P.s.v. and driven semis the highlights of the show
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Report by:
A. J. P. Wilding
AMIMechE, MIRTE Pictures by:
Dick Ross
THE Geneva Show gets a good deal of attention from the European commercial vehicle makers and although rarely used for major announcements of new models, it invariably holds technical interest. In this respect important developments seen for the first time at this year's event include two artics with hydraulically driven semi-trailer wheels.
In addition, one Swiss maker—FBW—has a new goods model and turbo-charged diesel, two Japanese makers show models not seen in Europe before, a new Israeli lightweight—with British connections—is on view, and Fiat has its models with rationalized engines including a three-cylinder diesel light truck.
In the passenger field there are new bodies from both Switzerland and Italy, the Scania-Vabis city bus introduced for the Swedish change to righthand traffic and a special version of a Mercedes-Benz lightweight.
On the business front there is considerable significance in the agreement signed between Saviem of France and MAN of Germany (reported in CM last week) which was announced at the show.
Many detail changes are shown to existing models which make them suitable for the particular requirements of Switzerland, which has the lowest weight limits of any European coun try.
The restrictive Swiss weight limits are undoubtedly the reason for the introduction ol the hydraulic-driven semi-trailers. The maximum on a rigid, regardless of the number al axles, is 16 tons while an artic can gross 21 tons and a tractor-drawbar trailer combination is limited to 26 tons: in both of the last twc cases the number of axles has no relevance. So, if an operator wants to get over 16 tons gross he cannot have a rigid.
For normal haulage there is no real problem but the requirements of tipper operators has led to the introduction of artics with very short overall dimetisions and a number at the Show have their trailer axle closer to the driving axle than the front axle. To get over traction difficulties that must exist on most artic-tipper work, the Swiss use 4 x 4 tractive units and one of these is to be seen on the Mattille stand.
On the next stand—that of Draize—there is an 8 cu.m. tipper semi-trailer coupled to a Volvo normal-control tractor and the wheels of the semi-trailer are driven by SISU hydraulic hub motors. These were first shown by the Finnish makers at the last Geneva Show and in the oraize application can be brought into operation when the outfit is being, driven in first gear—they give speeds up to 6 mph.
The second example of a powered semitrailer is seen on the Alusuisse Stand. This bodybuilder is featuring an artic tipper with a Scania tractor and the semi-trailer (built by Lanz and Marti/ has been modified by Rollstar of Zurich by the fitting of a Scania-Vabis driven axle powered by a Rollstar hydraulic motor mounted directly coupled to the axle by a short propeller shaft. The hydraulic pump for the system is driven by transfer gears at the rear of the tractor gearbox as against a pump coupled to the front of the engine crankshaft on the Draize outfit, and as this allows the trailer wheels to be driven at speeds up to 12 mph the system can only be used when the lowest three gears are in use. In both cases
flexible pipes connect the tractor and semitrailer parts of the system.
Some idea of the extent to which operators are prepared to go to get higher payloads is shown by the fact that Draize has sold two outfits similar to the one on display and the total cost has been over £12,000 each—the semi-trailer drive adds about £3,000 to the cost of a normal artic.
Although the extension of co-operation between Saviern and MAN was announced at the Show no MAN designs carrying the Saviem name or vice versa appear on the companies stands. It was a surprise that the joint working which started on a relatively small scale only last year should have developed so quickly to full-scale co-operation.
In September 1967 plans were announced covering the marketing by MAN of sor'ne light Saviem models in Germany. Now the agreement goes right across the ranges made by both concerns and includes integration of manufacturing in both countries arid of sales in export markets.
Models up to 7 tons gross (Saviem designs) will be manufactured completely in France and MAN will import into Germany. From 7 to 12 tons g.v.w., Saviem will again lead by producing all parts and MAN will import components for assembly in Munich for the German market.
