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� New models 2006 � The new Iveco Strator � Eurosatory and Intermat 2006 � “Power & Quality” by N.Jansen � The leaders: Peerless � Tha new range XLE by Goldhofer � 6 pages for the “Trucks in the World” collection

� Le novità 2006 � Il nuovo Iveco Strator � Eurosatory e Intermat 2006 � “Potenza & Qualità” di N.Jansen � I protagonisti: Peerless � La nuova gamma XLE di Goldhofer � 6 pagine per la raccolta “Autocarri nel mondo”

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Nr. 7 Pesanti & Eccezionali 1

PESANTI & ECCEZIONALI - N° 7 – 3/2007 – periodico trimestrale Casella Postale 52 – 36043 Camisano Vicentino - Ita lia Direttore responsabile: Alberto Milano (tel. 00 39 049 80 20 565) Sito internet: www.pesanti.it e-mail: pesanti@alic e.it Editore: Alberto Milano - Via De Regnier 5 – 35128 Padova - Italia

PESANTI & ECCEZIONALI - N° 7 – 3/2007 – published quarterly P.O.Box 52 – 36043 Camisano Vicentino - Italy Editor: Alberto Milano (tel. 00 39 049 80 20 565) Web site: www.pesanti.it e-mail: [email protected] Editor: Alberto Milano - Via De Regnier 5 – 35128 P adova - Italy

Welcome back in “Pesanti & Eccezionali”. After a long break, the magazine resumes its path, even if in a different way. For all 2007 in fact it will be proposed exclusively in digital version, dischargeable from www.pesanti.it or available on CD-R. The contents of this number resume for the largest part the one that had to come out in September 2006: we have decided to keep some articles no more actual to keep on the trend of information of the magazine about the worldly production of heavies. Since next number will be activated some important changes. The magazine will not be bilingual, but there will be available two different versions, one in Italian and one in English. This will allow to have more space for text and also the adoption of a bigger writing character, essential for a good screen reading. Starting from this number, some pages will be proposed in single language. For reasons of space we cannot enclose an article prepared to remember the disappearance from the scene of an historical British producer: Foden. We will put it in the next number. We want also to remember in this short space the disappearance of two men, both French, that contributed to the history of heavy vehicles: Antoine Loheac, the creator of the homonym transport society that for many years produced by himself its vehicles, and Renè Harvey, the brilliant engineer that created historical vehicles such as the famous Willeme tractors for ultra heavy haulage.

Alberto Milano, Editor

One of the first subscribers to our magazine, JOHAN RAKELS (Lek 12, 5751 LT Deurne - The Netherlands), send us the photo of a SISU E18-630 8x4 with an original 2 axle trailer.

LE FOTO DEI LETTORI

Vladimir Chekuta is a precious collaborator of our magazine for a long time: his photo repro-duces an extraordinary model in scale 1:50 of the military tractor MZKT 74135 8x8. For information on this model: [email protected]

ASHOK LEYLAND Il 2006 è stato un anno tra i più importanti per il costruttore indiano. In occasione del salone AutoExpo 2006, svoltosi a Nuova Delhi nel corso del mese di gennaio, ha presentato la versione definitiva della sua gamma Newgen, la cui produzione dovrebbe iniziare entro la fine del 2007. Nell’edizione 2004 di AutoExpo erano stati presentati i primi due prototipi della gamma: un autocarro 8x4 e un trattore 4x2. La gamma è caratterizzata da una nuova cabina e dall’adozione di una nuova serie di motori denominata “J” sviluppata in collaborazione con la giapponese Hino. Nel luglio 2006 Ashok Leyland ha inoltre acquisito la Avia, un piccolo costruttore della Repubblica Ceca specializzato in veicoli leggeri, appartenuto dal 1995 al 2005 al costruttore coreano Daewoo. Nello stesso mese è stato dato l’annuncio dell’acquisto da parte di Hinduja Group, principale azionista di Ashok Leyland, della totale quota azionaria di Iveco nella società indiana, ponendo quindi fine ad una collaborazione con il gruppo italiano iniziata nel 1987.

2006 has been a year among the most important for the Indian producer. During the exhibition which took place in New Delhi during the month of January it has shown the final version of its range Newgen, whose production should start at the end of 2007. In the 2004 edition of Autoexpo were shown the first two models of the range Newgen: an 8x4 and a tractor 4x2. The range is characterised by a new cab and by the adoption of a new series of engines called “J”, developed in cooperation with the Japanese Hino. In July 2006 Ashok Leyland announced also the acquisition of Avia, a small producer of Czech Republic specialised in light vehicles, owned from 1995 to 2005 by the Korean producer Daewoo. In the same month was given the news of the buying from Hinduja Group, main shareholder of Ashok Leyland, of the total Iveco shareholding of the Indian company, ending a cooperation started in 1987. DAF Nel corso del 2006 ha completato con i modelli a 3 e 4 assi la gamma XF105 presentata lo scorso anno e la cui produzione era iniziata nel gennaio 2006 per il solo trattore 4x2. La gamma CF85 è stata anch’essa rivista: se all’esterno le modifiche sono poche e di scarsa importanza (come la barra in alluminio nella calandra inferiore o i nuovi specchi esterni disponibili anche nel colore della carrozzeria), l’interno della cabina ha ricevuto un nuovo cruscotto simile a quello del XF105. Totalmente rinnovata la gamma dei motori, con consumi inferiori del 4% rispetto alla serie precedente. I CF65 sono equipaggiati con il motore Paccar GR con potenze da 220 a 280 CV, i CF75 con motore Paccar PR da 250-310 e 360 CV, i CF85 con motori Paccar MX, gli stessi del XF105, con potenze da 360-410-460 e 510 CV.

During 2006 it completed the range XF105, showed last year and whose production started in 2006 with the tractor 4x2, with three and four axles models. Also the range CF85 has been revisited. If outside it has been slightly modified and with modifications of small importance ( like the aluminium bar of the inferior part of the radiator grill, or the new exterior mirrors, available in the same colour of the body), the inside of the cab has a new dashboard like the one of XF105. Completely renewed the range of engines, with consumption lower of 4% compared to the previous series. CF65 are equipped with engines Paccar GR with power from 220 to 280 hp, CF75 with engine Paccar PR with 250-310 and 360 hp, CF85 with engine Paccar MX, the same of XF105, with power of 360- 410- 460 and 510 hp.

FORCE/MAN Dopo alcuni anni di collaborazione commerciale, il 30 aprile 2006 la MAN Nutzfahrzeuge AG e la Force Motors Ltd hanno siglato una joint-venture per la produzione in India di autocarri pesanti. Denominata MAN FORCE TRUCKS Private Limited, la nuova società produrrà veicoli per il mercato indiano nello stabilimento di Pithampur. Force Motors ha il 70 % della nuova società contro il 30% di MAN. I modelli prodotti saranno in futuro disponibili in tutti i mercati Asiatici e in Africa, mentre è esclusa l’esportazione in Europa. Nel breve termine è prevista una produzione annuale di 24.000 unità. I veicoli prodotti verranno esportati all’estero con il nome MAN Cargo Line. La gamma comprende sia veicoli stradali che veicoli per cantiere, autocarri e trattori, a 2-3 e 4 assi. Saranno equipaggiati con il motore MAN D08 in regola con le norme Euro3. Entro la fine del 2007 la gamma sarà prodotta con il 90% dei materiali prodotti in India

After some years of commercial cooperation, the 30th of April 2006, Man Nutzfahrzeuge AG and Force Motor Ltd., signed a joint-venture for the production in India of heavy vehicles. Called MAN FORCE TRUCK Private Limited, the new company will produce vehicles for the Indian market in the plant of Pithampur. Force Motor has the 70% of the new company against the 30% owned by Man. The models produced in the future will be available in all the markets of Asia and Africa, while will be excluded the exportation in Europe. In a short time it is foreseen a yearly production of 24.000 vehicles. The vehicles produced will be exported abroad with the mane “MAN Cargo Line”. The range will include both road and construction vehicles, trucks and tractor, with two, three and four axles. They will be equipped with an engine MAN D08 in order with Euro3 rules. Before the end of 2007, the range will be made with the 90% of the materials produced in India.

“HEAVIES” NEWS NEWS “PESANTI”

2 Nr. 7 Pesanti & Eccezionali

IVECO/CFG Once again it is from Holland that the Iveco range gets its special vehicles, destined to niche small markets, but which contribute strongly to improve the image. After the Trakker 10x8, that we introduced in the previous number (in 2006 Iveco Schouten produced 11 units of it) here arrives a true novelty for Europe: the Strator (“Stra” for Stralis, “tor” for torpedo, name used in Holland to describe the normal control vehicles). With the disappearing from the scene of Scania T series in October 2005 and Volvo NH series at the end of 2006, the European producers were not proposing anymore normal control vehicles in Europe. With a courageous and important investment, CFG (Charles Feijts Group), one of the main Iveco dealer in Holland, developed a new range of normal control vehicles called “Strator”, available in 4x2, 6x2 and 6x4 version, truck and tractor, with engines Cursor 10 and 13 (with power from 420 to 560 hp). Some technicians of CFG went to Australia to study the Powerstar, the range from which Strator, of course, take inspiration. The main difference with the Australian model is the adoption of the AS cab, large 2489 mm, instead of the AT cab, large 2280 mm; many components, such as the big bonnet and the bumper that join the body, are imported directly from Australia. Besides the engine, all the kinematics chain is original Stralis, offering to the Strator total serviceability by the European IVECO service network. The first Strator has been delivered at the beginning of 2007 to Martens (in its fleet it still has 12 Iveco, among them a Trakker 10x8): it’s a tractor 6x4 with AS cab and engine Cursor 13 with 560 hp. The base of this is a Stralis tractor 6x4 produced in Ulm (Germany): the wheelbase among first and second axle has been augmented from 3800 to 3990 mm thanks to the advancing of 190 mm of the frontal axle, while the cab has been moved to the back of 1600 mm. The empty weight of Strator delivered to Martens, inclusive of all the optionals available, is 8.800 kg: usually the weight in about 500 kg more compared to a Stralis 6x4. (technical specifications and photos received thanks to George Simons, CFG Director)

