Buyers' Guide to Imported Vehicles
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DAF
Van Downs's AutomobieHabriek NV., Eindhoven, , Holland.
On UK: DAF Concessionaires Ltd., PO Albemarle St.. London, W.7.)
1w0 tractive units from the wide DAF range
are available to British operators. First imports were made in the middle of last year and the models in question are the T 1600 and T 1800 for 20/24 tons and 24/28 tons g.t.w. respectively. A road test of the latter chassis appears in this issue.
Main interest is in the T 1800 which has a 165 b.h.p. gross turbocharged diesel, ZF sixspeed gearbox and single-speed rear axle. The T 1600 has a naturally-aspirated diesel (not a version of the unit used in the T 1800) which gives a maximum gross output of 138 b.h.p. and on this chassis the transmission is through a five-sped gearbox and two-speed rear axle.
A feature of DAF commercial vehicles which is rarely met with on chassis of this size is that the chassis frames are of all-welded construction. As with other imported goods chassis, the brake system has been modified for Britain but DAF do not support outer-axle secondary brakes and they fit spring-brake actuators at the driving axle to fulfil both the parkingand secondary-brake functions. There are separate controls for these and application of the secondary brake feeds also the third line for the semi-trailer.
Wheelbase of the T 1600 and T 1800 tractive units is 9 ft. 10 in. when sold in this country and as an example of cost the T 1800 has a list price of £3,750.
In addition to the tractive units, the DAF van is available to British operators. An important feature of this model is that fully-automatic transmisson is used—the unique DAF Variomatic system. Belts join the anal drive unit to the independently-sprung driving wheels and the drive ratio is infinitely variable according to conditions. The engine is a 746 c.c. horizontally-opposed two-cylinder unit with air cooling and the maximum load that can he carried including driver is 8 cwt.; the body capacity is 76.5 Cu. ft. There is also a pick-up version of this model.
A good distribution network for DAF vans exists in the UK (the same companies that handle this make of car) but because small numbers are involved there are only two truck distributors.
Fiat
Fiat SPA, Turin, Italy
On UK: Fiat (England) Ltd. NorMthee Nouse, North Circular Road London. NIN10.)
ALTHOUGH Fiat has shown interest in the UK as a future market for heavy goods vehicles by exhibiting at the Commercial Motor Show last year, there have been no developments in this field as yet. Three vans are, however, available in Britain, the Bianchina 5 cwt., the 600T 13 cwt. and the I 100T 21.5 cwt.
The Bianchina features a rear-mounted twocylinder four-stroke air-cooled petrol engine with a capacity of 500 c.c. and a maximum output of 21.5 b.h.p.; the gearbox is a fourspeed constant mesh. There is 30 cu. ft. of body space and the van measures 10 ft. 7 in. long overall, 4 ft. 3.3 in. high and 4 ft. 9.8 in. wide.
Next in size is the 600T which also has a rear engine but a four-cylinder water-cooled unit with a capacity of 767 c.c. and a maximum output of 32 b.h.p. Another difference is that the four-speed gearbox has synchromesh on the upper three ratios.
There are three body versions of the 600T, the standard van having a payload space of 93.5 cu. ft. whilst a high-roof version gives 106 Cu. ft. The third type is the Utility which has side windows and is fitted out to carry goods and passengers with two folding seats in the front and a single bench seat behind, which can be folded away when loads are to be carried. Because of the engine position and the floor height above the power unit, main access to the body of the van is through a single side door which gives access to the dropped-floor section.
Largest of the Fiat vans is the 1100T which has a raised roof and this gives 212 cu. ft, capacity. Engine and gearbox are mounted conventionally and a 1,295 c.c. 54 b.h.p. engine is standard, with the option of a 1,481 c.c. unit which produces 80 b.h.p. in car applications. The gearbox is a four-speed synchromesh. As well as rear doors the 1100T has a side loading door.
Fiat vans are sold by the company's car agents, who are spread throughout Britain.
Mack
Mack Trucks, Inc., Allentown, Pennsylvania, USA.
UK: Muir-fa. a cb-vielan of Wingate Ltd., Bristol RdGloucester)
MACK is the sole American company included in this survey of imported vehicles and it is only recently that the concern has come to a licensing agreement with Muir-Hill. This agreement covers the manufacture of certain off-theroad models and, in addition to this, normalhaulage types from the wide range offered by Mack can be supplied.
