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Importers attack nildweight range

Steve Gray and Tim Blakemore report that foreign connoetitors are building vehicles aimed specifically at the UK market. Pictures by Brian Weatherley

'HIS YEAR'S Scottish Motor ihclw sees only minor changes o -stablished British vehicles, iut a host of new vehicles from he1 importers. It seems that lay ng grabbed the lion's share if he top-weight tractive-unit narket, the Continental, Scaniinavian, and even American nakers are turning their attenion to lower-weight categories. But more importantly the mporters are building vehicles pecifically for the UK market, ather than selling UK operators

ometimes inappropriate pe ifications. This is evidenced n he tractive-unit market by wc new 32-tonners making her debut at Kelvin Hall. On he Fiat stand, L6, is the 159 r20 T tractive unit, while erivalt has the TF231.

Both of these models offer an !xtremely low kerb weight, the 159 weighs 5.32 tonnes (5.24 ons) while the TF231 is 5.6 onnes (5.5 tons) complete with ifth-wheel, wings and a full ank. .

The Fiat and the Renault are :ompletely new, although many veil-tried components are used. ieplacing the 684T, the 159 320 T has a naturally aspirated )oviier unit developing 143kVV 192bhp) giving exactly 6bhp )erton — not exactly overpowired! Transmission is via a five;peed splitter box, to a doubleedUction rear axle. All but first 34has synchromesh.

Rockwell Stopmaster selfidjlusting twin-leading shoe )rakes are used all round, but he: tractive unit only has twoin e air. One concession to UK )perators, though, is the adopion of ten-stud three-piece disc rvheels instead of the Fiat ;poked variety.

The cab on the 159 F20 T is :he narrower version of that used on the other 170-Series 3rtics. Double-skinned for insuation, the cab is flexibly -nounted on the frame and tilts to a maximum 50.

Tilting is by means of a -iy4Jraulic pump which also ;e es to lower the cab. Inside [h e is a suspension driver's ;eat and the steering wheel is 3djustable for height.

The 159 F2OT obviously has :

-nany refinements over its pre

JeCessor the 684T, but there is 3 disadvantage. Costing over P18,000, it is around £3000 Jearer than the old model.

enault is working hard to .st blish itself in the UK. and [h introduction of the TF231 :ra tive unit is yet another step 3Iong the way. Manufactured using components made at both the old Bernet and Saviem plants at Lyons, Blainville and Limoges, the TF231 is a true Renault. In fact it is one of the first to be badged as such and from now on all UK vehicles wil' be called Renault.

Using an 8.2-litre, turb•

ocharged power unit, thE Renault has an 11-speec synchromesh gearbox. Maxi• mum power is 16110A (216bhp), which gives a power to-weight ratio of 6.75bhp/ ton Maximum torque of 781Nn(576 lbft) comes in at 17 rpm. and the power unit is that whiclwill be used on the medium weight truck which Mack is tc market in the USA.

The widened Club of Fou

cab is fitted to the Renault's 3r-r wheelbase chassis. It is counter-balanced tilt version fitted with suspension seat, an a sleeper version is available Like the new Fiat, Renault ha: fitted two-line air brakes and hub-reduction rear axle with

13-ton capacity. Another lightweight to mak, its UK show debut — it was firs seen at the I RTE conference is the Mack Cruisehauler.

Offering a remarkably high specification, the Mack weighs n at 5.58 tonnes (5.5 tons). However, it is an expensive iehicle for UK operators runling at 32 tons.

Moving down the weight acale, the other area under attack from importers is the 16:on section. For many years Jominated by British makers )nly, it is now being explored by 'oreign manufacturers.

Mercedes-Benz set the ball .oiling some years back with the 1617, realising there was a )lace for a premium 16-ton tehicle with high specification. 'ow others are following uit. With the British manufacurers' designs beginning to ook dated, and replacement rehicles still some way off it is )ossible that imports will cut off slice of the action.