IVECO/HONGYAN At the beginning of 2006, Iveco (a Fiat Group company), Saic Motor Corporation (one of the biggest motor company in China) and Chongqing Heavy Vehicle Group Corporation have signed an agreement for the development in China of a long term partnership in the field of heavy industrial vehicles and diesel engines. The agreement foresees the acqui-sition of the 67% of the capital of Hongyan Motor Co. Ltd, a firm controlled by Chongqing Heavy Vehicle Group Co. Ltd, made by an equal investment society among Iveco and Saic Motor (Saic Iveco Commercial Vehicle Investment Company). Chongqing Heavy Vehicle Group Co. will be shareholder for the remaining 33%. The industrial plan includes the production of heavy industrial vehicles and diesel engines using Iveco technologies. It is also foreseen the assembling of vehicles of the Stralis range. The according stren-gthens the position of Iveco inside a market in great expansion as the Chinese, in which is present since many years into light commercial vehicles sector and in heavy exceptional transport (with the products of Sivi range). In the future the agreement will allow to create a solid basis for the supplying of products and services at competitive costs. Hongyan has been the first producer of heavy vehicles in China: its origins date back to 1965, when it started the importation and to follow the production, under licence, of a lorry 6x6 for military use derived from the French Berliet GBU. During the eighties it started to produce also some vehicles for civil use, under licence by the Rumanian company Roman. At the moment Hongyan is supplied with a plant of 1.200.000 mq and can count upon a working force of 4000 employed. The activities are based on the products of the two brands Hongyan and Steyr, with 33 series of vehicles, 1700 models and GVW from 5 to 60 t. The production is exclusively made of heavy vehicles from two up to six axles, in the unusual configuration 12x6. The production actually is of about 15.000 vehicles each year and with the investments foreseen by the italic-chinese agreement should reach in middle term 40.000 units.


INTERNATIONAL The most awaited event at Mid-America Trucking Show 2006, which took place in Louisville in March 2006, has surely been the introduction of the new tractor “Prostar”, the highlight model of the International range that in 2007 will substitute the series 9400: after that a version with shorter BBC, foreseen for 2008, will substitute the range 9200. It is the first big International novelty after a period of six years, and it’s the result of five years of study and development , with an investment of 300 millions dollars. It has been projected to have the best result of the market in terms of fuel consumption, unequalled comfort for the driver and slight maintenance costs. It will be available in the configuration 6x4 and 4x2; the wheelbases for the 6x4 will go from 4064 to 6096 mm (measured from the middle of the front axle to the middle of the rear tandem), while for the 4x2 it will go from 3708 to 5740 mm. It will be available in 4 models: ProStar (basic model), Prostar Premium, Prostar Eagle and Prostar Limited. In 2007 Prostar will be available only with engine Cummins ISX with power from 385 to 525 hp, while for 2008 are foreseen also engines Caterpillar C13 and C15, with power from 380 to 500 hp. In 2008 should start off also engines of the series MaxxForce, with power from 300 to 450 hp, produced by International in cooperation with the German MAN. As long ago as July 2005 International had announced its plan for the introduction of a completely new model of class 8 for 2007, developed with the cooperation of clients and sale system, with maximum effort in aerodynamic, electrical and ergonomic research, all moved by engines in order with the standards foreseen for 2007. The development of the project has naturally given preference to driving comfort. Designers have interviewed about 1500 drivers, also sleeping in cab and driving far and wide the American territory. In January 2006 arrived the communication that the new tractor should have been called “ProStar”. The suffix “Pro” represent the professional drivers for whom the product has been developed, the suffix “Star” underline the relationship with Navistar group, and also the return to the great names of International past, such as Transtar, Paystar, Cargostar and Fleetstar. Deliveries to International dealers will start at the beginnings of 2007: “ProStar” will be produced in the Canadian plant of Chatham, Ontario. At the beginning the production will be restricted to the tractor with BBC of 122” (3099 mm), front overhang of 1270 mm, day-cab and high-rise sleeper configurations. In a second time the production will be enlarged with different kind of BBC, and further configurations of sleeper cab. Characterised by two massive aerodynamic mudguards, sloping bonnet to improve the visibility and aerodynamic styled cab, the new ProStar differs as one of the most innovative vehicle in the American market: great attention has been put in the internal setting up, using materials of great quality. For the frontal axle are foreseen products by Meritor, Dana-Spicer and Hendrickson with capacity from 5.443 to 6.350 kg. Rear tandem axles available will be Meritor and Dana-Spicer, all with single reduction and capacity from 18.143 to 20.865 kg. Always at Mats in Louisville, International has shown also the renewed series 7000 (5), characterised by the adoption of a new engine bonnet of greater dimensions and a new cooling system, two changes necessaries to make the series qualified to the assembling of the new engines in order with the regulation EPA 2007. The engine bonnet is made with three pieces singularly replaceable so to limit to the slightest the costs for substitution. Others changes concerned radiator grill of bigger dimensions, frontal lights now round instead of rectangular, new bumper more massive and renewed interior of the cab.

Photos by International

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MERCEDES

Fin dall’esordio della gamma Axor, avvenuto nel 2003, si era parlato della possibilità di allargare la serie fino ad includere una versione a 4 assi, pensata soprattutto per il mercato bri-tannico, dove la richiesta di veicoli 8x4 con peso a vuoto molto contenuto è da sempre molto elevata. Nel settembre 2005, in occasione del salone di Amsterdam, è stato presen-tato in anteprima il nuovo Axor 8x4, insieme alla versione 6x4 con PTT di 26 t, entrambe studiate per il settore delle costru-zioni. Comparato ad un Actros 8x4, l’Axor 8x4 permette una maggiore portata di circa 300 kg. Viene proposto con motore Euro4 Mercedes OM 457 LA, un 6 cilindri in linea da 12 litri a gestione elettronica, con potenze di 360, 401 e 428 CV (265, 295, 315 kW). Il PTT è di 32.000 kg e, nella versione standard con passo di mm 1700+4250+1350, il peso a vuoto è di 9.280 kg. E’ omologato per combinazioni fino a 44 t.

Since the debut of the Axor range in 2003, Mercedes had been spoken about the possibility to increase the series until including an 8x4 version, thought above all for the competitive British market, where the demand for 8x4 vehicles with lower kerb weight is from always much diffused. In september 2005, during the Rai truckshow in Amsterdam, it has been introdu-ced in preview the new Axor 8x4, also with the 6x4 version with GVW of 26 t, both studied for the constructions field. Compared to an Actros, the Axor 8x4 allows a greater payload of about 300 kg. It is proposed with Euro4 Mercedes OM 457 engine, a 6 cylinders in line of 12 liters with electronic engine management , with powers of 360, 401 and 428 CV (265, 295, 315 kW). The GVW is 32.000 kg and, with the standard wheelbase of 1700+4250+1350 mm, the kerb weight is 9.280 kg. The GCW can be up to 44 t.

KENWORTH

Al Mid-America Trucking Show 2006 ha presentato in anteprima il T660, un modello strettamente derivato dal celebre T600 del 1985 che, con le sue linee estremamente aerodinamiche, segnò l’inizio di una nuova era per i veicoli a cabina arretrata di produzione nord-americana, contraddistinti fino ad allora da linee molto tradizionali. Commercializzato a partire dal 2007, si tratta di un veicolo progettato in regola con le norme EPA2007. Per i motori, il T660 è equipaggiato con motori Cummins ISX, ISM e ISL o Caterpillar C13 e C15, con cilindrate da 11 a 15 litri e potenze fino a 600 CV . Viene proposto sia con cabina corta che con cabine letto AeroCab da 72” (1828 mm) e AeroCab da 86” (2185 mm). Le rivoluzionarie linee del T600 sono state ulteriormente affilate: nei lunghi percorsi autostradali i clienti del T 660 apprezzeranno immediatamente lo styling e l’aerodinamica che permettono ulteriori miglioramenti nei consumi. Tra le principali caratteristiche del T660 sono l’innovativo sistema di illuminazione frontale e la nuova griglia stilizzata. I nuovi proiettori alogeni permettono di aumentare del 40% la luce rispetto ai proiettori tradizionali e durano tre volte di più. La nuova calandra ha una superficie maggiore del 5% rispetto alla precedente per accomodare i maggiori volumi d’aria e migliorare le prestazioni di raffreddamento, necessarie con l’installazione dei nuovi motori EPA2007. Particolare cura aerodinamica è stata posta anche nei profili laterali della carrozzeria, costruiti in materiale composito, Anche all’interno Kenworth ha aumentato la tecnologia di bordo con un nuovo sistema di strumentazione multiplex con sistema di navigazio-ne GPS ed un nuovo display sulla strumentazione segnalante il consumo di carburante in tempo reale

At Mid-America Truck Show 2006 there was the preview showing of T660, a model strictly derived from the famous T600 made in 1985 that, with its extremely aerodynamic lines, marked the beginning of a new era for the conventional tractor of North American production, which distinguished since then for their very traditional lines. It is commercialised from the beginning of 2007 and of course it’s a vehicle projected in order with the rules of EPA2007. About engines, the T660 is equipped with engines Cummins ISX, ISM and ISL or Caterpillar C13 and C15, with displacement till 600 hp. It is available both with short cab and with sleeper cab “Aerocab” of 72 (1828 mm) and “Aerocab” of 86 (2185). The revolutionary lines of T600 have been slimmed further on: during motorway journeys the T660 clients will immediately appreciate its styling and its aero dynamicity that allow further improvement in consumption. Striking visual features of the new T660 are the innovative frontal lighting system and the new stylised grill. The new halogen headlamp will allow to increase of 40% the light compared to the traditional headlamp and last three times more. The new radiator grill has a surface 5% bigger compared to the previous to arrange the bigger air volume and improve the cooling performances necessaries for the installation of the new engines EPA2007. Special aerodynamic care have been also put for the lateral profiles of the body, made on composite material. Also inside Kenworth has increased the board technology with a new system of multiplex instrumentation, with navigation system GPS and a new display instrumentation to signal fuel consumption in real time


