ITALY Steps Up the Pace
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THERE is only one non-Italian exhibitor in the commercial vehicle section of the 37th International Motor Show of Turin, which opened on April 20 and closes next Sunday. There are, however, new exhibits on most of the Italian stands, and their diversity is sufficient to convey the impression that the commercial-vehicle industry in Italy is making big strides.
A new production record was set up last year, 36,000 commercial vehicles having been built. This figure, which is 25 per cent. higher than the previous year's output and three times the immediate pre-war annual figure, is spilt up into 27,000 lorries and trailers. 2.000 passenger vehicles and 7,000 vans.
Exports last year, at 3,400 were 40 per cent. higher than in 1953. A large proportion went to South America. A healthy order for 250 of the new Alfa Romeo-C.G.E.-Fiat 80-passenger trolleybuses shows that the Italians are acutely conscious of their export markets and that they can now compete with Britain, Germany and America.
The Show itself has again been increased in area, this year by 3500 sq. yd. The main hall is, as Mal, filled with private cars, amongst which is a Bedford CA van in station-wagon form, and two subsidiary halls are
ulh occupied by buses and coaches. A-large proportion of the ground surrounding the exhibition buildings is covered with trucks, trailers and municipal vehicles. There is also a thriving demonstration park. The most striking feature of the open-air part of the Show is the great number of trailers. Most of the trailers are of the three-axle type and provision is frequently made for steering the third axle. This results in numerous arrangements, some involved and some reasonably simple whilst further 'attachments are fitted to the rear of some trailers to allow the third axle to be lifted clear of the road when a full 'dad is not being carried.
By sheer weight of numbers the Viberti exhibits should receive prior consideration. The BVF203 fire 'appliance is technically the most interesting, although its appeal is limited. The two Fiat 140 b.h.p. six-cylindered oil
engines are mounted high up in the chassis, midway between the forward and centre axles and outside the main frame member. The right-hand engine is connected, through a four-speed gearbox, to the front and middle axles, and the left-hand engine drives the rear axle, also through a gearbox. This engine has a power take-off in its transmission line which, although it was not connected on the Show model, presumably drives the pump for the two monitors on the top of the vehicle. Both engines have single-dry-plate clutches operated by compressed air.
Although there is one main diiving.position in the large cab from which both engines may be controlled, either simultaneously or individually, there, is a set of supplementary controls in front of the mate's seat. This is for the regulation of the left-hand engine, clutch and power takeoff when the vehicle is stationary at a fire.
A large box-section spine, fabricated by welding a-in. steel plate, forms the chassis frame, with outriggers to support the engines, axles and bodywork The fully enclosed-body and all the fire-fighting equipment are made by Bergoni, of Milan, and, in addition to the two monitors, there are two reels of low-pressure hose and 12 C.O., foam bottles.
The BVF203, which is 29 ft. long, 8 ft. 3 in. wide and weighs 20 tons, is shod with 13.00-20-in. tyres and is said to be capable of a maximum speed of 63 m.p.h. It has a payload capacity of 15 tons, and can carry 2,700 gallons of water in a tank above the rear axles besides its other equipment and a crew of six. The prototype has been built for the Italian Air Force, as has an 8 by .8 version which carries a large crane and is used for aircraft recovery and transport.
Also for the Italian Air Force is the Viberti 10,000gallon petrol tanker. This imposing vehicle is about 50 ft. long and bears the legend, in-English, "Desert's Tanker." The 6 by 6 tractor is powered by an O.M. 180-b.h.p. V8 oil engine. This engine has a twin-plate dry clutch and a four-speed gearbox and two-speed transfer case, driving to double-reduction axles, which have locking differentials. There is also an inter-axle differential.
Three separate braking systems are fitted: Duplex airpressure brakes act on all six wheels, the hand brake is effective on the transmission and the engine has an exhaust obturator. With the Duplex system of braking a safety device ensures partial operation of some of thc brake units even with a burst pipe. This is a useful fitting to have on a 50-ton-gross "vehicle capable of 45 m.p.h.!
