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D or the past three years European based manufacturers have
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been busy setting up used truck divisions to handle their buy-backs and fleet tractors. The smaller, more versatile truck builders, like Foden Trucks, have continued quite happily in the knowledge that with relatively few units returning, the distributor network is more than capable of handling them.
But this is about to change. Foden Trucks is setting up its own used truck programme which will be up and running next year. UK sales manager Nigel Butler says the way the company has tended to sell its products outright, steering away from residual deals, has meant that the relatively small used market for Fodens has been handled by its dealers. The Sandbach-based company started developing buy-backs three years ago, and now has around io trucks a month returning from operators.
Foden Trucks recruited Mark Brown as contracts manager to organise the used-truck programme. He will manage, promote and streamline contracts, as well as controlling asset management. As part of the Paccar group, Foden is also close to Paccar Financial. There are 17 Foden Trucks dealers in the UK; six of them sell used trucks.
The Foden Alpha 3000 Series hit the road in the spring of 1998 with a choice of three and four-axle rigid chassis and two and threeaxle tractors powered by Caterpillar or Cummins engines. These trucks differed from previous Foden models in that they incorporated parts from Foden's Paccar stablemate Daf, notably the 85 Series cabs. The Foden take on the Daf CF cab was distinguished by a new grille, corner wind deflectors, composite moulded wheelarches—and a new version of the famous Foden 'kite' logo.
Product profile
This month's used test truck is a Foden Alpha 3000. W229 OSW features an XL high-roof cab and a io.8-litre Cummins ISM 41oE Euro-2, charge-cooled, six-pot developing 4o5hp at 1,900rpm with 2, 000Nm of torque at 1,200rpm. To help the driver get the best from the engine it has a 16-speed overdrive synchromesh Eaton gearbox with rangechange and splitter. The XL cab incorporates a Fodendesigned pod on the Daf CF Series sleeper cab.
The Mentor rear axle offers a choice of three final-drive ratios depending on the type of work the truck is doing. Alpha 3000 operators also have a choice of three Cummins ISM engines, nominally
rated at 380, 410 and 4401 Other driveline optic include a Jake brake a Cummins' Road Relay.
As mentioned earlier, Fad operators are not restricted Cummins power; the Alp 3000s can be supplied w. Caterpillar Cio engines rat at 34o-380hp. And if speeds seems excessive Fed will fit a 12-speed Eaton box.
As well as the XL cab y can opt for a day cab standard-height sleeper, ma taming the Foden tradition giving the man holding t purse strings more choice th than the menu at his local tai away. If you can't find what you're looking : here perhaps you're in the wrong business.
W229 OSW was registered on April Fa( Day 2000, plated at 38 tonnes and put to wc hauling parcels up and down the motorw The intensive nature of that work is reflect in the 448,000km it's covered in such a sh, space of time.
After it returned to Cumbria Truck Centre was taxed and rented out for three moni before being snapped up by local operat Kenny Anderson. It joins another Fod Alpha that he bought new five months at Anderson handles general haulage, runni chipboard out of Stirling with return loa from supermarkets in the South-East.
He paid Cumbria Truck Centre L26,o, (ex-VAT) for W229 OSW, which reflects youth—as well as the full respray and months' test. Cumbria Truck Centre's ci torners also have the option of an Ree Commercial Vehicle Warranty.
Bottom line
Weather on our used truck route is anythi but predictable. Day one started cloudy a wet, followed by classic Indian sumnconditions which encouraged our man take off his jumper, before finishing the with more cloud. Day two ranged from m via bright sunshine to rain (which, for on held off until a few minutes after we completed the test).
The overall fuel figure for W229 OSW v, 7.48mpg at an average speed of 39.9m helped by a pretty solid 7.o4mpg over t tough A-road section where the avera speed was 36.9mph. The motorway secti on day two back to Hinckley produc 8.9 2rripg at 47.6mph.
Despite the weather there were few ho ups; just the usual melee through the A5 the M6 as the new toll road takes sha around Cannock, and pretty heavy traf heading back towards the M69.
The relatively lightweight tractor a 7,o-tonne trailer combined to give a dea payload of 29,480kg, which is encouragi news for bulk operators.
On the road
Fodert's rugged reputation in demanding sectors like muckaway work does not necessarily impress fleet operators running pallets and parcels up and down the motorways. But Foden is also known for making the best use of established proprietary components, and that choice of Cummins and Caterpillar engines with Eaton gearboxes allows it to offer operators a range of advanced products to suit almost any type of operation.
In testament to this, the Cummins ISM/Eaton 16-speed driveline fitted to W229 OSW feels fresh as a daisy after averaging is ,0001c.rn a month for 30 months. The clutch is still sharp, although in the absence of service records we have no way of knowing if it has been replaced.
Time was when 4o5hp would have been seen as excessive for a trunker, but running at a full 44 tonnes means this Foden can only spare 9.2hp/tonne, which is well below the industry benchmark of tohp/tonne.
In fact power was never an issue, with the ISM engine making light of the two major Aroad hill climbs encountered during the Welsh part of our test route. During the gru
elling climb out of Newtown up Dolfor Hill we had to throw the anchor out the window to make room for an artic hurtling down the hill, but Wz29 OSW recovered well, as is shown by its overall time up the gradient.
Climbing Dinmore Hill after Leominster was less exciting as we dropped to 61 and 24mph at the peak. A 30mpli limit on the first corner of the descent gave us the perfect chance to drop another gear and give the exhaust brake its head. It did pretty well, with a little help from the service brakes, keeping a firm rein on its 44-tonne burden.
To get the best from the Eaton 6-speeder we resorted to the "progressive changing" system in the top half of the box; this means taking half gears on the flat. It certainly helps when moving away and exiting roundabouts. With a little downhill momentum full changes from fifth or sixth were perfectly practicable. Gearchanges were smooth and slick but the cab did tend to rock a little at the bottom end of the box as we pulled away from a standing start.
Cab comfort
Cab access is no problem, with three steps and well-placed grab handles. When you climb into a truck with 450,000krn on the clock you expect to encounter rattles, worn out seats and faded plastic decor. After all, many trunkers are working two shifts a day and in no time at all mileage is up past the average for their age.
But being part of the Paccar group is clearly paying dividends for Foden. The Daf CF cab, with its Foden tweaks, is a perfect foil for the well-proven driveline.
Apart from a single cigarette burn on the back of the driver's seat (suggesting someone forgot to lower the window before attempting to elect a butt) there are no scars and no more than the inevitable signs of wear and tear from everyday use. The dash is clean; even the engine cover is relatively unscathed by the boots that must have clambered over it to get to the single bunk. In the cold light of day the grey fascia looks used rather than worn. The driver's footwell looks well trodden but then drivers have to put their feet somewhere while clocking up the miles.
The air-suspended seat and adjustable We found remarkabf steering wheel made a good job of keeping few signs of W229 OS our driver comfy throughout the test. busy life apart from On the downside this model was built routine wear and to:
before external lockers became the rage so the driver has to stash diesel gloves and wetweather gear under the bunk or in the passenger footwell. However, there are other storage spaces under the bunk.
Summary
Foden is in the process of developing its used truck network to accommodate the increasing number of its trucks returning to the market. The background to W229 OSW is a little unusual but the important factor is that it has not stopped working.
On a regular three or four-year deal this truck would be past the halfway stage of its first assignment before being traded up for a new model. Foden has a reputation for building trucks that last. and this relatively new model promises many years of productive service with its new owner.
• by Kevin Swallow