SCANIA has two 4x2 haulage chassis on display on Stand
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533, one fitted with the recently announced DS8-06 turbocharged 7.8-litre engine which replaces the naturally aspirated DN8 version, and the other fitted with the more powerful turbocharged and charge-cooled DSi8.
The DS8-06-powered Scania sixteen-tonner is equipped for local delivery work with the low mounted G cab and is fitted with air suspension on the rear axle. The P82 M 4 x 2 RSi 58, in contrast, has a specification better suited to long-distance trunking, having a sleeper cab and ten-speed synchromesh splitter gearbox.
Stand 534 Leyland
THE LEYLAND Freighter range introduced in 1981 now extends down to 10.99-tonnes plated weight, with the introduction of the Boxer replacement at the Show.
The Freighter models have gvws of 10.99 tonnes, 12.5 tonnes, 13.5 tonnes, 14.5 tonnes and 16.26 tonnes, and offer 50 combinations of engine/gearbox and wheelbase dimensions. The 98-Series engine, substantially modified over the last two years, is available in naturally aspirated or turbocharged form on all models except 16-tonners.
Power rating for the 6.98NV is 79kVV (106bhp) at 2,600rpm with a torque of 344Nm (254Ibft) at 1,650rpm, while in turbocharged form the 6.987V gives 102kW (137 bhp) at 2,500rpm and 457Nm (377Ibft) at 1,650rpm.
Two gearboxes are offered to cover the range. The Turner T5300 is a five-speed unit with synchromesh on the top four ratios, while the ZF 56-36 is a six-speed synchromesh unit. Both offer direct and overdrive top versions.
The 11-ton model is specified with the overdrive box only.
A titanium stabilised steel-ladder-type frame of bolted and riveted construction is profiled over the axles to give low frame heights.
The flat-topped chassis side members are cold form pierced ready to accept body-mounting brackets and have been stressed so additional subframes are not needed with most body types.
Tapered-leaf spring suspension is a standard feature, except on 14.5 and 16.26 models which have a multileaf spring pack with tapered-leaf helper at the rear.
The cab is a slim version of the C40 cab, designated C4OL. Main routine access items such as the header tank for the cooling system, engine oil filler and dip stick and air filter are mounted behind the cab.
Should the engine or gearbox need to be removed, the cab tilts hydraulically to 540 to allow a straight lift.
Typical kerb weights for a 4.3m (14ft 2in) wheelbase vehicle fitted with the naturally aspirated engine are 3,314kg (3.26tons), 3,790kg (3.73tons), 3,795kg (3.74tons) and 4,280kg (4.21tons) while the 16-tonner equipped with the turbocharged engine weighs in at about 4,370kg (4.30tons).
Stand 536 Mercedes-Benz
THE LP 1113 fills the gap in the range of Mercedes-Benz medium-weight two-axled rigids. This new 11-tonner is powered by the same 93kW (125bhp) as is used for the 7.5tonner, and continues to use the same five-speed synchromesh gearbox.
Mercedes-Benz claims that the front to rear cab dimensions allow the longest body length of any 11-tonner currently available. The LP813 chassis cab has a' wheelbase of 4.2m (13ft 9in), just 0.6m (2ft) shorter than the 11tonner.
The 1213, plated for operation at 13.3 tonne gvw, also has a wheelbase of 4.8m (15ft 9in). Its eight-speed gearbox is a new option.
For operation at 16 tons gvw, the 1617 5.2m (17ft) wheelbase model is equipped with the optional M sleeper cab.
Stand 537 Ford
THE FORD Cargo 1313 model here is a 13.2-tonne tipper chassis with a wheelbase of 3.07m (10ft lin). It is powered by one of the new 90-150 Series engines. This 6.2-litre 97kW (130bhp) unit has been developed to improve durability and shows a small reduction in fuel consumption. Both block and cylinder head have been substantially stiffened to reduce noise.
A turbocharged version of if six-litre diesel engine product 112kW (150bhp) for the Carc. 1615, a 16.25-tonne chassis ci with a wheelbase of 4.25m (1: 11in). Extras include a laminatf windshield, exhaust brake, hit centre of gravity pack and bra anti-freeze.
A second Ford 16.25-tonl truck chassis on display has 5m (16ft 5in) wheelbase and 8.3-litre Cummins V8 diesel e gine which develops 139k (186bhp) at 2,800rpm.
Stand 539 Bedford
THE NEW HIGHER-power, variants of Bedford's 3.6-Ii. and 5.4-litre Red Series engin are on display in TK and TL ch sis on Bedford's stand. F European models all Bedfc mid and heavyweight chas are now fitted with turbocharg engines; naturally aspirated gines for TK and TL are availal only for non-European exp markets.
Standard engine for 51/2-7 tonne TK/TL models in the Ul■ the uprated 3.6-litre four-cyl der engine which has a mi mum power rating of 65 (87bhp) net at 2,600rpm and velops maximum torque 273Nm (198Ibft) at 1,600rpm, creases of respectively 21 cent and 25 per cent over turbocharged 3.6/70 TO engin replaces (CM, road test, Aug 21).