The tank semi-trailer was built by SA.I.V., an off-shoot of the Viberti company. It is panelled to give a smooth al 8
exterior and there is a bank of hose sockets at the rear of the tank. No -pumping gear is carried in the unit, so it is obviously -intended for use only between fully equipped depots.
Also new to the Viberti range is the Monotral lightweight integral-construction passenger vehicle. The standard Monotral uses a Fiat 140-b.h.p. 10-litre power unit and with, for example, a 38-seat luxury body weighs 10 tons unladen and 14 tons in running order with a full complement of passengers. By reducing the unladen weight to under 61 tons the small Fiat 92-b.h.p. engine can be used, with resultant greater fuel economy.
An example of one of these new buses is shown, this being an inter-city model for operation by S.A.T.I., of Genoa. It has 43 seats, is 33 ft. long and runs on 11.0020-in. tyres, with single rear wheels. A feature of the body, which has extremely thin sides, made possible by the stressed-skin construction, is that the side windows have sliding vents in their upper quarters. Although in common use in Britain, such fittings are rarely seen in Italy, semidrop windows being the usual equipment.
The seats in the Viberti inter-city bus are also of interest. They are hammock-type seats, the squabs consisting of semi-circular-section foam-rubber strips located horizontally and covered wtih a plastics material. Being supported at their upper and lower ends only, these squabs give exceptional comfort, because of their ability to conform to all shapes and sizes of passenger.
The new Fiat 6 by 6 is exhibited in prototype form and few details were forthcoming as to its construction. When used as a load carrier it is rated for a 134-ton payload, and the chassis cam also be used for semi-trailer or drawbar-trailer haulage up to unspecified limits, hut presumably in the region of 40 tons.
To all outward appearances; it is well designed, with a welded frame of straightforward layout. The 180-b.h.p. oil engine drives through an eight-speed main gearbox and a two-speed auxiliary box and transfer case, so with 16 gears from which to choose the Fiat should have a good cross-country performance. Double-reduction overhead-worm axles are used, and the rear suspension consists of a conventional two-spring arrangement. Telescopic dampers are fitted to the front axle, and steering effort is lightened by an air-pressure servo.
Rubber blocks and small coil springs are used for the cab mounting. The cab is austere and well suited to rough conditions, and has a canvas hood. The 6 by 6 is stated to be capable of climbing a 1 in 21 gradient with full payload and to have a top speed of 40 m.p.h.
The Fiat 411 town bus, which has a 140-b.h.p. engine and semi-automatic transmission (giving two-pedal control), now has a longer wheelbase and is 36 ft. long, an increase of 2 ft. It has a total passenger capacity of 90, with seats or 22 persons. At the other end of the Fiat range is the 404 bus, which has a 93 b.h.p. engine and is 28 ft. long. 'he 404 is a 60-passenger vehicle with 17 seats.
New to the Fiat passenger-vehicle range is the 306 underloor-engined 65-seat coach. This is powered by the Fiat 40 b.h.p horizontal • engine which was developed for the :‘..asaro Tubocar introduced at Turin last year. This is the irst time that Fiat have entered the underfloor-engine narket with a vehicle which is constructed entirely by hemselves, and the sales staff on their stand were unable o give any technical or performance details. Great pains lave obviously been taken towards achieving a low unladen veight, and the underframe is liberally pierced with ightening holes„ The floor is high, but at least this gives pod engine accessibility.
The Alfa Romeo-C.G,E.-Fiat trolleybus for Montevideo s, as the name suggests, jointly. 'built to the design of the sperators IL is an 82-passenger vehicle, with seats for 37, met is 36 ft. long. Fiat are making the sear axle and transnission and the bodywork for 130 of the buses. Alfa tome° manufacture the steering gear, front axle and chassis 'same, and the Cornpagnia Generale Elettrieita and Mardi Ereole are sharing the production of the :lectrical equipment. The other 120 bodies ire to be built by Pistolesie an Alfa Romeo
.ubsidiary. There are already 40 of these ,thicles in service in Montevideo.