Volvo has chosen Kelvin Hall o bring in its new 16-ton F616 no doubt because Fiat, ienault and Magirus are all .howing new models in this :ategory. But the Volvo won't ie available until the spring of 980.

However, it does offer a high pecification as well as a high irice (£16,550) with the urbocharged TD60 B engine. ix-speed ZF gearbox and Club It cab: the widened version. Five wheelbase options are vailable, although only three 3.5, 4.5 and 5m) will be -nported as normal, the others btainable on special order.

Volvo expects to sell 700 ehicles in ihe first year with ie F616 which is claimed to ave one of the lowest kerb /eights around 4705kg 1.68 tons) for the shortest theelbase. Although the ZF box ; standard, for another £200 le established Volvo R52 eight-speed synchromesh range change can be ordered.

A well-appointed cab interior, with low noise levels and wideopening doors, have all been designed to assist the multi-stop delivery driver as well as the longer-haul driver.

Very similar in appearance -. it shares the Club of Four cab— is the Renault GF151. However, its current list price of £13,700 makes it a lot cheaper. But it must be remembered, Volvo has set its price for April. Like the TF231, the Renault has many joint Berliet/Saviem com.ponents, It has the JP13C power unit, the six-cylinder type 798.

Turbocharged it develops 109kW (146bhp) net at 2900rpm, and maximum torque is 436Nm (321 lbft) at 1900rpm. Transmission is via the ZF five-speed synchromesh gearbox and a 1 0-ton doublereduction rear axle. Four different ratios are available for the GF151.

Kerb weight far the vehicle depends on which of three wheelbases (3.6, 4.7 or 5.7m) is chosen, and ranges from 4.5 to 4.8 tonnes (4.42 to 4.72 tons). The Renault has long variable rate springs, stabiliser bars, and shock absorbers all round.

Showing the same cab as the new tractive unit, Fiat's 159 F17 has the 8.1-litre power unit, taken from its predecessor. Like the Renault it has a ZF fivespeed gearbox, but is heavier than both the Volvo and Renault at 4.93 tonnes (4.86 tons) for the shortest of the four wheelbase options.

These are 3.8m, 4.4m, 5m and 5.55m. Developing 118kW and 504Nm (158bhp and 372 16ft) torque at 1300rpm, a single-plate clutch is fitted to the six-cylinder engine. Rockwell Stopmaster brakes are specified, as on the tractive unit, and the same level of interior trim is common to both.

Last of the -new16tonners at Kelvin Hall is the Magirus 168M 16FL first seen in June 1979. Fitted with the first turbocharged air-cooled unit to be seen in Britain, the straight-six Deutz diesel develops 161bhp. Although fitted in this application for the first time, the engine has been used in construction-plant vehicles for some time.

Part of the Magirus rationalisation is to bring its engine. range down to two basic series. In the 16-tonner it is the 913 Series which is of modular construction. Oonly one wheelbase version of the Magirus is available as yet — 5.55m — but others will make an appearance next year. Smaller four-cylinder versions power the 6.0-tonne and 7.9-tonne lightweight Magirus.

The IVECO cab, fitted to Fiat's 16-tonner, is naturally used on the 168M 16FL, It tilts to 52 and has only a few external differences, such as twoblade wipers instead of three blades.

Non-hgv, 7.5-tonne (7.38ton) gross vehicles form a very large market and the importers have been quick to cash in on it.

Fiat is showing its forward control 5.5 and 7.5-ton vehicles, fitted for the first time with tilt cabs to assist maintenance. In fact the two models have been uprated from 5.7 tonnes to 5.99 tonnes and from 7.5 tonnes to 7.9 tonnes gvw respectively.

However, the latter is downrated to 7.5 tonnes to stay nonhgv. The nomenclature has been changed from 55 F 10 to 60 F 10 for the smaller vehicle, and from 75 F 10 to 79 F 10 for the larger.