Dealing first of all with the off-road machines, those that bear the closest relationship to roadgoing vehicles are two types of six-wheeler designed particularly as the basis for truck mixers and dumpers. Like all the Mack models that will be dealt with in this survey the two series have normal-control cabs. They are the DM 400/600 and the DM 800 which are suitable for gross weights of 19.3 to 29.5 tons and 29.5 to 44.6 tons respectively. Six-cylinder in-line or V8 diesel engines, naturally-aspirated or turbocharged, are offered in the DM models and maximum outputs can be from 140 to 280 b.h.p. in the 400/600 and VW 1-ton van.
from 195 to 335 b.h.p. in the 800. In both ranges, transmissions with from 5 to 18 ratios are optional and automatic transmission can also be supplied.
The remaining Mack chassis which Muir-Hillis licensed to manufacture fall into the M Series of dump trucks which include fourand six-wheelers ranging in payload capacities from 14 to 63 tons. Body sizes go from 11 cu. yd. struck to 44 cu. yd. struck, while engines range from a Mack 187 b.h.p. diesel to a Cummins 700 b.h.p. turbocharged V12. The smaller chassis have manualchange gearboxes but in the two larger chassis automatic transmission is standard.
Representative of the Mack on-road models likely to be of interest to British operators are the R Series of trucks and tractive units. A range of options is listed, including petrol and diesel engines ranging from 140 to 255 b.h.p. and embracing in-line six-cylinder engines and V8s. Transmissions can go up to 18 ratios and with fourand six-wheelers in the range, maximum weights permitted in Britain or likely to exist in the future can be accommodated.
Magirus-Deutz Kleckner-Humboldt-Deutz, Ulm-Donau, W. Germany. (In UK not yet finalized.)
TT has been confirmed that Klockner-HumboldtA. Deutz, the West German manufacturer of Magirus-Deutz commercial vehicles who some time ago terminated the agreement with their former UK concessionaires, is in the process of forming a joint company "with a British vehicle manufacturer in Lancashire". It is understood the new set-up will be backed by a distributor organization giving a 90 per cent coverage of the country from the outset, and all distributors will be fully equipped and trained and have stocks of spare parts.
An altered range of vehicles will now be offered in Great Britain, although the models have already been marketed here and on the Continent. For Great Britain emphasis will be placed on five models: two tractive units and three six-wheelers, the latter designed for tipper, dumper and truckmixer applications.
A feature of all Magirus-Deutz models is the use of air-cooled diesel engines, and the range to be available to British operators will be equipped with the latest direct-injection 814 Series.
The two tractive units the 210 D16FS and the 156 D14FS—are forward-control models with tilt cabs. The 210 D16FS is to be plated for 36 tons g.t.w., although in Britain the weight limit for normal haulage will be 32 tons. The V8 engine used in this model produces 230 b.h.p. gross and the drive is through a 2F six-speed, constant-mesh box with a splitter section added to give 12 distinct forward ratios.
There is a lot of difference between the Magirus-Deutz 210 D and the 200 D previously marketed in the UK. Apart from the engine and tilt cab, the brake actuation is now by a full air system, with an air-assisted handbrake to the driving axle which is also connected to the semitrailer auxiliary connection to give the required secondary braking performance.
Similar arrangements for the secondary brakes are provided on the 156 D14FS which, like the 210 D, has power steering as standard. But the engine is a V6 giving 171 b.h.p. gross, and a fivespeed gearbox is used.
The three six-wheelers are the 210 D22B 6 x4 for 22 tons gross on or off the road, the 210 D26AK 6x 6 for 20 tons on the road and 26 tons off, and the 156 D21AK 6 x 6 for 20 tons on the road and 21 tons off. The first two have the V8 230 b.h.p. engine, while the last has the 171 b.h.p. V6 unit.
Mercedes-Benz
Daimler-Benz AG., Stuttgart-Unterturkheim, W. Germany.
On UK: Mercedes-Benz (Gt. Britain) Ltd.. Great West Road, Brentford. Middx.)
ALTHOUGH Mercedes-Benz (Great Britain)
Ltd. is responsible for the import of all chassis from the Daimler-Benz factory in Germany, sole concessionaire for trucks in Britain is Normand Commercial Vehicles Ltd., Cumberland Avenue, Park Royal, London, NW10. Mercedes-Benz (Great Britain) handle sales of the Unimog on/off-road vehicle and also bus and coach models.
Mercedes-Benz trucks have been sold in Britain longer than similar-size chassis from other European manufacturers, and the best sellers are reported to have been the LS and LPS 1418 tractive units. These are forwardand semiforward control versions of the same basic chassis and are marketed here for use at 30 tons gross train weight. The 1418 models have a DaimlerBenz OM 346 10.8-litre six-cylinder diesel with a maximum gross output of 205 b.h.p. Transmission is through a six-speed synchromesh gearbox.