PETERBILT

Al MATS di Louisville ha presentato i suoi nuovi modelli per il mercato degli aerodinamici, dei tradizionali, dei veicoli da cantiere e dei medio-pesanti. La nuova gamma è il risultato del più grande investimento nei quasi 70 anni di storia della società. Queste le novità in dettaglio : • per la serie “Aero”, i modelli 384 (1) e 387 day cab (2), che si

aggiungono ai 386 e 387 introdotti rispettivamente nel 2005 e 2004. Peterbilt offre ora quattro modelli aerodinamici, una tipologia di veicoli che attrae ormai la maggioranza delle vendite di veicoli pesanti negli USA;

• per la serie “Traditionally styled”, i modelli 388 (3) e 389 (4), che vengono a sostituire 378 e 379, quest’ultimo uno dei modelli storici e di maggior successo del costruttore, con una presenza sul mer-cato di quasi vent’anni. I nuovi Peterbilt della serie classica propongono migliori prestazioni aerodinamiche e nuove soluzioni stilistiche, pur mantenendo il leggendario stile. Questo tipo di veicoli vantano il più alto valore nell’usato e spesso sono i veicoli che permettono alle società di trasporti di mantenere e attrarre i conducenti, “merce” spesso rara negli “States”. Il look inconfondibile e le prestazioni aerodinamiche dei 388 e 389 sono ottenute attraverso un nuovo cofano completamente in alluminio, con l’imponente calandra anch’essa in alluminio: innovativi i nuovi fari dal profilo aerodinamico. Il cofano è ribaltabile a 90 gradi. Il 388 differisce dal 389 solo per la misura del BBC più ridotta;

• per la serie “Vocational” (i veicoli destinati al settore delle costruzioni), i modelli 365 (5) e 367 (6) che sostituiranno il 357, altro modello di grande successo per Peterbilt. Entrambi saranno disponibili con asse anteriore avanzato o arretrato. Inoltre il 367 verrà proposto in una speciale versione per trasporti eccezionali, con un sistema di raffreddamento di maggiori capacità per permettere l’adozione dei più potenti motori disponibili;

• per la serie “Medium duty” i modelli 330 e 340 (7), che si aggiungono al 335 introdotto nel 2004. Il 330 è un veicolo della classe 6, disponibile con GVW fino a 12.000 kg, mentre il 340 è un veicolo di classe 7, con GVW da oltre 15.000 kg.

Foto by Peterbilt

PETERBILT

At Mats in Louisville Peterbilt showed its new models for the aerodynamic, traditional, building and middle-heavy market. The new range is the result of the biggest investment of almost 70 years of the firm. These are the detailed news. • for “Aero” series the models 384 (1) and 387 day cab (2) that join

the 386 and 387 respectively introduced in 2005 and 2004. Peterbilt offers now four aerodynamics models, a typology of vehicles that allures by now the majority of heavy vehicles sales in USA.

• For “Traditionally styled” series the models 388 (3) and 389 (4) that comes to substitute 378 and 379, the latter is one of the historical and greater success models of the producer, with a presence on the market of nearly twenty years. The new Peterbilt of the classical series offers better aerodynamic performances and new style solutions, maintaining the legendary style. This kind of vehicles boast of the highest value of second hand and often are the vehicles that allow to transport vehicles to maintain and attract the drivers, a rare “ merchandise” in the states. The unmistakable look and the aerodynamic performances of 388 and 389 are obtained by a new bonnet, completely made in aluminium, with the massive radiator grill, in aluminium too: innovative the new lights with aerodynamic outlines. The bonnet is tipping at 90°. 388 differs from 389 only for the smaller BBC.

• The “Vocational” series (vehicles destined to building sector) the 365 (5) and the 367 (6) models that will substitute the 357, another model of great success for Peterbilt. Both will be available with advanced or rear front axle. Moreover the 367 will be proposed in a special version for exceptional transports, with a cooling system of higher capacity to allow the adoption of the most powerful engines available.

• For the series “Medium Duty” the models 330 and 340 (7) that will join the 335 introduced in 2004. The 330 is a vehicle of class 6, available with GVW till 12.000 kg, while 340 is a vehicle of class 7, with GVW of more than 15.000 kg

Photos by Peterbilt

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RENAULT

Nel 2006, il costruttore francese ha completato il rinnovo della sua gamma pesante, iniziato nel 2005 con i Magnum e i Premium Route: nel mese di aprile hanno esordito anche i nuovi Premium Distribution, Premium Lander e Kerax. Il Premium Distribution adotta cabina, paraurti e gruppo fari dei Route ma con una calandra più piccola: viene proposto nelle versioni autocarro 4x2/6x2 (1) e trattore 4x2, con motori DXi7 e DXi11, Euro 4 o 5, con potenze da 241 a 401 CV. Importanti novità sono state introdotte per la gamma Premium Lander, la gamma polivalente di Renault: nuova meccanica (motori, cambi, ponti), nuovo telaio e cabine modificate sia all’interno che all’esterno. Lanciata nel 2003, la nuova gamma vede il debutto delle versioni autocarro e trattore 6x4 (4), che si aggiungono alle versioni autocarro 4x2 e 6x2 (2) e trattore 4x2 (3). I nuovi Lander sono proposti con motori DXi7 e DXi11, con potenze da 241 a 450 CV. La cabina è di-sponibile in 3 versioni: corta a 3 gradini, profonda a 3 gradini, Global a 2 gradini. Con un’altezza dal suolo che arriva fino a 317 mm sotto l’assale e 530 mm sotto il paraurti, il Lander è indicato per i lavori di cantiere in cui si abbinano importanti percorrenze stradali e percorsi fuoristrada. Lanciato nel 1997, il Kerax è stato profondamente rinnovato con nuovi motori, nuove sospensio-ni, nuovo telaio, nuovo sistema frenante e nuova cabina. Nonostante conservi il robusto para-urti in acciaio della serie precedente con gli stessi gruppi ottici, il nuovo Kerax è facilmente riconoscibile per la calandra di maggiori dimensioni e per i deflettori laterali aerodinamici e anti-imbrattamento. Viene proposto nelle versioni 4x2/4x4/6x4/6x6, sia autocarro che trattore, e 8x4 solo autocarro. Il nuovo motore del Kerax, il DXi11, offre potenze da 370, 410 e 450 CV (270/295/331 kW): rispetto al vecchio motore Euro3, guadagna dal 9 al 18% di potenza e dal 14 al 43% di coppia supplementare. Sono disponibili quattro cambi meccanici ZF a 6 marce, tutti dotati di Servoshift di serie. Grazie anche al nuovo telaio, il nuovo Kerax ha un’altezza utile da terra di 385 mm sotto l’asse anteriore e di 370 mm sotto il ponte posteriore.

In 2006, the French producer has completed the renewal of its range of heavy, started in 2005 with Magnum and Premium Route: in the month of April also started the new range Premium Distribution, Premium Lander and Kerax. Premium Distribution is equipped with bumpers and headlights Route, but with a smaller radiator grill: it is available in truck version 4x2/6x2 (1) and tractor 4x2 with engines DXi7 and DXi11, Euro 4 and 5, with power from 241 to 401 hp. Important news have been introduced for the range Premium Lander, the multivalent range of Renault: new mechanics (engine, gears, and bridges), new chassis and cabs modified both inside and outside. Spread in 2003, the new range sees the debut of the versions truck and tractor 6x4 (4), that join the version truck 4x2 and 6x2 (2) and tractor 4x2 (3). The new Lander are equipped with engine DXi7 and DXi11, with power from 241 to 450 hp. The cab is available in three versions: short with three steps, deep with three steps and Global with two steps. With a height from the ground that reached 317 mm under the axle, Lander is suitable for building works in which important road distances are coupled with off-road distances. Spread in 1997, Kerax has been deeply renewed with new engines, new suspensions, new chassis, new breaking system and new cab. Notwithstanding it keeps a massive iron bumper of the previous series with the same optical groups, the new Kerax is easily recognisable for the radiator grill of greater dimensions and for the aerodynamic and anti-soiling lateral deflectors. It is available in the version 4x2/4x4/6x4/6x6 both truck and tractor, and 8x4 only in truck version. The new engine Kerax DXi11, offers power of 370, 410, and 450 hp (270/295/331 kW): compared to the old engine Euro3, it gains from 9 to 18% of power, and from 14 to 43% of supplementary couple. Four mechanical gears ZF with 6 gears are available, all of them equipped with Servoshift by series. Also thanks to the new bonnet, the new Kerax has a useful height of 385 mm under the frontal axle and 370 mm under the rear axle.


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TEDOM TRUCK

In 2003 Liaz (truck producer born in 1951 in the ex-Czechoslovakia, one of the most popular of the whole Eastern Europe) closed all its activities, after having produced almost 350.000 vehicles. After having acquired the plants of Liaz from the settlement to keep on the production of engines, the Czech Tedom during 2006 created Tedom Truck s.r.o., to begin the production of vehicles for municipal works based on the last series of models produced by Liaz, the range 400 Fox, introduced in few exemplars in 1999 with the brand Skoda. Fox is also the name of the new range that foresee new trucks with two axles 4x2/4x4, with PTT from 12 to 19 ton. Within the end of 2007 it will also be available in the version 6x2-6x4 and far on also 6x6. The range Fox is foreseen in two main series: - Fox D with diesel engines Euro 4 by Renault, Deutz and Tedom, with power from 290 to 410 hp (213-301 kW); - Fox G with natural gas engines by Tedom, with power of 290 hp (213 kW) In the photo (1) a Fox G 19-29 KB 4x2 with the modern aluminium cab available only in short version.

VOLKSWAGEN

Since June 2006 the range Constellation, made by Volkswagen in Brazil, is also available with a short cab with low roof, that stand beside the deeper one with high roof, available since its launch. The new cab is destined to improve the popularity of Constellation, opening much more to the sector of transport upon short distance such as the great distribution. The range will be further enlarged during 2007 with the arrival of models equipped with International engines with power of 360 hp and some versions 6x4 destined to the building sector. Thanks also to the arrival of the Constellation, the Brazilian branch of Volkswagen in 2006 reached its absolute record in selling with more than 37.000 vehicles.