The power output of Bedfoi 5.4-litre, six-cylinder Red Se' engine has been increased, t by 26 per cent to 101 (135bhp) at 2,600rpm, but rver power Phase 1 engine is :ained as an option.
Design changes on the Phase led Series engines include an line Bosch fuel pump for the I-litre unit to meet fuelling reirements, increased boost assure from the turbocharg;, strengthened main bearing ID bolts, new lsoformic pistons th controlled expansion for )ser tolerance and reduced ise, revised oil pump and ve, and twin thermostats for proved cooling efficiency on 5.4-litre engine only.
3edford transmissions for /TL and front-engined VAS
SB bus chassis have also an changed to match the iher-powered engines. Addinal axle ratios in the range of 9:1 to 6.8:1 on medium-duty les have enabled the 3rdrive gearboxes to be reced by more mechanically efent direct-top boxes, both ir and five-speed, without :rificing top-gear perform ledford axles for the 51/2-81/2-ine models have been angthened with the fitment of irger crown wheel and pinion de from case hardened steel. )ther internal changes to this a give improved oil circula
and reduced frothing. The rent 11-tonne Bedford heavyy spiral-bevel axle used on
15/16-tonne chassis has in modified as a hypoid de1 and will also replace the ight-in units currently used Bedford-powered TMs.
and 542 Kige
DODGE Commando rigid ge extends from 7.5 to 16 s gvw. At 13.21 tonnes, the 3 on show is fitted with a naturally aspirated Perkins 6.354 six-cylinder engine developing 87kW (116bhp) at 2,800rpm and 364Nm (268Ibft) of torque at 1,500rpm. Two other Perkins engines, the V8 540 and T6 354.4, are also available as a standard installation.
On the show model, a Dodge five-speed synchromesh transmission is matched to a 5.87 to 1 ratio drive axle. Maximum body length to match the 4.0m (13ft 3in) wheelbase is 5.5m (18ft).
A little heavier, the G16 16-ton Commando on show has the full urban distribution package. A change of springs and lowprofile tyres reduce the loading height. The front axle has been uprated to prevent overloading when the load is removed from the rear of the load platform.
An Allison HT 643 automatic transmission, now a factory option, drives a single-speed rear axle. Power steering is standard.
Perkins produces one of the smallest turbocharged and charge-cooled engines. This sixcylinder unit develops 110kW (148bhp) installed, and a little more when the viscous fan is disengaged.
Stand 544 Seddon Atkinson
THE SEDDON ATKINSON 201 4x2 16-ton rigid announced in September replaces the longrunning 200-Series. Many of the proven components are carried over into the new model and where changes have been made they are with short and mediumdistance urban delivery operation in mind.
The International D358 six-cylinder diesel engine is exported all over the world by the company's American parent but Seddon Atkinson remains the only British truck builder to specify it.
The naturally aspirated 5.9I i t re unit develops 100kW (134bhp) at 3,000rpm and maximum torque of 355Nm (266Ibft).
Detail changes include a onepiece bumper with centre towing pin, new alloy steps, reversing lights and flap type door handles. Spigot wheel fixings have also been adopted.
A synchromesh gearbox — the Eaton SMJ 542 — provides five ratios in the conventional gate pattern, and a more direct linkage is said to give a better change. The driveline is completed with an Eaton two-speed axle but there is an option of Seddon Atkinson's own single reduction axle.
Stand 546 Hestair Dennis
HESTAIR DENNIS is showing its all-British Delta 16. There are five wheelbase dimensions to choose from, but shown here is the 5.7m (18ft 8.5in). The Gardner 6LXB engine rated at 134kW can be specified to drive through either a five or six-speed synchromesh gearbox to a single or two-speed 10-ton rear axle. Other engine options include a range of three Perkins units with power outputs of 95 kW (128bhp), 119kW (159bhp), and 134kW (180bhp) for the naturally aspirated and turbocharged six cylinder and V8 engines respectively.
The Dennis-built all-steel cab tilts to a maximum of 70° for access to the engine compartment. Damaged panels are easily replaced, and box sections are wax-injected. The cab is fully undersealed as protection against corrosion.
Stand 547 MAN VW
MAN's 10.136 extends the MT range to 10 tonnes gvw courtesy of a Rockwell rear axle and heavier duty rear springs. It uses the same water-cooled naturally aspirated 100kW (136bhp) diesel engine as the lighter models.
Other items that are standard with the MT high-specification package include the luxury three-man tilt cab, 24 volt electrics and five-speed gearbox. Twin 100-litre (22 gal) fuel tanks are fitted on 4.225m and 4.6m (13ft 1 lin and 15ft lin) wheelbase models.
Two lighter models have wheelbase dimensions of 3.1m and 3.6m (10ft 2in and 11ft 10in). A 3.6m (lift 10in) wheelbase, four-cylinder 7.5-tonner MT is shown equipped with a 67kW (90bhp) MAN engine.