O.M. are showing two innovations. The irst is a 220 b.h.p. version of their 170 b.h.p. V8 oil engine built under Saurer licence. The sew engine is essentially similar to the less sowerful unit and derives its extra power from t Saurer supercharger mounted below the -ight-hand cylinder bank and driven by five V-belts. This engine is not shown in a mhiele, but will be used in 11 articulated L10-passenger buses which Viiberti are building 'or Riyoli. Turin.
Known as "II Leoncino "—the little lion—The O.M. 2Ion chassis has proved extremely popular for goods vehicles. The latest version has front-wheel drive which gives it a frame height of 17 in., allowing a floor height of little more than 181 in. This front-drive vehicle has the sante power unit, a 54 b.h.p. 3i-litre four-eylindered oil engine, but the four-speed gearbox now combines the final drive.
The gearbox shafts are behind the axle centre line, the clutch shaft passing above the differential, so the drive is taken out from the box at the same end as it is put in. The rear end of the layshaft carries 'a transmission hand brake. The drive shafts to the front wheels have single Hooke's joints at their inner ends and double Hooke's joints at the wheels, thereby giving a constant-velocity drive. The joints are fully exposed.
A fabricated beam forms the trona axle and the turning circle is stated to be 36 ft. The wheelbase is 9 ft., and the all-welded frame is flat rearwards of the front axle. In order to preserve this low frame line the rear axle is cranked, which allows the frame level. to be below hub height. A long front overhang gives goes' engine accessibility and general detail accessibility has received close attention,
• This chassis is most suitable for small buses, and a 35passenger model (10 seats) by Portesi is shown. Only one step up from ground level is needed and there are a rear entrance and central exit. With its good manseuvrability and low frame, 11 Leoncino should become popular for this sort of use, as well as for delivery vans.
Lancia are showing a forward-control version of their Esatau goods chassis. Besides having an improved appearance, the new chassis allows a reduction in wheelbase of 4 ft. 6 in. without reducing the payload space. The Esatau is rated for a 71-ton payload and has a 132 b.h.p, oil engine and eight-speed gearbox.
The Lancia Appia goods chassis is derived from the Appia private car, which was introduced two years agd. It uses a similar. 1.1-litre 33 b.h.p. petrol engine, but the five-speed gearbox is mounted with the engine and not, as in the car, on the rear axle. It is available in van and pick-up sessions and is rated for a 6-cwt. payldad.
The number of different arrangements for steering the rear axle of three-axled trailers becomes slightly baffling after a time. The most obvious method is to use a drag link between the two axles, but to obviate any great discrepancies in-angularity caused by the movement of the suspension, complicated linkages ensue. The Brevattato system, for example, has several drop arms and belt-crank levers, and even then the steering at the rear axle is damped with vanetype dampers.
Less complicated is the Adige method, in which airpressure cylinders are used on the rear axle, the operating valves being on the front turntable. Cerra trailers incor
porate a self-steering axle designed by Brevetti and known as the Autostcrzarite. The rear wheels are carried on stub axles, joined -by a track rod, and controlled by telescopic dampers. A locking fork is provided for making the axle rigid in its central position.
The simplest method is that used by Bartoletti. Front and rear axles are carried on turntables and connected by a crossing system of rods and cables. A spare A-frame towbar is carried to enable the trailer to be towed from . either end.
A Viberti semi-trailer with a Fiat tractor forms the basis of a 20-cu.-yd. tipper by truneri. The all-steel welded body is scow-ended and heavily ribbed, and the twin threeextension rams act at the sides of the body to improve stability. The tipping angle is 80' and this position can be reached in three minutes.
Passenger bodywork is of a high standard and not so heavy as the designs of othr Continental countries. The seating is usually comfortable, although sometimes a little cramped, and generous window areas allow a good view of the passing scene. .
A S.I.C.C.A. 53-seater on an Alfa Romeo rear-engined chassis is a good example of current trends. It has a completely flat floor with no wheel-arches and the rear seat is built over the engine, only 1 ft. behind this seat being wasted. The open frame of the chassis allows a large bagga-ge space beneath thefloor which extends across the body between the axles. The body has a curved front end and half this section forms the entrance door. Thus all the available body space can be used for passengers and luggage in a neat and profitable manner.—J.F.M.