Fiat says that the cab on these models was designed for eventual tilting at the outset; thus no major alterations have been necessary. Externally, no changes have been made apart from the back panel, which incorporates two large windows.

However, a hundredweight has been added to the weight of the vehicles. The cab tilts manually to 50 , but there is no need to tilt for everyday checks of oil, water and so on. Another alteration to the small Fiats is the addition of larger brakes.

Fiat's IVECO partner, Magirus, also has a lightweight on show, the 90 M 6 OFL grossing at 6 tonnes; it has a modular Deutz four-cylinder diesel giving out 63kW (84bhp). A five-speed gearbox, with synchromesh on all but first.

Making a first appearance in the UK is Mercedes-Benz' uprated 7.5-tonner, the LP813. As an addition to the LP809 the new vehicle has a larger sixcylinder power unit, producing 93kW (125bhp) at 2800rpm. This compares with 64kW (86bhp) from the four-cylinder unit in the LP809.

A 4.3 to 1 rear axle ratio gives the LP813 a road speed of about 96km/ h (60mph). The LP809 now has a 5.12 to 1 axle, but can be specified with the 4.3 if required.

In spite of the extra length of the six-cylinder unit, there is no encroachment into the gap between cab and body, so similarsized bodies can still be fitted to the newcomer. The rather dated 809 cab is retained it doesn't tilt and the new model is distinguished only by its badging.

Renault too has a non-hgv JK on its stand, but the biggest news is that of MAN-VW with its MT range, shown to the UK for the first time at Kelvin Hall. With gross weights from 6 to 9 tons, the MT range is represented by an MT8.136 F plated for 7.5 tonnes (7.38 tons) gvw.

The cab tilts to 45 (it is based on the VW LT cab), and features a sprung driver's seat. .Power comes from the MAN 'M' diesel engine, a water-cooled six-cylinder direct-injection unit. It produces 101 kW (136bhp) at 3000rpm. Transmission is via a five-speed all synchromesh gearbox. Although only•one MAN-VW is displayed inside Kelvin Hall, there are demonstration models at the Erskine Bridge Eurocrest Hotel.

If the importers are attacking the lower ends of the market, they're certainly not letting go their grip on the top end either. Magirus has its 256M 19FS 38-tonne tractive unit, due for release shortly in the UK, on show at Kelvin Hall. It has a 167kVV (244bhp), V8 aircooled Deutz diesel and the rationalised IVECO cab.

A more powerful version will be made available later featuring the 307 Deutz V10, Fuller F TO 9513, 13-speed range-change gearboxes are specified as are hub-reduction axles. As standard, a fully trimmed and equipped sleeper cab is fitted with wall-to-wall carpeting.

What are the home producers doing to combat the threat from the invasion? Only one British manufacturer has a new vehicle on show Dodge with its 50-Series S66C integral van, shown at Kelvin Hall. It is a high-capacity van with 12.8cum (450cuft) of interior load space.

It is fitted with the Perkins 6.247 diesel and Dodge four speed gearbox. Five gross weights and two wheelbase op tions complete the choices. The van on show at Kelvin Hall has a gvw of 6.6 tonnes (6.5 toss) and a wheelbase of 366cm (144in).

Clearly the Dodge will be trying hard to retain its share of the market held by the superseded VValkthru and to make up ground in the 7.5 tonnes (7.38 tons.) sector where, apart from the Dodge 100-Series Commando, it previously hadn't had a model.

Among the other British manufacturers, little has -changed. Leyland has nothing new to show although it seems strange it isn't exhibiting a 145, at least to give operators a taste of what's to come. Leyland says that it doesn't want to detract from Marathon sales, as the T45 won't be on sale until the spring.

While this may be true, little harm could come from showing a vehicle which has already been seen at least in the Press. With no new trucks, Leyland is concentrating on its operator/ driver support system, with two new ones introduced.

