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KELVIN HALL 8 REPOR
Page 33
Page 34
Page 35
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VERSIONS of Ford's Fiesta Escort van and Transit !s are shown for the first n the UK. Also on the Ford rs' stand are examples of argo range, including the 3leeper cab, and the P100 )nne pick-up.
Fiesta van's restyled body improves aerodynamics, lity and overall appear Inges to both the 957 and engines offered have d to improve fuel contion. Both engines have a r compression ratio (alh the smaller engine still on two star fuel), redecamshaft, swirl inducing dual-outlet exhausts and ction pistons.
ta car models have shown )w 957cc engine to be 11 nt more economical on the rnment "urban cycle", the improvement to the c engine is even more
d at 34 per cent compared le old car models.
nor improvements on vans include a new instrulayout, fascia panel, g and ventilation system lore equipment as stan e are two models, the r and the L, both available ther the 957 or 1,117 cc S.
Popular includes cloth m, two-speed wipers and
electric wash, locking fuel filler cap, face level vents, illuminated heater controls, arm rests and additional noise insulation. The show exhibit, a Fiesta 1.1L van, is supplied with a digital clock, tailgate wash/wipe, heated rear window, head restraints, fabric trim and halogen headlamps.
The Escort van range has been rationalised to three basic models — the 35 Popular, the 35 Van and the 55 Van.
The 35 Popular is offered with the same improved 1,117cc engine as fitted to the Fiesta van, while 35 and 55 vans are equipped with a 1300 cc cvh engine. The 35 Popular model is improved in specification with the addition of intermittent wipe, three-speed heater fan and additional sound deadening material, dipping interior mirror and door armrests. Escort vans also feature reclining seats, push button radio and passenger compartment carpet. The stand vehicle is an Escort 55 van.
Both Fiesta and Escort vans will be available next year with a new 1,600cc overhead cam diesel engine specified in conjunction with the standard five-speed gearbox promising much improved fuel consumption.
The P100 remains unchanged, with a 1600cc ohc engine and four-speed gearbox and is shown together with a Walker Truckman canopy.
The Transit, now 15 years old, is still being developed. Ford is showing a 100 Custom van with a two-litre engine, a 190 Custom chassis cab and a Custom 15seat bus.
Exterior changes around the grille have improved the drag coefficient, a fashionable feature, even for vans these days.
The cab interior has a new heater and three-speed fan, intermittent variable wipe control and an optional dipping rear view mirror. The fascia panel is now finished in smoke-grey and new seat trim styles and patterns are revised to match the new colour scheme.
Options available for the first time include load lashing points on all vans, and overdrive for most models.
Four examples of the Cargo range include an 0811 7.5 tonne gvw chassis cab in standard form apart from its wheel covers and cab stripes, with laminated windshield, steering column lock, thermo-viscous fan, reversing lamp and multi-purpose socket and cigar lighter.
All models except those with four-cylinder engines now have power-assisted steering and here the 0811 is powered by Ford's six-cylinder six-litre diesel developing 85kW (114bhp) gross.
The 16 ton gvw 1617 Cargo powered by a Perkins V8.540 engine developing 134kW (180bhp) gross has Ford's standard eightspeed gearbox.
A Cargo 2420 6x4 tipper chassis with Hendrickson two-spring bogie is another first for Ford in Britain. A Deutz F6L 413FZ diesel developing 154kW (206bhp) gross is specified with a Fuller RT6609 nine-speed constant mesh gearbox.
The 3220 Cargo tractive unit for operation at 32 tons uses the Perkins V8.640 engine developing 160kW (215bhp) and it exhibits Ford's new sleeper cab now entering volume production. The sleeper cab extends the cab depth by 536mm (211n) and is trimmed to the same standard as the day cab. Tilting on the sleeper is by means of a hydraulic ram, but the day cab's torsion bars are retained.
A fully sectioned Concept Cargo reveals the advanced features which have been incorporated into its design, including disc brakes front and rear, composite springs and propshaft, and advanced spray suppression equipment.
102-105
BEDFORD'S new 4x2 tractive unit, plated at 32 tonnes rather than 32 tons, is introduced along with similarly specified models at 24 and 28 tonnes.
All three models use the standard TL day cab and are powered by the 8.2-litre Blue Series turbocharged engine rated at 158kW (208bhp) at 2,500rpm. Bedford has chosen to fit the Fuller RT6609 gearbox to help give the TL3200 a claimed kerb weight of less than 5 tonnes.
A new TL 6x4 chassis is a development of a 6x2 chassis shown at last year's NEC show, but in this application using a more powerful 210TD version of the turbocharged 8.2-litre Blue Series engine driving through a nine-speed Fuller RT6609 direct top constant-mesh gearbox. An Allison automatic transmission is offered as an option.
A special limited addition of the CF250 offers a high specification equipped with sunshine roof, cloth trim, double passenger seat, wheel trims and extra special paint job. Powered by a 2.3-litre petrol engine it is available for around £5,263 list, offering a payload of approximately 1.5 tonne and an internal body cube of 5.89cum (208cuft).
The Astra van on display is a diesel variant of this front-wheel drive mudel. The 1600D is powered by the GM 1.6/55D four-cylinder 1578cc ohc transverse diesel engine developing 40kW (54 bhp) net at 4,600rpm and torque of 96Nm (71Ibft) net at 2,400rpm.
114
DAF is showing its latest twinsteer 6x2 tractive unit.
The FTG 3300 DKX's 11.6-litre turbocharged and charge-cooled six cylinder engine produces 246kW (330bhp) at 2,200rpm and 1,350Nm (996Ibft) of torque at 1,300rpm. The standard axle ratio is 4.49 to 1 and the 3300 is fitted with a ZF 16S 130 16-speed synchromesh splitter gearbox. At the rear, the DAF 2699 hub reduction axle is equipped with a lockable differential. Air suspension is fitted to the second steering and drive axle as standard.
115
ERF is bowing its two latest models.
The first is the M16, a new 4x2 16-ton gvw rigid, which is powered by the Perkins T6354.4 turbocharged engine, producing 112kW (150bhp) at 2,600rpm and 498Nm (367 lbft) of torque at 1,600rpm, which drives through a Spicer T6-400 six-speed synchromesh overdrive gearbox.
The rear axle is Rockwell's latest R144 single reduction, single-speed model. Like so many of this vehicle's corr nents, weight has been trimr from this assembly, say around 80kg (176 lb). At tonnes typical unladen wei the M16 chassis cab is ( 350kg lighter than ER previous 4x2 M-series rigid suiting in an impressive payl capacity. The vehicle is avail in five wheelbase options n ing from 3.8m to 5.5m (12ft E to 18ft).
The second exhibit is the vehicle in ERF's tractive range, a tandem steer 6x2 designed to operate in conj tion with tandem axle traile the 38-tonne weight limit.
This tractive unit was ceived, designed and prod' by ERF after close consultal with its major customers ir haulage business engaged ii transport of food, fuel, liq bulk loads and general freigl The 6x2 unit on displa fitted with Cummins E29C gine and the Fuller RTX 11 gearbox.
116, 118, 120 121
EIGHT exhibits from Ivaco vide examples of its ram vans, trucks and tractive sold in the UK, and include three new models. These a 79.14 and 109.14 from the 11.2 tonne gvw Z range continued ow