VOLVO

Also 2006 has been one year of novelty for Volvo: the flagship model FH 16 with mechanical modifications, the FL range widely renewed and the totally new range FE, inserted between the middle FL and the heavy FM. In February 2006 has been introduced the new FH16, submitted to the Euro4 cure. The innovations are naturally in the engine D16E Euro4 with SCR system, proposed with outputs of 580 and 660 hp, with torque of 2800 and 3100 Nm. From December 2006 it is available also with 540 hp and 2600 Nm. Unlike the previous version, is available with the automatized gearbox I-shift with 12 speeds. Outside the new FH 16 is easy recognizable from FH (and the previous FH16 of 2003) for the lower grilles which now form a cohesive unit which also allows the passage of more cooling air. The renewed range FL of the previous one maintains only the name: it provides models with GVW from 12 to 18 tons, only in 4x2 rigid version. Engine 7 liters D7E with 240 or 280 hp, available as Euro3 (only for export extra Europe), Euro4 and Euro5. Three the available cabs: a day-cab, a somewhat longer comfort cab with space for a short-stop bed, and a crew-cab with space for up to seven people. The FE is instead a completely new range, available in the rigid versions 4x2, 6x2, 6x4 and tractor 4x2, with GVW from 18 to 26 tons: it offer an optimal solution between the light FL and the heavy FM. The motor is always the new 7 liters D7E, a six cylinders in line turbo-charged with common rail technology, available also with power of 320 hp and torque of 1200 Nm. Wide also the choice of the transmissions: it includes manual gearboxes with 9 or 6 gears and a 6 speed automatic transmission. Four the alternatives for the rear axle: two units with single reduction, one with hub reduction and a tandem with hub reduction. A version 6x2 is also available with an electro-hydraulic steered third axle, that allows a best manoeuvrability and a reduction in the consumption of the tires. There are besides different lengths and heights of the chassis, various combinations of suspensions and a selection of reservoirs of various capacity. Three are the available cabs: - a day cab, for a maximum length of the body; - a day cab 400 mm longer, with more space behind the seats; - a sleeper cab, with a night zone that allows the use of 780 mm wide berths, a proper space also for transports on long distance.


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MZKT

The Byelorussian producer keeps on proposing new models studied for every kind of transport: between the innovations of the 2006 there is the 790976, a 8x8 truck expressly designed for oilfield works. This model has been the object of long tests in the deserts of Arabian Emirates, country for which it has recently completed the order for 40 tractors 8x8 of type 74135 (see P&E nr.4 page 21), for tanks transportation. Also the 790976 has been thought above all for the Arabian countries, where it will have to face the competition of the new 963 6x6 by Kenworth, still unopposed leader in the field. These are the main specifications of the 790976: - Caterpillar C15 engine with 550 hp (410 kW); - automatic transmission Allison M 5610A with 6+2 gears; - 2 seats day cab, made in fibreglass and equipped with air conditioning and ventilation system; - single tyres Michelin 23.5R25on all the axles; - weight of the the truck with body, unloaded, 27.850 kg; - payload 45.000 kg; - gross vehicle weight 73.000 kg; - flat body of 8850x3660 mm; - dimensions: 13.000 mm length / 3.660 mm width / 3.850 mm height; - winch by ITAG WPH450-V with power of 450 кN; - maximum speed of the vehicle 60 km/h.

YAROVIT

In September 2006 Yarovit produced its first vehicle for use as tractor for semi trailer, the Gloros A4501 T, a massive 8x8 homologated for combinations up to 90 tons. In 2007 is foreseen the arrival of a more powerful version projected for combinations till 120 ton. It is available with the engine Deutz BF 6 M 1015C, a 6 cylinders V type Euro2 of 12 litres, turbo intercooler, power of 300 kW at 1900 rpm, coupled with a ZF 16 gears gearbox. All the axles are produced by Sisu: the two front steer drive axles have a capacity of 10.000 kg each, the rear tandem drive have a capacity of 32.000 kg. It is homologated with a GVW of 47.700 kg, the empty weight is 14.100 kg, the weight on the fifth wheel can reach 33.600 kg. It is 2550 mm large, 3400 mm high, and almost 8,6 m long. The lowest height from the ground is 350 mm. The cab, produced by Yarovit, have a steel frame and is made with fibreglass panels. Inside cab dimensions are: 2100 mm width, 1690 mm length, 1530 mm height. The fifth wheel is a JSK 38G-1 ZJ by Jost. Tires are 12.00R24 on all axles, with a turning radius about 10,6 m. This new model has been produced on the basis of a request of an important Russian oil-bearing society, the Surgut Nefte Gas. After the official presentation which took place in December, the tractor left to be used in the district of Tyumen, in Western Siberia

© Yarovit (photo by Max Chern)

© Vladimir Chekuta collection


1. Anche se Iveco non era presente con un suo stand, molti erano i suoi prodotti esposti alla manifestazione: qui un Trakker 380 6x4 con betoniera Schwing Stetter.

2. Cifa ha presentato a Parigi la sua nuova pompa per calcestruzzo K52L-XRZ da 52 m, del tipo a 6 sezioni con ripiegamento “RZ”. Era montata su un Iveco Trakker modificato in Spagna a 5 assi, con quinto asse posto dietro il tandem motore.

3. Man ha esposto al salone questo originale TGA 35.390 8x4, caratterizzato dal quarto asse singolo e sterzante posto dietro il tandem motore.

4. Man si è aggiudicata il Premio Innovazione di Intermat nella categoria "Equipment & Components" per il suo sistema HydroDrive, la trazione anteriore idrostatica inseribile caratterizzata da due motori idrostatici nei mozzi anteriori che all’occorrenza consen-tono la trasmissione anche sulle ruote anteriori. A differenza della classica trazione integrale meccanica il MAN HydroDrive è particolarmente indicato per i veicoli destinati all’impiego prevalente su strada. Su questo TGA 35.430 il secondo asse sterzante è dotato di HydroDrive, in grado di trasformarlo in un 8x6.

5. Mercedes era presente a Intermat con due modelli 6x4, tra cui questo Atego 2633 6x4. 6. La italiana Mecbo ha un importante presenza sul mercato francese: la 53.5 è la sua

pompa più grande, qui montata su un Mercedes Actros 4150 modificato a 5 assi. 7. Scania P 380 6x4 con cassone CIF, uno dei principali costruttori francesi del settore. 8. Scania P 380 8x4 con betoniera CIFA. 9. Tatra ha esposto a Intermat una speciale versione del suo TERRNo1 T815-2 6x6,

utilizzata da un operatore francese come super camper per viaggi organizzati in Africa. 10. Tatra TERRNo1 T815-2 8x8: dal 1961 Tatra è presente sul mercato francese, dove

ogni anno riesce a vendere qualche unità dei suoi originali veicoli. Nel 2005 sono stati ben 25 i Tatra venduti in Francia.

11. Anche a Intermat il Volvo FM 12 8x4 si è distinto come il veicolo più utilizzato per il montaggio di pompe autocarrate: in questa foto monta una pompa da 44 m della cinese Zoomlion

12. Nel grande stand Volvo era esposto il nuovo FH16, nella versione trattore 6x4 con motore 660 CV, agganciato ad un semirimorchio Kaiser a 3 assi

1. Even if Iveco wasn’t present with its own stand, many were its products showed at the exhibition : here is a Trakker 380 6x4 with Schwing Stetter concrete mixer.

2. Cifa has shown in Paris its new concrete pump K52L – XRZ of 52 m. a six sections with “RZ” folding. It was mounted upon a Iveco Trakker modified in Spain as 10x4, with fifth axle positioned behind the tandem drive.

3. Man has exposed at the show this original TGA 35.390 8x4, characterised by fourth steering single axle behind the tandem drive.

4. Man wins the Intermat Innovation Prize in the category “Equipment & Components” for its system HydroDrive, a selectable hydrostatic front-wheel drive system that improves traction and drive power for on-road vehicles, with two wheel-hub motors in the front axle. Unlike the all-wheel drive traction, Man HydroDrive is particularly suited for vehicles destined to be used mainly on roads. As a result it has a payload advantage of up to 400 kg compared with conventional all-wheel-drive systems. On this TGA 35.430 the second steering axle is equipped with HydroDrive, able to change it in a 8x6.

5. Mercedes was present at Intermat with two models 6x4, as this Atego 2633 6x4. 6. The Italian Mecbo has an important presence on French market: the 53.5 is its biggest

pump, here mounted on a Mercedes Actros 4150 modified with six axles. 7. Scania P 380 6x4 with Cifa body, one of the main French producers of the sector. 8. Scania P 380 6x4 with concrete mixer Cifa. 9. Tatra has shown in Intermat a special version of its TERRNo1 T815-2 6x6 used by a

French operator as super camper for organised journeys in Africa 10. Tatra TERRNo1 T815-2 8x8: from 1961 Tatra is present on French market where

every years it succeeds to sell some units of its original vehicles. In 2005 Tatra sold 25 trucks in France-

11. Also in Intermat Volvo FM 12 8x4 distinguished as the vehicle most used for the mounting of truck mounted pumps: in this picture it mount a pump of 44m of the Chinese Zoomlion.

12. in the big stand Volvo there was exposed the new FH16, in the 6x4 tractor version with 660 hp engine, coupled to a 3 axles Kaiser semi-trailer.

Immagini da Intermat 2006 / Images from Intermat 2006


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1. The Italian company Cormach exposed in its stand this Astra HD8 84.45 8x4 equipped with its M1601 crane, from some years in equipment to the Italian Fire Departments, with boom lenght of 20 meters and capacity of 40 t. The weight is of 37.500 kg.

2. Iveco is one of the main protagonists in the production of vehicles for military use. Beside the models modified from civil vehicles as the Trakker, it proposes also a dedicated range produced in Piacenza by Astra, with special cab for the aerial and railway transport, like this truck 6x6 SM 66.40.

3. Iveco Eurotrakker 8x8 with equipment of Italian firm TAM for the automatic load and unload of the containers.

4. Man TGA 33,430 6x6 with Palfinger crane and single tires on all the axles. 5. Mercedes S 1833 4x4, available also with armored cabin and in 6x6 version too. 6. Mercedes Actros 6x6 with armored cab and container for transport troops, also it

armored. The Actros military range included also versions 4x4 and 8x8. 7. Oshkosh MTT (Medium Tactical Truck) 4x4, a truck with GVW of about 17 t, moved by

a 220 hp engine Cummins ISB 220 CV, with a kerb weight of 7910 kg (with body). 8. Oshkosh MTT 6x6, with GVW of about 26 t and kerb weight of 9525 kg (with body). 9. Between the more spectacular vehicles of the entire show this combination formed by

a tractor Oshkosh MTVR (Medium Tactical Vehicle Replacement) 6x6 coupled to a tanker trailer of the French Magyar. This combination, called also Oshkosh Wheeled Tanker, has been sold in 350 units to the British Defense Ministry for the air refuelling on every land.