Above 12 tons g.v.w.—up to 38 tons —MAN will produce engines, frames, rear axle and so on, while Saviem will make the gearbox and build the cabs and both companies will assemble. The heavy public works vehicles will be produced by MAN with Saviem importing into France arid with regard to p.s.v. there is no definite decision yet as users in this category have fixed ideas about their requirements.
It is clear that full details of future working have yet to be worked out but heavy Saviem designs with which MAN models clash have been dropped. The same applies to export business and while it is stated that the stronger company in a particular market will be chosen to handle all MAN /Saviem sales there may be cases where the Saviem network will handle light chassis and MAN heavies where this is considered desirable.
The MAN /Saviem agreement is in line with current trends to amalgamations in the vehicle-producing field but it is the first example of international co-operation on the scale proposed. There is no financial link between the two firms and this same method of improving efficiency and competitiveness could be a pattern for amalgamations short of full mergers in the future.
In the case of MAN and Saviem it is worth bearing in mind that the latter company already has links with Alfa Romeo in Italy which gives the partnership strength in the three major countries in the European Common Market as it is today.
Swiss makes
Switzerland has three heavy vehicle makers--Saurer and Berne, who are linked, and FBW. Saurer does not have any new models but is showing chassis with engines that were uprated a year ago. In the case of the naturally aspirated diesel, type DK, this now has an output of 210 bhp compared with 160 bhp for the earlier design while the supercharged version, the DKL gives 255 bhp as against 210. Increasing the bore size from 125 to 130mm on the naturally aspirated engine has increased the capacity from 10.3 to 11.15 litres but the bore increase is only to 128mm. for the supercharged engine and the new capacity is 10.81 litres. FBW has, however, introduced a medium-weight truck having previously only made models to the maximum permitted weights. This is the L 35 U for 11 tons gross. It has an horizontal six-cylinder diesel engine behind the cab and below the frame and as a result the Ramseir and Jenzer-made cab has a relatively low floor line with no engine-cover intrusion. Output of the 7.0 litre engine is 130 bhp and 13 ton and 15 ton gross versions with the same engine giving 160 bhp are also offered.
This firm has also brought out a higherpowered version of its largest diesel, in this case by the fitting of a Holset turbo-charger which allows output of the 11.02 litre unit to be increased from 172 bhp to 230 bhp. The new engine developed for the L 35 U is employed by .FBW in p.s.v chassis and a number of these appear on bodybuilders' stands.
And another item of interest from FBW is that one of its articulated-bus models— shown by bodybuilder Gangloff—has a new torque-convertor transmission developed by the concern. There are no moves by the Swiss manufacturers to forms of automatic transmission but a special version of a Mercedes-Benz goods chassis developed for the Swiss market will be fitted with an Allison box by the distributor on request. The chassis is the LP1417 which combines features of the Mercedes-Benz 1317 and 1517 models. It is designed for 14 tons gross with a 170 bhp diesel engine.
A new small 4 x 4 vehicle from an unusual source for a European Show—Israel—is the Dragoon shown by Autocars Co. Ltd. This particular model was developed up to a point by Standard-Triumph of England and uses Standard-Triumph running units.
Autocars is partnered by Leyland Ashdad in a group of which the Leyland Motor Corporation owns 25 per cent and when StandardTriumph decided to give 'up development of a light cross-country type vehicle, Autocars took over, completed the work and has now begun production. Main materials for the body are reinforced plastics and a Triumph 1.5 litre 56 bhp engine drives through a four-speed main and two-speed auxiliary gearbox; selection of four-wheel drive automatically engages the low secondary ratio. Six versions are made and there is also one for military use.
