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As a prelude to the NEC motor show, we have popped over to Paris to bring back the highlights of France's premier commercial-vehicle showcase.
• Disc brakes for the front axles of maximum-weight tractive units are being seriously considered by MAN and Iveco, but Renault is the first company to introduce them on a production vehicle (CM 29 September-5 October).
The 4x2 R420 heads the range of the company's premium-weight tractive units powered by Renault's chargecooled MWR 08.35.30 veeeight engine, delivering 315kW (422hp) at 2,100rpm and 1,752Nm (1,2921bft) of torque at 1,250rpm.
The new steering axle incorporates pre-stressed integral wheel bearings which have an estimated life twice as long as conventional bearings.
Weight is saved by using the P1345 hub-reduction axle, and ground clearance is improved, thanks to the smaller differential housing.
The high-specification cab Mas four-point suspension and is well insulated. A high roof line allows a useful interior height of 2.05m.
The most original vehicle concept at the show was a Russian-built MAZ high. capacity, three-wded, rigid drop-body combination incorporating a non-articulated single-axle tractive unit.
The steered axle, mounted on a turntable beneath the cab, doubles as a drive axle and is cc pled hydraulically to a rear steered third axle.
The semi-trailer-type body can be dismounted onto landing legs (after disconnecting a king-pin clamping arrangement) by deflating the front airsuspension. The top-sleepercab portion can then be driven clear, once a single frontmounted support wheel has been lowered from beneath the front cowling.
The prototype vehicle, powered by a horizontal sixcylinder MAN engine which turns with the steered axle, was driven to Paris from Minsk, Belorusskaja.
Despite an import tarrif of 22%, Kenworth has sold 30 units into Western Europe in the past 12 months. Renault has extended the G-range with the G320 tractive unit, which has an unladen weight of about six tonnes. The short cab model, rated at 243kW (326hp) at 2,000rpm and 1,370Nm (1,0111bft) at 1,200rpm, provides for 33 Europallets with a full-length trailer, or 38 with drawbar combinations. Standard equipment includes a short or deep GT cab with a ceiling height of 1.57m and the optional twobag rear air suspension.
Kenworth T600A: European debut for Detroit Series-60 unit.
There are four homologated models; the ex-factory price for the T600A 6x4 is 287,500 It is the first vehicle in Europe to be specified with the latest electronicallycontrolled injection Detroit Diesel 12.7-litres series-60 engine, rated at 298kW (400hp) at 1,800rpm and developing 1,904Nm (1,404Ibft) of torque at 1,200rpm. Electronic fuel management for the turbocharged and air-to-air chargecooled engine takes account of temperature, load, speed and boost to improve fuel economy and provide easier starting.
Ford of Europe stole a march on Iveco Ford by being the first to show a Cargo model powered by the Cummins 6BTA 5.9-litre turbocharged and charge-cooled engine.
Shown here is a 1318 model, the power unit is rated at 126.5kW (172hp) at 2,500rpm and with 602Nm (4441bft) of torque at 1,500rpm. It is to be offered in a range of models from 12 to 17 tonnes, matched to the Eaton's six-speed 4106 synchromesh gearbox (CM 29 September-5 October).
For the French market the SVO 24-volt option has been adopted as standard on all Cargo models except the 0709 and 0809, powered by four-cylinder engines. A battery cover, now standard in France, is not even an option on UK models.
The overall dimensions of the cab used for the recently announced MAN M90 (CM 15-21 September) range of 1217 tonnes are identical to those of the narrow cab used for the heavier F90 range.
The day version is a threeseater: the long-haul version is equipped with an additional pair of bunks. Production has already started on the 12, 14 and 17-tonners, but only 17tonners will be available in the UK initially, and not before the beginning of next year.
The six-cylinder 6.9-litre engine produces 114kW (155hp) at 2, 70Orpm in naturallyaspirated form; 137kW (186hp) at 2, 60Orpm turbocharged; and 169kW (230hp) at 2,600rpm turbocharged and chargecooled.