10. Renault Sherpa 10 6x6 with armored cabin air transportable. Motor Euro 4/5 from 320 CV, GVW 20 t, load capacity 12 t, body length until 6096 mm.

11. In world preview Renault exposed the new Kerax 8x8: already some years ago it was exposed an 8x8 version, only as prototype.

12. Scania has exposed one of the three R 420 CB 6x6 HHZ Euro4 supplied in the course of 2006 to the French Engineers Corp, equipped with a pulverulent binding spreader machine made by Rabaud, a specialist of soil treatment.

13. Sisu is present from many years also in the field of the military vehicles: in preview it has exposed in Paris its larger model, the 10x10 truck E15T with engine Caterpillar C15 Euro4 from 550 hp and load capacity of 25 t. This is the first one of nine identical vehicles ordered by the Finnish Armed Forces and equipped with a mobile bridge Leguan MLC70 of 26 meters made by the German Krauss Maffei. It mounts the new armored cabin Sisu with 2 places. 1°, 2° and 5° axl es are steering.

14. From May 2006 the division Tactical Vehicle Systems of the Stewart & Stevenson, than from 1989 produces military range FMTV (Family of Medium Tactical Vehicles), is passed under the control of the Armor Holdings. In Paris it has exposed a FMTV 6x6 equipped with armored cabin LSAC (Low Signature Armoured Cab), produced since 2004 by Armor: it can be interchanged with a standard FMTV cab in 8 hours.

15. The version 4x4 of the new range of Tatra for military use, called T815-7 and available with 2-3-4-5 and 6 axles. With GVW of 15 t and kerb weight of 7.2 t, it is equipped with Cummins engine from 275 CV (202 kW).

16. Always from the new range T815-7 is this 8x8, with air-transportable and armored cab of level 2. The cab is available in the versions: short for 2/4 men, deep with bed, with 4 doors for 8 men. Like for the other models of the range, it is proposed both with Tatra engines, Cummins or Caterpillar.

1. La italiana Cormach esponeva nel suo stand questo Astra HD8 84.45 8x4 equipaggiato con la sua autogrù M1601, da alcuni anni in dotazione ai Vigili del Fuoco italiani, con sbraccio di 20 metri e portata di 40 t. Il peso del veicolo è di 37.500 kg.

2. Iveco è uno dei principali protagonisti nella produzione di veicoli per uso militare. Accanto ai modelli derivati dai veicoli civili quali i Trakker, propone anche una gamma dedicata, prodotta a Piacenza da Astra, con cabina sagomata per il trasporto aereo e ferroviario, come questo autocarro 6x6 SM 66.40.

3. Iveco Eurotrakker 8x8 con attrezzatura della bresciana TAM per il carico e lo scarico automatico dei containers.

4. Man TGA 33.430 6x6 con gru Palfinger e pneumatici singoli su tutti gli assi. 5. Mercedes S 1833 A 4x4, disponibile anche con cabina blindata e in versione a tre assi. 6. Mercedes Actros 6x6 con cabina blindata e container per trasporto truppe, anch’esso

blindato. La gamma Actros militare comprende anche versioni 4x4 e 8x8. 7. Oshkosh MTT (Medium Tactical Truck) 4x4, un autocarro con PTT di circa 17 t, mosso

da un motore Cummins ISB da 220 CV con peso di 7910 kg (con cassone). 8. Oshkosh MTT 6x6, con PTT di circa 26 t e peso di 9525 kg (con cassone). 9. Tra i veicoli più spettacolari dell’intera esposizione questa combinazione formata da un

trattore Oshkosh MTVR (Medium Tactical Vehicle Replacement) 6x6 agganciato ad un semi-rimorchio cisterna della francese Magyar. Questa combinazione, denominata anche Oshkosh Wheeled Tanker, è stata venduta in 350 unità al Ministero della Difesa Britannico per il rifornimento aereo su ogni terreno.

10. Renault Sherpa 10 6x6 con cabina blindata aerotrasportabile. Motore Euro 4/5 da 320 CV, PTA 20 t, portata 12 t, lunghezza carrozzabile fino a 6096 mm.

11. In anteprima Renault ha esposto il nuovo Kerax 8x8: già alcuni anni fa venne esposta una prima versione 8x8 rimasta però esemplare unico.

12. Scania ha esposto uno dei tre R 420 CB 6x6 HHZ Euro4 forniti nel corso del 2006 al Genio francese, equipaggiati con attrezzatura spanditrice di legami pulverulenti della Rabaud, specialista dei materiali e dei trattamenti del suolo.

13. Sisu è presente da molti anni anche nel campo dei veicoli militari: in anteprima ha esposto a Parigi il suo modello più grande, l’autocarro 10x10 E15T con motore Cater-pillar C15 Euro4 da 550 CV e capacità di carico di 25 t. Questo è il primo di nove iden-tici veicoli ordinati dalle forze armate Finlandesi ed equipaggiati con un ponte mobile Leguan MLC70 da 26 metri della tedesca Krauss Maffei. Monta la nuova cabina corazzata Sisu a 2 posti. 1°, 2° e 5° asse sono ste rzanti.

14. Nel maggio 2006 la divisione Tactical Vehicle Systems della Stewart & Stevenson, che dal 1989 produce la gamma militare FMTV (Family of Medium Tactical Vehicles), è passata sotto il controllo della Armor Holdings. A Parigi ha esposto un FMTV 6x6 dotato di cabina blindata LSAC (Low Signature Armoured Cab), prodotta fin dal 2004 proprio dalla Armor ed intercambiabile con la cabina di ogni FMTV in sole otto ore.

15. La versione 4x4 della nuova gamma Tatra per uso militare, denominata T815-7 e disponibile a 2-3-4-5 e 6 assi. Con PTT di 15 t e peso a vuoto di 7.2 t, è equipaggiato con motore Cummins da 275 CV (202 kW)

16. Sempre della nuova gamma T815-7 questo 8x8, con cabina aviotrasportabile e blindata di livello 2. La cabina è disponibile nelle versioni corta per 2/4 persone, profonda con letto, a 4 porte per 8 persone. Come per gli altri modelli della gamma, viene proposto sia con motore Tatra che con motori Cummins o Caterpillar.


Eurosatory 2006 foto/photos by Jean Luc Dossmann


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Nel corso del 2005, la società britannica Allum Plant Hire si è dotato di un veicolo esclusivo, definito subito come la più grande gru autocarrata disponibile in Gran Bretagna. Si tratta di un MAN TGA 41.483 FFDC con cabina LX a cuccette, modificato dalla società tedesca Toni Maurer in un trattore 10x4 (rinominato 50.483) mediante l’aggiunta di un asse a gommatura semplice davanti al tandem motore. La capacità degli assi è di: 9000 kg per i due assi anterio-ri, 13000 kg per i due assi motori e 7500 kg per il 5° asse. E’ omologato per combinazioni fino a 90 t. Su questo speciale veicolo la Fassi ha montato la sua gru più grande, una F1500A XP.28, con una capacità di sollevamento di 4,5 ton a 20 m e di 25.5 ton a 4 m. Equipaggiata con il flyjib L516, la gru della Allum arriva ad un’altezza massima di circa 31 m ed anche a questa distanza solleva oltre 1 tonnellata. Queste prestazioni sono raggiunte con una gru dal peso di sole 13.2 t (14.8 t con flyjib). La grande capacità di sollevamento della F1500AXP significa che pochi lavori possono andare oltre le sue possibilità. (foto Fassi)

During 2005, the British company Allum Plant Hire endowed with an exclusive vehicle, immediately declared as the biggest truck crane available in Great Britain. It is a Man TGA 41.483 FFDC with sleeper cab type LX, modified by the German Tony Maurer as tractor 10x4 (renamed 50.483) by the addition of a single tyred axle in front of the tandem drive. The axles capacity is: 9.000 kg for the two front axles, 13.000 kg for the two drive axles, and 7.500 kg for the fifth axle . It is homologated for combinations till 90t. On this special vehicle Fassi mounted its biggest crane, a F1500 A XP.28, with a lifting capacity of 4.5 t to 20 m and 25.5 t at 4 m. Equipped with flyjib L516, the Allum crane arrives at a maximum height of about 31 m. and even at this distance it can lift more than a ton. These performances have been reached with a crane of a weight of only 13,2 t (14,8 t with flyjib). The great lifting capacity of F1500 AXP means that few works are above its capacity. (photos by Fassi)

LO SPECIALE DEL TRIMESTRE THE SPECIAL OF THE QUARTER

14 Nr. 7 Pesanti & Eccezionali 14 Nr. 7 Pesanti & Eccezionali

I PESANTI NEGLI ANNI SETTANTA 1. Among the least known builders we can surely consider the Belgian company

Automiesse that, founded in the remote 1898, has closed the activity in 1972. Despite it produced few units a year, its vehicles were also used in the international transports, thanks to the employment of products of quality as engines Cummins and Gardner, gearboxes Eaton and Fuller, etc. In this 1974 photo, a P196 4x2, characterized by a cab of imposing dimensions, with a large glass surface.

2. Lancia, despite a very limited market share, was a builder of great prestige, whose products however remained available only in the Italian market, except sporadic export in some European countries and in Northern Africa. The Esagamma E of 1967 was a modern and powerful vehicle: here it is in the 4x2 rigid version coupled to a 3 axle Adige trailer, a combination that at the times in Italy was authorized to a legal weight of 32 tons (14 tons for the truck, 18 tons for the trailer).

3. Krupp LF 901 working in Austria in 1985. Produced since 1960 to 1963, it was equip-ped with a Krupp engine 2 stroke with 5 cylinders in line. It had been replaced in 1963 by the 960, a model with the same cab but mounted with a longer front overhang.

I PESANTI NEGLI ANNI SETTANTA

4. At the end of the sixties the British production was characterized by vehicles with very contained empty weights and cabs with very limited internal space. Typical of that production was the Atkinson Borderer tractor, not very diffused in the international transports above all for the cab without a sleeper space. deprived box of berths.

