned instrument layout all earned black marks.
The cab was, however, a practical place to work in, and easy to clean. The glazed rear panels made manoeuvring easy and the big flat windscreen helped forward vision. The steering was "rather hard work" despite its lightness, because of its low gearing, but the shift of the double-H-patterned nine-speed ZF (synchromesh) gearbox was praised for being "extremely slick".
At the time, the Daf was the quickest eight-wheeler we had taken around our (old) tipper test route, despite its relatively small engine, but fuel consumption did suffer. The high (over seven tonnes) design weights of the front axles allowed much more latitude in loading than is normal.
Leyland Daf Constructor 30.30 Day cab Chassis price: £48,680 exc VAT. Design GVW: 32.52 tonnes. Tested GVW: 30.49 tonnes. Payload as tested: 20A9 tonnes. Average speed: 68.8km/h (42.8mph). Average fuel consumption: 36.9 lit/100km (7.64mpg).
Tested in CMFeb 24 1988.
• The latest big 300T version of the Perkins Eagle, giving 207kW, made the new Constructor 30.30 the fastest eightwheeler we have taken round our Midlands tipper test route. Its acceleration was particularly good: in fact the whole performance was summed up by our testers as "vigorous".
While it would easily climb a 33% (1 in 3) hill, the Constructor was defeated on the stop-and-restart by its weak parking brake, which would not hold. Its performance was not at the expense of fuel economy, as the Constuctor proved itself to be above average there, and the traditional Leyland chassis lightness showed with a payload of over 20 tonnes.
This Leyland Daf had Fuller's ninespeed range-change, constant mesh gearbox fitted: it earned the comment of "unforgiving". More unusually, our 30.30 had wide single tyres on the rear axles. Together with alloy rims they gave a 367kg payload advantage.
MERCEDES-BENZ 3025K
Mercedes-Benz 3025K Day cab Chassis price: £46,970 exc VAT Design GVW: 31 tonnes Tested GVW: 30.49 tomes Payload as tested: 20.04 tonnes Average Speed: 60.23km/h (37.4 mph) Average fuel consumption: 42.48lit/100km (6.65mpg) • Mercedes-Benz's 3025K is unusual in being derived from a six-wheeler, and comes out heavy in comparison with most of its rivals. It did, however, just manage a 20-tonne payload, and has a reasonable power-to-weight ratio.
It earns plus points for its gutsy, non turbocharged, vee-eight engine, and would start quite happily in the fourth of its sixteen speeds in the optional ZF gearbox (the standard gearbox is M-B's own seven-speeder).
The straight-through front axle and hub-reduction rear axle give good ground clearance, and the suspension impressed our tester as being "superb".
The 30.25 has most unusual steering: the usual huge Mercedes wheel controls the two front axles via a power steering system fitted with two pumps, one driven by the engine and the other off the tail of the gearbox, thus ensuring that at least one pump works whenever the vehicle is rolling.
The steering was, however, criticised for some hesitation, and the turning circle (at 24.87m between kerbs) was the largest we have ever tested.
VVhile the brakes impressed us in service (as did the massively-powerful exhaust brake) the service brakes did not show up well on the rolling road. Again, however, the Mercedes lost out on its high price — at the time of testing it was one of the most expensive eightwheelers on the market.
SCANIA P92
Scania P92 Day cab
Chassis price: £50,780 exc VAT Design GVW: 30.48 tonnes. Tested GVW: 30.48 tonnes. Payload as tested: 20.31 tonnes. Average speed: 64.75km/h (40.2mph). Average fuel consumption: 36.64 lit/100km (7.7mpg).
Tested in CM April 4 1987.
• The 8.6-litre engine transformed Scania's lighter chassis when it was introduced: the intercooled DSC9-01 takes the vehicle a step further. The recently revised P93 8x4, which makes its debut at Tipcon this month, should complete the transformation.
Performance of our test vehicle was very good, with fast journey times and "extremely good" fuel consumption, while the engine was much quieter than its predecessor. The range-change ten-speed gearbox suffers from overwide steps in the bottom half, but otherwise there were few problems identified. The clutch pedal sits very high — nearly twice as far from the floor as the brake pedal.
The biggest problem came with brakes: the parking brake was unable to hold the P92 up, or down, on the 33% (1 in 3) test hill — and the truck could not pull away on such a slope. Although the suspension felt good, there was a lot of rear-end roll on this chassis. The cab, however, earned praise for its tidy layout and ease of cleaning out.
The overall impression was that the P92 was a good, competitive truck — but with the intercooled engine adding over £1,000 to an already-hefty chassis price, it was deemed expensive.
SEDDON ATKINSON 301 (R30 L25)
Seddon Atkinson 301/Day cab Cummins L10
Chassis price: £44,010 exc VAT Design Weight: 30.49 tonnes. Tested weight: 30.49 tonnes. Payload as tested: 19.16 tonnes. Average Speed: 59.7km/h (37.1mph). Average fuel consumption: 33.7 lit/100km (8.38mpg).
Tested in CM May 17 1986.
• With a kerb weight of just 8.114 tonnes, the Cummins L10-engined Seddon Atkinson is claimed to be the lightest eight-wheeler in its wheelbase category. Its cab is old, but the package came out as being very competitive.
The vehicle is not as fast as the bigpower 30-tonners, but its fuel consumption is very good indeed at under 34 lit/100km.
Its suspension also earned high marks, the Norde rubber rear suspension keeping roll well under control, and the traction was good, aided by differential locks with a loud audible warning system to ensure that they are not left engaged too long.
The steering did not earn such praise, mainly because of the very poor lock — although wrong adjustment rather than an inherent fault was suspected. The small capacity of the engine did not harm the performance of the exhaust brake, and the Fuller constant-mesh gearbox earned praise.
VOLVO FL10
Volvo FL10 Day cab Chassis price: £46,500.
Design GVW: 33.0 tonnes.
Tested GVW: 30.48 tonnes.
Payload as tested: 20.19 tonnes.
Average speed: 67.82km/h (42.1mph).
Average fuel consumption: 33.75 lit/100 km (8.37mpg).
Tested in CM August 13 1987.
• Volvo's FL10 is visually identical to its smaller FL7 brother, but is 20% more powerful in the guise in which we tested it. (After last autumn's revisions, the 10-litre Volvo engine is more powerful still, but we have yet to test an FL10 with the uprated engine or the 12-speed gearbox, which has replaced the 16-speeder used on our test vehicle).
What has not changed is the weight disadvantage which the FL10 carries. Its engine is some 430kg heavier than the TD71G of the smaller truck, and if the T-ride bogie is chosen, rather than the B-ride fitted to our test vehicle, the FL7's payload advantage stretches to almost one tonne.
The FL10 eight-wheeler is a powerful and rapid machine, however, with very good journey times and better fuel economy than most. It has good steering with an adjustable steering column, but does not have a suspension seat. The softly-sprung cab rolls a lot and suffers from poor cross cab access because of the high engine cover.
The FL10 cab was liked by our tester for being easy to clean out. What did not impress was the very weak exhaust brake, as such an aid is vital on a heavily-loaded tipper, especially in the sort of terrain where a powerful one like this would tend to be used.