The two lower powered versions drive through Eaton synchromesh gearboxes to single reduction axles as standard, while the most powerful models will be fitted with six and nine-speed ZF gearboxes. The 4 x 2 32-tonne tractive unit will have steel suspension, with air as an option on the drive axle. Twin-steer suspension uses air as standard on the second and third axles.
Cummins' B-series engine is not only winning orders in the UK — French operators find it appealing too.
Ponticelli Freres SA is offering the 4BT 3.9-litre unit to the small city bus market on a 6. 5tonne GVW chassis with an overall length of 7m, capable of carrying up to 38 passengers.
The engine, mounted vertically and in line with the rear of the chassis, drives through a transfer box, forward to the drive axle and back again. A retarder is mounted on the front of the transfer box.
The chassis is of galvanised construction with only a few crossmembers. An air-overhydraulic brake system operates front and rear drum brakes while hydraulic bags assist the rear suspension operation.
Scania's 3-series 6 x 2 coach chassis, supplied for integral bodywork comes with its in-line engine mounted vertically at the rear.
The tri-axle K113TRB chassis is equipped with Scania's Computer Aided Gearchange system (GAG) as standard with a 10-speed gearbox. K-model coaches offer power outputs from 185kW (252hp) to 267kW (363hp).
On the Daf stand the 10, 000th 95-series was exhibited with a modified air intake system. The air stack has been removed from the rear of the cab and rerouted beneath it to provide a clear rear panel, giving clearance for maximum-length semi-trailers.
Production of the 95-series began on 25 August 1987, and since then 2,000 units have been sold into the UK.
Until recently the 95-range was only available in 4 x 2 and 6x2 versions, but now a 6 x4 is available with two driven axles for both tractive units and truck chassis.
All models use the ATi driveline with three power options at 282kW (383' hp), 259kW (352hp) and 225kW (306hp): all are available with electronicallycontrolled air suspension.
At the light end of the range Daf markets the wide-bodied Freight Rover 3.5-tonne Sherpa panel van and chassis cab as the V400 in Europe. Since it was introduced last year it has sold 3,800 units to date.
Volvo has introduced an hydraulic retarder integrated with the gearbox for F10 and F12 models.
The Voith retarder has an output of 700kW (938hp) and gives a braking torque of 3,000Nm (2, 2131bft) at 40km/b (25mph). Its compact dimen sions (110mm) and low weight (110kg) make it suitable for short-wheelbase tractive units as well as truck models.
A five-stage hand control fitted to the dashboard gives a range of braking efficiency which can be maintained while changing gear.
Supplied as an integral part of the driveline, Volvo claims it can improve operating profitability by increasing brake service life by a factor three or four.
Ever-conscious of vehicle safety, Volvo has extended cab impact testing with what is described as a barrier crash test. The barrier is built to simulate a collision with the rear of another truck with the point of contact at the same height as the dashboard, and the impact corresponds to a closing speed of 30kni/h (18.6mph). Results obtained with F10, F12 and FL cabs are said to be good. Kee° had two new models on show. The 190.24 is a twowded rigid chassis specifically designed for the French domestic market, which allows solo operation at 19 tonnes GVW.
Its vee-eight engine, developing 177kW (240hp) at 2,300rpm, is manufactured at BourbonLaney and is matched to a sixspeed ZF S6-90 gearbox. The chassis frame consists of straight-section side members measuring 283 x 80 x 7. 5mm, to accommodate the high load.
The 190.30H, a 4 x2 rigid chassis for off-road use, is specified with a six-cylinder in-line engine rated at 223kW (299hp) at 2,000rpm and developing 1,370Nm (1,011bft) of torque. Drive is taken from either a 16-speed ZF or 13-speed Fuller gearbox to a double-reduction rear drive axle with epicyclic step-down gears at the hubs.
Here the chassis frame is even bigger, measuring 309 x 90 x 8mm.