5. Two generations in comparison in a 1970 photo taken in the south of France. To the left, the Scania LB 110 with tilt cab, a vehicle introduced for the first time at the end of 1968 and immediately become a star of the international transport, well diffused in many European countries. To the right, the Pegaso 2011, a Spanish tractor from the unmistakable line with fixed cab (strictly derived from a model born at the end of fifties), remained in production since 1963 up to 1972.

6. During the sixties and seventies, the heavy trucks of American production still had a discreet diffusion in some European countries, particularly in France, Spain and Benelux. At that times, the greatest representative of the American trucks in Europe was Mack, in particular with its range of forward control models introduced in 1962 and denominated F700, available as 4x2 or 6x4 tractor.


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POTENZA & QUALITA’ Testo e foto di Niels Jansen Ad Amsterdam, nel maggio 2006, si è svolta la ventunesima edizione del TKD (Technische Kontact Dagen). Questa grande esibizione è dedicata interamente ai lavori di cantiere e al settore delle costruzioni. In passato l’ evento si teneva in una grande base militare a Wezep ma, per motivi di sicurezza, l’ultima edizione ha avuto luogo in un vasto spazio nei pressi del porto ovest di Amsterdam. Un luogo eccellente, poiché qui gli olandesi hanno costruito un porto completamente nuovo. Una delle cose più interessanti del TKD e’ che la maggior parte dei macchinari presenti possono essere visti e provati in condizioni di lavoro. A questo proposito sono stati creati due spiazzi ovali posti in aggiunta ai 200 espositori di attrezzature dislocati nei vari edifici. Oltre a tutti i generi di attrezzature per costruzione, accessori e servizi, c’era anche una sostanziosa presenza di produttori di veicoli. I produttori locali DAF, Ginaf e Terberg, hanno avuto naturalmente un vasto spazio, ma anche Mercedes, Iveco, Scania e Volvo erano presenti con nuovi veicoli multiasse. Fra gli specialisti del campo dei fuoristrada sono apparsi nomi come Terra-Gator, Hover–Truck, Vredo e Vervaet. E poi c’erano i grossi trattori con rimorchio di John Deere, Fendt, Case, Jcb per coloro che sono attivi nell’ agricoltura o in altre attività del suolo. Trascinando per lo più grossi rimorchi ribaltabili a due e tre assi per un peso fino a 35 t. Erano anche presenti ribaltabili articolati di Astra, Bell, Caterpillar, Komatsu, Terex, e Volvo. Molti di questi nuovi autocarri possono essere visti trainare un carico pesante. Ora dopo ora avanzavano a stento, guidati da acquirenti interessati, attraverso la sabbia soffice, e sulle ripide colline che costituivano il circuito di prova. Che bella esperienza è stata ascoltare tutti quei rumori e vedere la polvere volare dalle grosse ruote e dalla pista. Il prossimo TKD sarà nell’ estate del 2008. Vale la pena di una visita. E Amsterdam non è così lontana.

1 - Ginaf ha introdotto la nuova serie X. Primi ad apparire sono stati i modelli X5250 (10x4) e X5450 (10x8). Nell’ottobre 2006 l’intera gamma è diventata disponibile. La nuova gamma Ginaf è equipaggiata con il motore Paccar da 12,9 litri Euro5 con SCR e potenze fino a 510 CV. La gamma X presenta anche miglioramenti nelle altre parti meccaniche e nella cabina. 2 - Il Track Trike prodotto dalla Vervaet di Biervliet (Olanda) è un incrocio tra una macchina spandi-letame e un dumper. E’ una vera novità per il movimento terra su terreni difficili. Anche su terreni bagnati la sua marcia è inarrestabile. Ha una enorme ruota singola nella parte anteriore e cingoli in gomma Claas al posteriore. E’ mosso da un motore Daf da 380 CV ed ha una trasmissione idrostatica. Peso a vuoto di 11 t, portata utile 22 t. 3 - L’Hover-Track è un originale autocarro prodotto dalla Veldhuizen sulla base di un Iveco Trakker AD380T44W 6x6. Con peso complessivo di 52 t, è mosso da un motore Cursor 13 litri da 440 CV, attraverso un cambio manuale ZF da 2x16 velocità. Il ponte posteriore è equipaggiato con cingoli in gomma Dura da lunga durata. 4 - A parte un paio di autocarri 10x4 e 10x8, Terberg ha portato ad Amsterdam un dumper FM1350 con trazione 6x6, uno di un piccolo numero di speciali veicoli venduti alla fine del 2005 alla società Scholman di Nieuwegein. Questo dumper da 17 metri cubi è mosso da un motore Volvo D12 da 380 CV accoppiato ad una trasmissione automatica Allison 5 - Ginaf X5450S 10x8 con cassone Gijsbertsen. Questo veicolo mosso da un motore Daf da 480 CV è uno dei primi Ginaf 10x8 equipaggiati con trasmissione AS-Tronic. 6 - Un altro Hover-Track, equipaggiato con braccio da 30 t Hyva per il carico e lo scarico di cassoni scarrabili. Per migliorare la manovrabilità, il telaio di questo modello è stato accorciato di mezzo metro. I pneumatici anteriori sono dotati di dispositivo di gonfiaggio. 7 - Per avere maggiore portata senza sovraccaricare i singoli assali, gli importatori olandesi dei vari costruttori, come Scania, hanno preparato veicoli a 5 assi. La modifica viene fatta negli stabilimenti Scania Beers a Groningen. Questo P420 10x4 ha un PTT legale di 47 t.

POWER & QUALITY Text and photos by Niels Jansen In May 2006, Amsterdam was the place where for the 21st time the TKD was held. This huge show centres entirely around equipment for the building and construction industry. In the past, the event was staged on a large army base in Wezep, but for security reasons in the last edition took place on a large open site in Amsterdam Westpoort. An excellent spot, because here the Dutch build a complete new harbour. Hence, there is not only a lot of earth moving, but also a lot of construction going on. The nice thing of the TKD show is that the machinery for a great part can not only be viewed stationary, but also ‘in action’. For this purpose two large oval tracks were set out, in addition to the nearly 200 displays of equipment elsewhere on the premises. Apart from all kinds of construction equipment, ac-cessories and services, there was a good turn out of truck manufacturers. Both local DAF, Ginaf and Terberg had of course a large display, but also Mercedes, Iveco, Scania and Volvo were present with new multi-axle vehicles. In the off-highway specialist field such na-mes appeared as Terra-Gator, Hover-Track, Vredo and Vervaet. Than there were the big tractors with trailers from John Deere, Fendt, Case, JCB, etc. for those who are active in farming and other soil work. They pulled mostly big two and three axle tipping trailers for weights up to 35 tons. Also present were the articulated dumpers from the likes as Astra, Bell, Caterpillar, Komatsu, Terex and Volvo. A lot of these impressive new trucks and ma-chines could be seen hauling a heavy load. Hour after hour they ploughed with interested buyers through the soft sand and over the steep hills of the purpose made test courses. What a beautiful experience it was hearing all those diesel engines scream and see the dust fly from the big wheels and tracks! For any would be visitors, the next TKD-show will be held in the spring of 2008 again. It’s well worth a visit. And so is close by Amsterdam...

1 - Ginaf introduced the new X-series. First to appear are the X5250 (10x4) and the X5450 (10x8). In October 2006 the whole new range will be available. The new Ginaf’s are powe-red by 12,9 liter Paccar diesel engines with SCR-technology for Euro-5 and power ratings up to 510 hp. The trucks also have an optimalized driveline and new cab appointments. 2 - The Track Trike made by Vervaet of Biervliet, Holland, is a cross between a machine for manure injection and a dump truck. It is a brand new concept for earth moving in difficult terrain. Even in wet conditions it can not be stopped. The giant trike has one huge low pres-sure tired wheel at the front and Claas rubber tracks at the rear. It is powered by a 380 HP DAF engine and has a hydrostatic driveline. Empty weight is 11 t, load capacity 22 t. 3 - The by Veldhuizen built Hover-Track is a new off-road truck based on a Iveco Trakker AD380T44W 6x6 drive chassis. The 52 tons Hover-Track is powered by a 13-liter Cursor engine of 440 hp and has a ZF manual transmission with 2x16 speeds, plus cross and length differential locks. At the rear is equipped with Dura-built long-life tracks. 4 - Apart from a couple of 10x4 and 10x8 chassis, Terberg demonstrated in Amsterdam a 6x6 drive FM1350 off-road dumptruck, one of a small batch of specialist vehicles that was sold in late 2005 to Scholman of Nieuwegein. The 17 cube bodied dumper is powered by a Volvo D12 diesel engine of 380 hp that drives through a fully automatic Allison gearbox. 5 - Ginaf X5450S 10x8 drive tipper truck with Gijsbertsen body. The 480 hp DAF powered vehicle is one of the first 10x8 Ginaf’s to be fitted with the AS-Tronic transmission. 6 - Another Hover-Track off-road truck. This one is equipped with a 30 tons Hyva hook-lift system for container handling. To improve manoeuvrability the chassis of a second model has been shortened with half a metre. The front tires are fitted with an air deflating system. 7 - To obtain the highest possible payload without overloading individual axles, Dutch im-porters like Scania have gone to five axle chassis. Conversion is done in Holland by the ‘Beers’ facility in Groningen. This P420 10x4 chassis is good for a legal GVW of 47 tons.


8 - Scania R380 6x6 con la cabina corta CR16 e cassone ribaltabile trilaterale Meiller. 9 - La Olandese Iveco Schouten trasforma alcuni modelli della gamma Trakker in veicoli multi-asse in versione 8x4, 8x6, 10x4 e 10x8. Nella foto il 10x8 AD410T44W con PTT di 49 t. Il peso a vuoto è “solo” di 13,4 t. L’asse centrale, sterzante e sollevabile, è da 10 t. 10 - Un altro veicolo esclusivo che si poteva vedere un piena azione al TKD di Amsterdam era il Terra-Gator 2104. Si tratta di un dumper articolato che si muove su un sistema unico di cingoli a sviluppo triangolare. Il Terra-Gator ha un motore Caterpillar da 325 CV e un cambio servoassistito con 10 marce avanti. Viene prodotto negli Usa dalla Ag-chem. 11 - Volvo FM con motored a 430 CV e trazione integrale 6x6 arrivato dalla Svezia con un cassone in alluminio. Da notare le ruote anteriori di piccolo diametro. 12 - Iveco Trakker 440 8x4 con betoniera della Karrena, con PTT legale, in Olanda, di 36 t.