Ford too has no new vehicles, but has a representative display of its wares including the little Fiesta van, which sells very well, and a neat A-Series vehicle with Holmes Trooper Wrecker on the back. D-Series remain very popular and there are two models on the stand..

Bedford's only news is the new headlamped Cheyenne, with neither carburettor nor exterior changes, and the revised interior of the CF. TMs and TKs the latter looking its age now are strongly represented at Glasgow and continue to find favour.

Among the small independents, ERF is riding high with more sales last year than ever before. Unfortunately for the Sandbach company, it didn't make any more money than last year in fact it made less. However, the B-Series does very well in Scotland, and fitted with the Turbo 250 Cummins power unit it should continue to sell well.

EREs old sparring partner, Fodens, have got two new models on show but they are not brand-new vehicles. The sixwheeler is now available with Cummins VT504 power. This engine, new to the show this year, is a big-cam version of the naturally aspirated V504. It is turbocharged and gives the Foden a low kerb weight of 6.2 tonnes (6.1 tons).

Nevertheless, the small vees from Darlington gained a poor reputation for reliability and emission of both smoke and noise, so there could be some operator resistance to the new vehicle's engine.

• Fodens have standardised on a rubber rear-suspension bogie of their own design and this doesn't add to the kerb weight. However, it is claimed to have a greater life than a conventional • bogie up to four times longer.

Seddon Atkinson, the last of the -British" manufacturers, has nothing new to show except for the introduction of the International Harvester singlereduction rear axle on the 400Series. This, rather than the Rockwell, is likely to become the option to Seddon Atkinson'sgroup hub-reduction axle.

Seddon, unlike ERF and Fodens, is not showing any Gardner vehicle. No doubt the rationale is that Gardner engines are hard to obtain, have a price premium, and so why show what is largely unobtainable?

Lighter vehicles are always well represented at Kelvin Hall, because of the car influence. The 'AN Transporter type Ill is making its first show appearance. It seems strange that VW has continued with a rearengine design when it is the only one in its range of cars and vans. Supplies of the pick-up won't be available until the spring, but panel vans, as shown at Kelvin Hall, are, and cost £3801.

Japanese vehicles are very popular in Scotland, so much so that demand far exceeds supply. Many, such as Datsun, aren't exhibiting models for this reason.

One of the success stories of the Show this year is Stonefield. Having got an order from the British military, Stonefield looks Set to do very well with its gapfilling go-anywhere range of vehicles. Just one of its many guises is illustrated at Kelvin Hall where it is fitted out as a rapid-intervention vehicle. The model is a P5060 with 6 x4 configuration and a Chrysler V8 power unit. Chrysler automatic transmission is a standard fitment.

The continuing vogue foi high torque-rise engines continues with Cummins VT504 250T and E290 being shown it different vehicles. Renault'! Maxi-couple engine in thf TR305 and the Maxi-torque is the Mack are two more. Th( only two-stroke diesel stil around on the Turner stand is the Detroit 6V71.

MANY OPERATORS now cl€ mand versatility from thei vehicles and one way c achieving this is to fit demoun able body systems. A. C. Per man of Dumfries has responde to the demand in Scotland wit the introduction of a nei straight-lift system to add to existing range. At Kelvin. Ha the system is shown fitted to a Ford D1311 with a 6.7m (22ft) Penman box-body constructed from grp.

Two pairs of hydraulic rams are used, with the hydraulic power pack suitable for 12or 24-volt operation enclosed in a box on the side of the chassis. The push-button operated system is suitable for vehicles up to 16 tons gvw. When lowered to the chassis, the body is located by four twistlocks.

An interesting feature of the body on display (built for Graham Boyd, builders' and engineers' merchants) is the Ratcliff RTD1002, 1000kg capacity demountable tail-lift. The rear frame of the body was designed to accept the tail-lift and is also consistent with the end-frame design of Penman's demountable pallet, so the operator is able to interchange both containers and pallets and may use the tail lift with either of them.