An air-assisted hydraulic system is used for braking, and for Britain a secondary system is added to comply with our regulations. This consists of air assistance to the handbrake linkage through a pair of actuators linked to a cross-shaft and these are brought into use through a hand valve in the cab which also feeds the semi-trailer auxiliary connection.
Mercedes-Benz produces forward-control models for the rest of Europe which are similar mechanically to the 1418 models sold in the UK but they have a later-design flat-front cab. A cab of similar general design to this latest unit is fitted to the LPS 2020 twin-steer tractive unit which is sold in Germany for operation at 38 tons gross train weight and this model is said to be arousing interest among British operators although it can be used only for up to 32 tons gross (or with special loads at its maximum weight). A 230 b.h.p. gross engine is used in the 2020 with a six-speed gearbox.
In addition to these goods models the MercedesBenz 1216 for 24/26 tons g.t.w. and having the latest-type cab is due to be imported and the same applies to the 0.302 coach which is available with a variety of specifications, although there have been problems in conforming with British regulations.
In the lighter-vehicle category one of the latest models to be introduced by Daimler-Benz is now being offered in this country. This is the 14:106/ L408 which is produced in a wide variety of specifications and for operation at gross weights of up to 4.6 tons. Three engines are available—a 60.5 b.h.p. diesel and 78 or 90 b.h.p. petrol unit. Included in the models available are platform trucks, integral vans and p.s.v.
The Unimog is also available in a number of versions and with alternative engines. It is a fourwheel-drive chassis capable of being used with a considerable variety of equipment on farming, forestry and so on as well as municipal-authority work.
Mercedes-Benz trucks having been sold in this country for some long time, there is a good coverage of agents in the UK.
Renault
Renault, BiRencourt„ France.
On UK: Renault Ltd., Western Aye., London, 153)
110 ENAULT vans have sold in reasonable I' numbers in Britain and two basic models are offered. These are the Fourgon 6 cwt. and the Estafette which is available for 15 cwt. or 1-ton loads.
Both Renaults have forward-mounted engines driving the front wheels and this is particularly valuable in the Estafette as it permits a very low floor line of 14 in. and a load space of 187 cu. ft. within reasonable outside dimensions. There is a high-roof version of the Estafette with the load space increased to 215 cu. ft. and it is only this model that is sold for 1-ton loads.
The Estafette has a 1,108 c.c. four-cylinder petrol engine which produces 45 b.h.p. gross and the four-speed all-synchromesh gearbox shares a common casing with the final drive and differential unit. There is reasonable access from the driving seat into the body and as well as rear doors there is a side-loading door—which is, however, located on the offside.
The four-cylinder petrol engine in the Fourgon has a capacity of 845 c.c. and the gearbox is a three-speed synchromesh unit. Body capacity is 66.5 cu. ft. and access to it is through a single door at the rear, above which is a hinged flap. With the flap raised the rear aperture measures 3 ft. 9.5 in. high by 3 ft. 3.5 in. wide.
A feature of the Fourgon is the limited routine maintenance that is required. There are no greasing points and all that is required are routine checks of gearbox and engine oil levels and oil changes. And there is no need for checking of the water level in the engine cooling system as this consists of a closed circuit filled with a special liquid containing anti-freeze and sealed for life on assembly.
There is a full coverage of the UK for Rena t cars and the same companies handle vans.
Scania-Vabis AB Summits-V.1AL Sodertelie, Sweden.
(hi Scania-Vabis (Cr. Britain) Ltd., Heathrow House, Bath Road, Cranford, Middx.}
sCAN1A-VABIS 'is concentrating on LB76H tractive unit for sales in Britain d this model is offered here for operation at up 32 tons gross train weight. Special measur adopted to suit British requirements include alteration in wheelbase to 10 ft. 9 in. and the e of a brake system with spring brake actuat at both axles.
The LB76H has a turbocharged six-cy 11-litre diesel engine which produces 275 b.h. gross at 2,200 r.p.m. or it is obtainable with a naturally-aspirated version giving 195 b.h. at the same speed. However, Scania-Vabis co sides that the higher-powered engine will be t more popular in Britain and only chassis wi this unit are being imported It was only at the beginning of this year th t the turbocharged diesel—the D S 11—w s produced with this power output, initially maximum output was 255 b.h.p. and at the s time 76-Series models were modified in 0th respects—stronger transmission parts propeller shaft to take care of the increase power—and spring-brake actuators were m standard. The change in brake actuation w made on the LB76H models to bring them into line with chassis designed to meet the Briti MoT requirements. Normally these perfo only the parking-brake function but for Bri they are also used in the secondary syste the brakes at all wheels are powered by sprin brake units together with the auxiliary line to e semi-trailer.