8 - Swedish spec Scania R380 6x6 with medium-length cab and Meiller 3-way body. 9 - Dutch Iveco importer Schouten transforms Trakker chassis into multi-axle rigid and tractor versions with 8x4, 8x6, 10x4, and 10x8 drive. Here is a AD410T44W 10x8 model for a GVW of 49 tons. Empty weight is ‘only’ 13,4 tons. The steered/lift axle is good for 10 tons. 10 - Another unique vehicle that could be seen in full action at the TKD-show in Amsterdam was the Terra-Gator 2104. It is an articulated dumper with unique triangle track system at the front and rear. The Terra-Gator has a 325 hp Caterpillar diesel engine and a powershift transmission with ten forward and three rearward speeds. It is built by Ag-chem in the USA. 11 - Brand new Volvo FM with 430 hp engine and 6-wheel drive came complete with Swedish aluminium tipper body to Amsterdam. Note the small size-front tires. 12 - Iveco Trakker 440 8x4 chassis with Karrena mixer for a GVW of 36.000 kg in Holland.

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Alla fine degli anni ’60, Henry Bigge, titolare della Bigge Drayage Co. di San Leandro in California (USA), decise di dotarsi di uno speciale trattore per trasporti eccezionali progettato dalla stessa Bigge: obbiettivo del progetto era quello di avere un veicolo che potesse sfruttare ogni possibilità concessa dalle leggi che in quel periodo regolavano la circolazione stradale e autostradale nello stato della California, considerate tra le più restrittive di tutti gli Stati Uniti. Henry Bigge consultò tutti i costruttori americani di autocarri, ricevendo solo risposte negative alla richiesta di produrre il suo trattore: per tutti si trattava di un veicolo troppo differente da quelli che venivano regolamente prodotti in quegli anni. Si rivolse allora alla Peerless Trailer & Truck Service di Tualatin in Oregon: negli ultimi anni la Bigge aveva acquistato dalla Peerless alcuni rimorchi speciali, tra cui quello che nel 1965 venne accoppiato al celebre trattore 8x8 della Oshkosh. Nonostante Peerless fosse esclusivamente un produttore di rimorchi, i progettisti, anche per la mancanza di vincoli tassativi sulla consegna del veicolo, accettarono con entusiasmo l’incarico, che venne visto come una interessante sfida ai limiti delle loro capacità produttive. Alla fine del 1969 Peerless consegnò al cliente la prima unità del trattore richiesto da Bigge, denominandolo “Roadrunner No.1”. Notevoli le sue dimensioni: lunghezza 8458 mm, altezza 3455 mm. Molte le caratteristiche speciali del progetto, mai viste prima su veicoli stradali:

At the end of the sixties, Henry Bigge, owner of the Bigge Drayage Co in S.Leandro California (USA), chose to provide it with a special tractor for heavy haulage projected by Bigge company itself: aim of the project was to have a vehicle that could utilize every opportunity allowed by the local laws that in that period ruled the circulation on road and motorway in California, considered among the most limiting of all the United States. Henry Bigge consulted all the trucks producers in America, receiving only refusing answers to the request to produce his tractor: for all of them it was a vehicle too much different from those that were regularly produced in that period. Then he asked to Peer-less Trailer & Trucks Service in Tualatin, Oregon: during the last years, Bigge had bought from Peerless some special trailers, also the one that in 1965 was coupled with the well famous tractor 8x8 produced by Oshkosh. Despite the fact that Peerless was only a producer of trailers, its designers, also because there was no definite restrictions about the delivery, accepted enthusiastically the job, that was seen as an interesting challenge to the limits of their productive capacities. At the end of 1969 Peerless delivered the first unit of the special tractor required by Bigge, called “Roadrunner N°1”. Impressive its dimensions: length 8458 mm, height 3455 mm. Many were the peculiarities of the project, never seen before on traditional vehicles:

II PPRROOTTAAGGOONNIISSTTII -- TTHHEE LLEEAADDEERRSS PPEEEERRLLEESSSS RROOAADDRRUUNNNNEERR 88xx44 **


• gli assi anteriori erano costituiti da un tandem motore a gommatura gemellata, con il motore montato sopra di esso: la trasmissione passava attraverso due cambi di trasfe- rimento prima di raggiungere il differenziale;

• la sterzatura era assicurata dal telaio articolato, una soluzione simile a quella utilizzata per gli scrapers o le pale gommate!

• gli assi posteriori, senza trazione, erano costituiti da un’unità a doppio asse della Suspension System Inc, del tipo “Expando” a 16 ruote, con gomme di dimensioni più piccole. Il tandem posteriore poteva essere allargato grazie ad un sistema idraulico, comandato da un semplice bottone posto sul cruscotto: la larghezza posteriore passava da un minimo di 2540 mm (100”) ad un massimo di 3048 mm (120”).

• il supporto della ralla di appoggio era fissato ad un telaio equipaggiato con due cilindri idraulici, in modo da poter essere sollevato da una posizione di 1422 mm (56”) dal suolo fino a 2134 mm (84”), permettendo quindi al veicolo di agganciare rimorchi con qualsiasi altezza del gancio di appoggio.

Grazie all’elevato numero di pneumatici utilizzato e alle straordinarie doti di maneggevolez-za garantite dal suo sistema di sterzatura, questo trattore era autorizzato a circolare senza speciali permessi sulle strade californiane (solo durante le ore con luce solare) con un peso complessivo di 47.673 kg (105,100 pounds). Il suo peso a vuoto era di circa 13.600 kg (30,000 lbs), con un peso ammesso sulla ralla di 34 t (75,000 pounds). Le prove del veicolo vennero effettuate caricando su un semirimorchio un peso di circa 80 t. di blocchi di cemento per un peso complessivo del convoglio di oltre 97 t (214,000 pounds): a parte alcuni problemi relativi al complicato sistema di sterzo per un veicolo ad uso stradale (che vennero peraltro subito eliminati), le prove furono all’altezza delle aspettative. Lo stesso costruttore però dubitò molto sulla futura richiesta di simili veicoli: in ogni caso si trattò per esso di una importante sfida tecnica e provò a chiunque che ingegneri e maestranze della Peerless erano in grado di soddisfare ogni richiesta nell’ambito dei mezzi di trasporto. Il trattore Peerless Roadrunner rimase un esemplare unico: dopo essere entrato in servizio nel 1970, Bigge lo accantonò alla fine degli anni settanta. Venne in seguito acquistato dalla Emmert International (Oregon), che lo utilizzò per alcuni anni. Ancora oggi questo veicolo si trova, da tempo inutilizzato, nella sede della Emmert. Passiamo ora ad un analisi tecnica più dettagliata del veicolo: • il motore era un Caterpillar 1676, un possente V8 da 340 CV, accoppiato ad un cambio

automatico Allison 4460-2 con rapporto 1.42, con convertitore di coppia TC-490; • il tandem anteriore motore era costituito da un gruppo Rockwell 4640 con differenziale

interasse con lockout pneumatico, con rapporto 8.08:1. Il tandem era montato su una sospensione prodotta dalla stessa Peerless e aveva una carreggiata di 1886 mm: l’interasse era di 1372 mm. I cerchi erano dei Budd 84780-3, misura 22x7,5 a 10 fori su cui erano montati 8 pneumatici General DTN No.430 10.00x22;

• il tandem posteriore capacità 60.000 lbs (27.215 kg) era del tipo “Espando” della Suspension System a 16 pneumatici, con interasse di 1372 mm e carreggiata di 711 mm per gruppo d’assi. I cerchi erano Budd 48700-B-6, 20”x6”, 10 fori, con pneumatici Michelin “X” 8:25x20, tread 20;

• telaio Peerless con sterzatura articolata, passo di 217” (5512 mm); • cabina e cofano della Kenworth, costruiti in alluminio e fibra di vetro; • servosterzo idraulico, con sistema di auto-alllineamento; • radiatore Young da 9030 cmq con shutters Cadillac in alluminio; • due serbatoi in alluminio, da 350 litri ciascuno; • ralla della ASF tipo 400 C - paraurti in acciaio T-1.

* Con la collaborazione, per foto e testo, di Pete Smith, Peerless Ltd e Emmert International.

• The front axle was a dual drive axle bogie with twin wheels, with the engine mounted directly above it: the drive line passed through two transfer cases before it reached the differential.

• steering was assured by the articulated chassis, a solution similar to the one used for scrapers or wheel loader!

• rear tandem, not driving, was a double axles unit “Expando” made by Suspension System Inc., with 16 tyres of smaller dimensions. The rear tandem could become larger thanks to an hydraulic system, controlled by a simple button put on the dash-board: the rear width passed from a minimum of 2540 mm (100”), to a maximum of 3048 mm (120”).

• the fifth wheel support assembly was hinged at one end and equipped with two hydraulic cylinders at the other, so it could be raised from a position of 1422 mm (56”) from the ground, to 2134 mm (84”) from the ground, enabling the truck to adjust to almost any trailer fifth wheel height.

Thanks to the great number of tyres used and to the great talent of manoeuvrability which granted its steering system, this tractor was allowed to circulate without special permission on Californian roads (only during the hours with sunlight) with a total weight of 47.673 kg (105,100 pounds). Its empty weight was about 13.600 kg (30,000 lbs) with an allowed weight on the fifth wheel of 34 t (75,000 pounds). The vehicle tests were made loading on a semi-trailer a weight of about 80 tons of concrete blocks for a total weight of the convoy of more than 97 t (214,000 pounds): excepted some troubles given by the complicated steering system for a vehicle of road utilisation (that were solved almost immediately) tests were as good as expected. The producer himself was very doubtful about a future request of vehicles of this kind: in every case for him it was an important technical challenge that proved to everybody that the engineers and the staff of Peerless were able to satisfy whatever request in the field of transport vehicles. The Peerless tractor Roadrunner stayed as exclusive exemplar: after having been on service from 1970, was put aside by Bigge in late seventies. After that it was bought by Emmert International (Oregon), that used it for some years. After many years no more in service, this tractor is still in the headquarters of Emmert. Let’s do more detailed analysis of the vehicle: • the engine was a Caterpillar 1676, a powerful V8 with 340 hp at 2200 rpm, coupled to

an automatic transmission Allison 4460-2 with 1.42 ratio, with TC-490 convertor; • the front drive axle tandem was a Rockwell 4640 with interaxle differential, with air

controlled lockout , 8.08:1 ratio. The tandem was mounted on a suspension produced by Peerless itself, and had a track of 1886 mm with interaxle of 1372 mm (54”). The wheels were Budd 84780-3, measure 22 x 7.5 with 10 hole that mounted 8 wheels General DNT No. 430 10.00x22.