Probably the most powerful truck yet produced in Europe is the Mercedes 1948. Its OM 442 LA vee-eight turbocharged and charge-cooled engine, develops 362kW (480hp), but at 14,6-litres it is not the largest capacity unit in the heavyweight SK-series range.
At 15-litres the OM 942's enlarged capacity provides 218kW (290hp) in naturallyaspirated form at a lower engine speed of 1,850rpm. There is also a vee-eight version producing 191kW (260hp) and all produce a high level of torque over a wide engine speed range to promote low fuel consumption.
Central lubrication as standard further reduces maintenane costs and Mercedes-Benz electronic power shift (EPS) is also standard on SK models.
In addition to a new chassis the cab has been revised with the sloping window line of the doors conforming to the family style.
Renault has given its threeyear-old FR1 touring coach an increase in power, adding a 254kW (340hp) engine to the existing 212kW (285hp) and 228kW (302hp) options. This engine delivers more than 1,370NM (1,011Ibft) of torque between 1,000 and 1,500rpm.
The PR100-2 range of city buses is due to be launched in the UK later this month with an 11.4m Northern Counties body.
Powered by a choice of engine options up to 198kW (253hp), this model is the basis of the double-articulated Megabus, which can carry 215 passengers and is ready for production.
Trailing-arm air-suspended axles with ventilated disc brakes offer considerable weight savings for trailers, according to the makers Jimecal of La Rochelle, France, which plans to market them in the UK.
Axles, set on steel underframes, have cast-aluminium beams and aluminium-encased air-regulated dampers. Seperate axle shafts run in a pair of self-aligning bearings with 425mm diameter Valeo fourpiston disc brakes mounted in board. The 200mm-thick pads are said to last for up to 150,000km.
A tri-axle arrangement similar to the one seen on a Samrobodied drawbar trailer is said to weigh 1,350kg, less wheels and tyres. Each will accept 17.5, 19.5 or 22.5 tyres and they have a 13.0-tonne design rating.
Lamberet's latest family of Cargofrigo reefer trailers uses new composite members within the floor frame that takes it 400kg lighter than its previous design.
With them, the slim-necked chassis-less concept achieves an 80m3 load volume within its 2.83m external height and 12.5m overall body length. Fitted with the optional moulded GRP storage compartments front and rear of the RO-R air sprung axles, and Carriers latest Euro-Phoenix freezer unit, Lamberet's new body yields a 22.5-tonne payload.
A similar version for the UK market will be on display at the Brimingham motor show next month. Lamberet, with a 248 million turnover from an annual output of 4,000 refrigerated vehicles, claims to be one of the largest manufacturers of refrigerated vehicles in Europe.
The first of Van Hool's 48m3 Maxi containers for road or rail transport is destined for the West German freighting company Danzas.
It is built of aluminium to the new body shape with radiussed corners and outward-curving sides, which is said to give 20% more capacity than its predecessors.
The new 3.25-tonne tare tank-tainer is designed for carrying powdered or granulated products at 1.0 bar, but has a 50% higher design rating.
Blond Boudouin's Maisa dour bulk tipping semi-trailer is very much one for all seasons, converting from a 33m3 graincarrying container to a generalpurpose sliding curtainsider.
When not used in a bulk mode, the two-piece body sides are raised hydraulically and overlap in the tarpaulin-covered roof section. Extensive use of aluminium in the body and chassis frame keeps it unladen weight down to 8,300kg.
French conversion specialist Auzou Carrosserie produces a range of cab extensions on Renault's S and G truck ranges.
The one shown on a S100 Midliner rigid chassis uses GRP side and roof panels to convert it into a seven-seater with an interior height of 1.36m.
At the smaller end of the scale, M Lamberet's Isotherme refrigerated body for light vehicles has been stepped up slightly to 4.94an3 and was shown on a three-axled Citroen Cl5D chassis cab.
The rear add-on axle conversion, carried out jointly with French chassis specialist De Leotard, increases its overall length by almost a metre and its payload to 890kg within a gross weight of 2.2 tonnes.
Volvo has introduced a Voith hydraulic retarder for its F10 and F12 models.