The two Japanese exhibitors are Nissan and Hino. The former has the Datsun Cabal! with 1.982 litre, 99 bhp petrol engine and, surprising for its small size, a load capacity of 1.9 tons, Hino is in the process of appointing a Swiss distributor and has two exhibits. One is a KM chassis cab which has been shown at other European exhibitions but for the first time in Europe there is a Hino BM passenger chassis with 32-seat body by Stoelen of Belgium. The BM is mechanically the same as the KM with 4.3 litre, 90 bhp net six-cylinder diesel and five-speed synchromesh gearbox. The bus chassis and the KM are from Japan but Hino has a plant in Athens assembling mainly the KM and I was told that in the past six monthE 20 have been sold in Europe.
As announced in CM two weeks ago Fial introduces in Geneva the 616N2 which it unusual in that it has a three-cylinder 2.34 litre diesel. The 616N2 is .a normal-contro chassis with 3m wheelbase and can carry •• payload of 1.7 tons within a total weight o' 3.5 tons. The engine is from a new Serie: 800 range of threefourand six-cylindei diesels intended by Fiat for use on agricultura tractors as well as commercial vehicles. ThE engines are based on bore and streak( dimensions of 95mrn and 110mm-780 c.c per cylinder—and examples of chassis with each are seen at Geneva; the four-cylinder ir the 625N2 2.5 ton, and the six-cylinder ir the 645N1 8.9 ton and 650E1 9.5 ton gros. chassis. The engines have many parts ir common including pistons, connecting rods. valve gear and so on.
Many changes
Hanomag made many changes at the las Frankfurt Show, one of them being the intro duction of the F85 goods chassis. This mode has only just gone into production so Genev4 is a first-time exhibition for it. In addition, th( Hanomag stand has an extended-wheelbasi version of the F25 front-wheel drive chassi: with 14-seat passenger body. The wheelbasi and body are 23.61n. greater and a 19-sea school bus is possible. Other news on the goods front is a forwardcontrol version of the Tatra 138 TM 6 x 6 with 9.00-20 front wheels and tyres and the prototype of a locally made cab. OAF of Austria has a new Husar for 2.5 tons on the road and 1.5 tons across country. For the first time, the OAF normal-control Tornado is seen with Leyland turbocharged 0.680, 250 bhp gross engine.
There is a fair amount of passenger-vehicle interest at Geneva although there are no radical changes in the general design of bodies. Latest have the square-cut design evident two years ago and there is the same high standard of construction; Swiss operators appear to be willing to spend considerably more on their bodies—both goods and passenger—than their British counterparts.
The Scania 110 city bus is an interesting exhibit as this was designed for Swedish operators changing over to right-hand traffic. It has a transverse 11 litre rear engine with an Output of 202 bhp net driving through an automatic transmission unit. The main floor (for standees) is flat and at a low height, most of the interior seats being on a raised portion at the rear.
In the outside area of the Show there is a bus made by Skoda—like Tatra part of Motokov, Prague—and called the SM-11. It has a space-frame chassis with 11.15 litre, 180 bhp engine driving through a Praga automatic transmission. Air suspension is employed, independent at the front with unequal wishbone and there are air bags at the front and rear of beams carrying the rear axle. Rear axle location and torque reaction are taken care of by a two-leaf spring which links the top of the differential casing. and crossmembers.
Top marks for luxury-coach bodies at Geneva go to German (Auwarter and Kassbohrer) and Italian (Padane and Menarini) bodybuilders but local makers such as Ramseir and Jenzer are not far behind.
The latest Padane design has a flatter front and single-piece windscreen and the rear panel and window are almost completely flat; the window takes up most of the area above the waist rail and is slightly angled forward.
An interesting development by Ramseir and Jenzer is a 22-seat coach body employing Mercedes-Benz .608 components and frontend styling. The 608 is made in many versions for goods and p.s.v. use and has a front-mounted engine. But Ramseir and Jenzer in association with Vetter of Germany has repositioned the engine and gearbox at the rear. Vetter built the integral body and mounted the components although the idea came from Ramseir. The vertical engine drives forward through the gearbox to transfer gearing located amidships from where the final drive shaft is taken to the front of the rear axle.