Although strengthened in certain respec s, the gearbox in the LB76H continues to be a fi speed unit with synchromesh on the four high ratios and there is the option of a two-s splitter-box as an addition which gives 10 f ward ratios. The standard rear axle is a spit bevel unit but a double-reduction axle is alternative; in both cases an air-operated differential lock is employed. Power-assisted steering is standard.
The distribution network for Scania-Vabis chassis is currently being expanded. At present there are three companies handling the trucks, one in Scotland, one in the Midlands and one in the south of England.
Volkswagen Volkswagenwerk GmbH., Wolfsburg, W. Garment%
lin UK: Volkswagen Motors Ltd, Cargreen Road, South Norwood, London. SE25.,1
SINCE its introduction in 1950 well over 1.5 m. Volkswagen vans have been produced. Externally the model which is seen in good numbers on British roads has been little changed over the years but there have been progressive improvements in the mechanical specification.
The latest changes were towards the end of 1966 when a 12V electrical system was introduced as standard together with a larger-capacity battery. Improvements were also made in doorlocking arrangements. The Volkswagen delivery van is powered by a 1.5-litre petrol engine with a gross output of 53 b.h.p. Payload capacity is 1 ton and 170 cu. ft. of load space is provided. Because the engine is located at the rear there is a two-level load platform which gives the advantage of a low loading height between the wheels—wide sideloading doors are provided—but there is a disadvantage in that the load area above the engine compartment is set high.
In the standard van, the driver's area is separated from the body of the van but the model can be supplied without the partition and with a divided front seat in place of the bench seat.
A pick-up version is produced and this has a level floor measuring 5 ft. 2 in. by 8 ft. 6 in. at the same height as the rear part of the floor in the van—about 3 ft. The dropped-floor section is used to provide a lockable compartment of 20 sq. ft. area. Folding sides and tailboard are fitted and if weather protection is required a tilt frame and tarpaulin is available.
Besides the van and pick-up other body versions are made including a double-cab pick-up and a fully-equipped ambulance. In all cases the mechanical specification follows the same pattern with the four-cylinder horizontallyopposed air-cooled engine and four-speed gearbox located at the rear.
Servicing arrangements and sales outlets for Volkswagen vans are comprehensive in their coverage of Britain, these activities being handled by distributors of Volkswagen cars.
Volvo AB Volvo. Goteborg, Sweden.
tin Altsa Trucks Ltd„ !hothead, Glasgow.)
VOLVO have been interested in Britain as a market for a long time, to the extent that a four-wheeler was put into service some years ago in a British fleet for extended testing. But only in November last year did marketing really start when Afisa Trucks took on the Volvo concession for Great Britain.
The model that is being concentrated on is the Volvo F86 tractive unit, a forward-control fourwheeler which can be used at up to 32 tons gross train weight. It is possible that a six-wheeled version of the F86 will be available shortly and also that the larger F88, which has a 250 b.h.p. turbocharged diesel, will be imported at some time in the future.
The design of the F86 is little changed for the UK. Wheelbase is 9 ft. 10 in. and the engine used is the Volvo TI) 70A turbocharged sixcylinder diesel which has a capacity of 6.7 litres and maximum gross output of 195 b.h.p. at 2,460 r.p.m. Transmission is through the Volvo R50 gearbox which gives eight fully-synchronized forward ratios through a four-speed main section in the box and a two-speed range-change unit integral with it. The standard rear axle for Britain is a double-reduction unit available with ratios of 6.12 or 5.4 to 1.
Braking is one of the major changes for sale of the 186 in Britain and a secondary brake circuit is added, this consisting of an alteration to double-diaphragm actuating chambers on the front axle and an auxiliary connection for the semi-trailer. Actuation of the secondary system is by a hand valve and a similar unit is used to apply the parking brake (on the driving axle) which is accomplished by spring-brake actuators. A light-laden valve is standard on the driving axle and another important item of standard equipment on the model is power-assisted steering.
The F86 was tested by COMMERCIAL Mama at 30 tons gross train weight and put up a very good performance. Very good figures were obtained for fuel consumption—over 9 m.p.g. on a tmnkroad test and 8.2 m.p.g. on the highspeed run. And braking was also impressive but although through-the-gears acceleration was adequate, direct-drive tests were below standard due to the low torque at low engine speeds to be expected with a turbocharged diesel.
Five agents have so far been appointed by Ansa Trucks and it is expected that three further companies will be added to the list in the very near future.