When it comes to cabs, the vehicle manufacturers face an
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impossible task. No matter how many options they offer, they can't please all the operators all the time—which is why the cab conversion business continues to thrive. And the choice has never been wider...
From an operator's point of view specialist cab converters have one major advantage over the OE manufacturers: choice. Many cab conversions involve the installation of an over-cab sleeper pod to day cabs; high roofs to day and sleeper-cabs; and crewcab extensions to rigid trucks.
Cab roof extensions and pods are usually made of glass-reinforced plastic (GRP) mouldings. Crew-cab extensions can also be GRP, although some converters prefer composite aluminium panels.
Methods of GRP construction vary. The spray-moulding method used in the boat-building industry is the cheapest of these; it's generally used for large parts.
But several converters, including Hatcher and Estepe, still use the traditional hand. lay method on some components, saying it's the only way to achieve some of the complex shapes needed for aerodynamic styling.
For the past two y ears Hatcher has also been using a vacuum process similar to that used to manufacture GRP panels for bodybuilding. The main advantage is that both sides of the mould have a smooth finish and fixings can be incorporated at the production stage.
• The majority of Hatcher's business involves fitting high-roof extensions to sleeper cabs, says managing director John Westrup. Even when high-roof options are available online, Westrup finds that many of his customers simply don't want to pay for the higher power or upgraded specification that come with them.
Although there is space for a second bunk, many operators simply want to create a more spacious cab interior for the driver to move around in.
The Skycab conversion was developed for the Daf 85-Series cab. More than 2,500 Skycab-equipped Daf 85s are now in service, says Westrup; it's also available for 65 and 75-Series cabs. In most cases height is increased by 775mm, but the Super model on the 85-Series cab raises the height by 1,025mm.
Skycabs are now available to suit most sleeper cabs. The first Skycab on a Foden Alpha 3000 (which uses the same cab as Foden's Paccar stablemate Daf) has just gone into service with Herefordshire haulier Burgoynes.
Don-Bur is best known for its trailer and bodybuilding business, but it also has a long-established conversion oper ation at (Arington which has just completed a dual-purpose Volvo FL6 cab conversion for Pickfords. During the day the conversion provides a six-man crew-cab with a 400mmwide four-man seat. At night it is transformed into a 600mm-wide bunk by raising the hinged flap in front of the seat. A hydraulic ram beneath the front passenger seat helps the crew push it out of the way towards the driver to give clear access to the rear.
To improve crew access Don-Bur has also developed an air-operated step that swings out whenever the door is opened; it works off the same circuit as the courtesy light. The latest addition to the Don-Bur portfolio is a high-roof conversion of a lino cab for Harris Assemblies in Ireland.
Simple conversions can often be completed in a day, minimising downtime. Dutch-based Estepe, for example, is winning business from UK operators who regularly cross the Channel. It has developed a "Mega Mega Space cab" for furniture company Arnholdt and Sohn. The converted M-B Actros now seats five people and sleeps three; its roof was raised by 270mm to 3.98m. One of the three beds acts as a back support for the seats and there is extra locker space over the windscreen. • Time was when a cab-top pod was seen as a poor-man's sleeper cab. Access was difficult, and lack of insulation caused problems with condensation and heat loss. Improved materials and designs have made pods less claustrophobic, while the use of fire retardant materials has alleviated earlier concerns over fire risks.
Pods are still in demand for sleeper conversions-removals companies, for example, prefer then to sleeper cabs because they minimise encroachment into the load space. They're also popular on longdistance 7.5-tonners.
Hatcher Components has sold more than 8,000 of its Night Cap top sleepers. The latest version, for the Mercedes-Benz day-cabbed Atego 815, costs 21,996. including a 1.95m mattress, side window, ventilator, voltage converter, light, smoke detector, fire extinguisher and lockable storage locker.
Norfolk-based Ecotek developed its Super Eurotop sleeper conversion for Renault Premium day cabs joining the Weetabix fleet. It looks similar to Ecotek's 3D roof-top fairing. A standard cab height of around 2.8m plus 700800mm for a fixed roof deflector still leaves a gap between cab and body roofs of around 500mm, Ecotek points out, which is not good for aerodynamics or fuel consumption.
The Eurotop sleeper weighs 190kg, but Ecotek maintains that the overall weight is cornparable with a sleeper-cab and roof deflector.
Access to the sleeping area is via a step/table and a full-width opening. There are plenty of grab handles, a bunk catch net and a 200mm-thick, fire-retardant mattress. Upholstery matches the design in the original cab; standard fittings include handy power points and eyeball
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type directional reading lights.
Marsden Vanplan built its first sleeper pod on a Bedford TM; it's still providing a bespoke service today. However, managing director Arthur Brown explains that not all pods are installed to provide sleeping accommodation-some give extra seating for furniture delivery or removals crews and these can be quite luxurious.
"We fit a staircase that gives access to an upper gallery which is fitted with aircraft-type seats.'' says Brown. This inevitably incurs a weight penalty, of up to 300 kg. "That doesn't matter to many of our customers," he adds, "but we sometimes have to uprate to a heavier duty cab suspension."
CREW CABS
Most recovery crew-cab converters are members of the Recovery Equipment and Manufacturers Suppliers Association, which has published a crew-cab standard for the past nine years. This covers seating and emergency exits as well as build quality.
Chairman David Hardacre of Hanely-based Whiteacres believes the dominance of the Iveco Cargo in the recovery market is going to be challenged by the M-B Rego.
The Whiteacres conversion offers useful extra width and extends 1.22m to the rear, giving more legroom for passengers.
Composite aluminium panels are used in Whtteacre conversion: this is said to better allow the cab to withstand flexing without cracking. On 7.5-tonne conversions, mechanical cab tilt systems are replaced with twin hydraulic rams which can handle the extra cab weight and prevent the cab twisting as it is raised.