More demounts are exhibited at Partick Transport Depot, with Ray Smith (Demountables) Ltd showing examples of its Tenplus. Seven-Five and Three-Five systems. The Three-Five is a new system designed specifically for vehicles up to 3.5 tonnes gvw. At this gross weight the lightness of the installation is obviously important, and Ray Smith offers a very light alloy base-frame for use with grp bodies as well as the steel frame used with dropsides, platforms and so on.

A different way of keeping loading/unloading times to a minimum is to use curtain-sided or sliding-door bodies. At Partick, Boalloy exhibits its two latest developments in this field — the Localiner and Tautliner Loadhugger. Designed for urban distribution vehicles, the Localiner is effectively a combination of the sliding door and curtain-sided design with loadbearing curtains joined to short sections of sliding doors.

What may be described as a "state-of-the-art" urban distribution vehicle is on display on the Arlington Motor Company stand in the shape of a Leyland Boxer BX132.5 in Coca-Cola livery and fitted with Allison automatic transmission, a Localiner body, and Dunlop low-profile tyres giving a deck height of only 107cm (42in).

The market for curtain-sided semi-trailers is still growing, and Craven Tasker has recently begun to compete for it with the Task trailer built entirely at Woodville. Unusual features of this design include steel rear .doors and front bulkhead. At Kelvin Hall the Craven Tasker trailers include a curtain-sider in Smith of Madiston colours, a bulk tipper and a new low-loader with power-operated swan neck.

Refrigerated transport has always been an important part of the industry in Scotland. Gray and Adams of Frazerburgh have recently opened a depot in Dunfermline and now specialise in grp construction. refrigerated bodies for all sizes of vehicle.

The company is justifiably proud of the high standard of its bodies and in particular the excellent insulation properties of the material used. As well as the range of Gray and Adams bodies on display at Partick, as Scottish agent for Petter refrigeration the company also shows the latest in Petters refrigeration units.

OR BUS operators, this year's icottish Motor Show is worthihile if hardly dramatic. But the even psv exhibits in the exhibion halls do include two models -taking their British debut.

On the Leyland vehicle stand, -le Leyland Cub 23 /33-seat sv chassis is revealed for the rsl time. The front-engine Cub a less-sophisticated answer to le problems of rural transport nd supplementary bus services an some of its competition.

The first bodied-Cub is availble in the demonstration park rith a new Wadham Stringer 'anguard bus body. The body is ne of the biggest surprises of ei show. It is well styled, has

icle windows, crystal route in

l tors, a well insulated engine nd large rubber bumpers.

• I took the opportunity to take he bus for a test drive and Dund it impressive. Noise levels rom the front engine were low ind allowed easy conversation

—trie levels were also low en)ugh for me to hear converse ions behind me in the bus. The gakes were good and the perormance lively to a maximum ;peed of about 55 mph.

I had a few slight criticisms, ,uch as the positioning of the iandbrake control and the lack

)f .demisting facilities for the iriver's offside window, but the

)us is an obvious choice for itage-carriage work and has a najor advantage over the Ford \-Series and Bedford VAS. The :ub is the only vehicle in its lass where a front entrance is )oSsible, due to the setting back )f the front axle.

Leyland's manual-geared _eopard is also shown in chassis 'orrn in Kelvin Hall, and fitted

Ni h a Plaxton body in the de-n nstration park. I took the

PI xton coach for a drive and r:o firmed an impression gained 3t the last Bus Driver of the Year mrnpetition final that the gear ratios chosen are well suited for th engine's power.

The six-speed ZF box is pleasa t to use and allows quick ac eleration, with no flat spots, to an easy 70mph on the motorway. Admittedly, the coach was virtually unladen on this drive, so I am looking forward to conducting a full road te't to sustain these promising pressions.

Leyland's new 680-engined N tional 2 makes its first UK appearance in production form at Kelvin Hall. The 11.6-metre

is on show is single-entrance, in the livery of Scottish Bus oup Company, Highland 0 -nnibuses.