• the rear tandem with capacity of 60.000 lbs (27.215 kg) was an “Espando” unit of Suspension System 16 tyres trunnion axle, with interaxle of 1372 mm (54”) and track of 711 mm (28”) for axles group. The wheels were Budd 48700-B-6 20”x6”, 10 holes with tyres Michelin “X” 8:25x20, tread 20;

• chassis Peerless design with articulating steering, wheelbase 217” (5512 mm); • cab and bonnet by Kenworth, made in aluminium and fibreglass; • full hydraulic power steering, with self-aligning system; • radiator by Young with 9030 cmq, wuth shutters Cadillac in aluminium; • two tanks in aluminium, of 350 liters each; • fifth wheel ASF series 400C – bumper in steel T-1.

* with the collaboration, for text and photos, by P ete Smith, Peerless Ltd e Emmert International.


20 Nr. 7 Pesanti & Eccez ionali

KENWORTH Ogni volta che uno Space Shuttle viene lanciato in orbita, in parte è anche grazie al robusto ed affidabile Kenworth C500 6x4 utilizzato dalla ATK Thiokol. Per oltre 25 anni, la ATK Thiokol ha costruito gli enormi motori solidi riutilizzabili dei missili (RSRMs) che hanno lanciato gli astronauti nello spazio dal “Kennedy Space Center” in Florida. Ogni motore è composto da quattro segmenti e lungo 38.4 m, con 3.6 m di diametro, dal peso di oltre 567 t, incluso 500 t di propellente, e genera una spinta media di 1180 t dall’accensione alla fine dei due minuti di combustione. Una volta consumato il propellente, il razzo ausiliario che contiene il motore si separa dallo Shuttle, atterra nell’oceano, viene recuperato, smontato e il motore reso alla ATK Thiokol. Qui i contenitori vengono puliti, ispe-zionati e riassemblati, con l’installazione di un nuovo ugello e un nuovo iniettore. Il Kenworth C500 entra in gioco quando i segmenti del motore solido del razzo necessitano di essere trasportati, per test o altre operazioni, nella sede principale di ATK Thiokol nello Utah. Percorrono strade con il 6% di pendenza lungo la via verso l’area test e hanno inoltre il gravoso incarico di consegnare i segmenti del motore ad un raccordo ferroviario che dista 20 miglia, per il trasporto al luogo di lancio. “Abbiamo un’importante missione alla ATK Thiokol all’interno del program-ma Space Shuttle America”, dice Neil Christensen, amministratore della ATK Thiokol. “Per agevolare la realizzazione della nostra missione e attenerci ai programmi della NASA, abbiamo bisogno di autocarri che siano affidabili, e che facciano il lavoro, non importa quanto pesante sia”. Di recente alla ATK Thiokol è entrato in servizio un nuovo Kenworth C500, prodotto nello stabilimento Kenworth di Renton (Wa). L’ultimo C500 della ATK è dotato di motore Caterpillar C15 da 475 CV con una coppia di 2238 Nm (1650 lbft) a 1200 gm, passo di 5842 mm (al centro del tandem), ponte posteriore da 68.000 kg (150.000 lbs) con rapporto 18.81, trasmissione a 7 rapporti e velocità massima di 42 km/h. Questo automezzo ha raggiunto un’altro Kenworth C500 utilizzato dalla ATK Thiokol fin dal 1997. “Abbiamo lavorato a stretto contatto con gli ingegneri della Kenworth per progettare ad hoc il nostro ultimo C500” dice Christensen. “Abbiamo avuto un’assistenza speciale da Kenworth per ottenere abili partenze, la messa a punto del ponte posteriore da 68.000 kg e per assicurare che il C500 potesse superare quel dislivello del 6% ad una velocità di 3 km/h. Kenworth ci ha aiutato a creare il mezzo di trasporto giusto per le nostre applicazioni estremamente difficoltose.”

Every time that a Space Shuttle is launched in NASA’s missions, it is thanks in part to reliable and durable Kenworth C500 trucks operated by ATK Thiokol. For over 25 years, ATK Thiokol has built the massive, reusable solid rocket motors (RSRMs) that have launched astronauts into space from the Kennedy Space Center in Florida. Each motor is composed of four segments, and is 38.4 m long, 3.6 m in diameter, weighs over 567 t, including 500 t of propellant, and generates an average thrust of 1180 t from ignition to end of the two-minute burn. Once the propellant is used up, the solid rocket boosters housing the motors separate from the shuttle’s orbiter, land in the ocean, and are recovered and disassembled with the motors returned to ATK Thiokol. There, the cases are cleaned, inspected and reassembled for propellant casting, and a new nozzle and igniter are installed. The Kenworth C500s enter the picture whenever the

reusable solid rocket motor segments need to be transported for testing and other work around ATK Thiokol’s major facilities in Utah. They cover a 6 percent grade en route to the test area and also receive the heavy task of delivering the motor segments to a railroad spur 20 miles away for transport to the launch site. “We have an important mission at ATK Thiokol as part of America’s space shuttle program,” said Neil Christensen, major subcontract administrator for ATK Thiokol. “To help accomplish our mission and meet NASA’s schedule, we need trucks that are reliable and get the job done, no matter how big the job.” ATK Thiokol recently put into service a new Kenworth C500 built by Kenworth’s manufacturing plant in Renton, Wash. The company’s latest C500 includes a Caterpillar C15, 475 hp engine with a torque of 2238 Nm (1650 lbft) at 1200 rpm, 5842 mm (230-inch) wheelbase, 68.000 kg (150.000 lb.) rear axles with 18.81 ratio, 7-speed transmission, and top speed of 42 km/h (26 mph). That truck joined another Kenworth C500 used by ATK Thiokol since 1997. “We worked closely with Kenworth’s application engineers to design and spec our latest C500,” said Christensen. “We especially got assistance from Kenworth on start ability, the 150,000-pound rear axle setup, and ensuring that the C500 could go up that 6 percent grade at a speed as low as 2 miles per hour. Kenworth helped us put together the right truck for our extremely demanding application.”

Text and photos by Kenworth


INTERMAT 2006 foto/photos by Jean Luc Dossmann

1. La Olandese Westdijk era presente con 3 dei suoi Daf FTM XF95 8x4: qui, con un semirimorchio Nooteboom 3+5, trasporta uno dei macchinari più imponenti presenti al salone. Si tratta di un escavatore Case con braccio CX demolition da 40 metri, per un peso totale di circa 100 tonnellate.

2. Sempre dall’Olanda Schoones con il suo Daf FTM XF95 8x4, agganciato ad un semirimorchio Nooteboom 2+4, trasporta una gru cingolata Liebherr.

3. Iveco Sivi Stralis AS 440S54 TZ/P EZ130 6x4 della Molisana Trasporti con semi-rimorchio Bertoja a 5 assi, usato per il trasporto di una trivella IMT AF230 su base Daewoo, una macchina con un peso operativo di circa 70 t.

4. Un altro Iveco Sivi Stralis EZ130 6x4 visto a Intermat è quello della Gruber, utiliz-zato per il trasporto della perforatrice Soilmec R-625, una macchina da 70 t che per il trasporto viene a pesare fino a 47 t.

5. Man TGA 26.480 XXL (modificato 8x4 dallo specialista Maurer) della tedesca Max Wild, con semirimorchio a 4 assi Goldhofer, impiegato per il trasporto dell’escava-tore Liebherr 934, dal peso operativo di circa 36 t.

6. Tra le novità esposte a Intermat era l’escavatore Doosan Daewoo DX520LC, con peso a vuoto di circa 50 t. Per il suo trasporto è stato utilizzato il Man TGA 41.660 8x4 della Westdijk, con semirimorchio a 5 assi della Nooteboom.

7. Mercedes Actros 2650 S 6x4 della Van Der Vlist, con vaglio cingolato E7 della Extec, caricato su un semi-rimorchio Nooteboom a 5 assi.

8. La società belga G.Belin è venuta a prelevare il dumper HD605 (715 CV, peso a vuoto 47 t, peso totale a terra 110 t, dimensioni 9355x4595x4550h mm) della Komatsu con questo Mercedes Actros SLT 4154 8x4 agganciato ad un semi-rimorchio Nooteboom a 3 assi.

9. Mercedes Actros SLT 4153 8x4 della Van Der Vlist, con semirimorchio 2+4 della tedesca Scheurle.

10. Lo Scania R164 G 580 6x4 della italiana ITE è stato utilizzato per il trasporto del dumper DPT 306-2 della Perlini.

11. Scania P124 G 400 8x4 della Van der Vlist con semirimorchio Nooteboom, impiegato per il trasporto di un dumper articolato della sudafricana Bell.

12. Uno dei due Scania R 164 G580 8x4 della francese Brame, con semi-rimorchio Nooteboom 2+4, è stato utilizzato per il trasporto dell’escavatore cingolato Liebherr 954, una macchina con peso operativo di circa 50 t.

13. Grazie ad un accordo con Renault, Sisu è riuscita a vendere in Francia oltre un centinaio dei suoi veicoli, alcuni utilizzati anche nei trasporti eccezionali come questo E12 6x4, modificato in Francia con l’aggiunta del radiatore supplementare, e utilizzato dalla TLW per il trasporto di una impilatrice spagnola Llamada CKR-120, posta su un semirimorchio 2+5 Nicolas.

14. La pala gommata Caterpillar 990H ha una larghezza di oltre 4 metri e un peso di circa 80 t. Per il suo trasporto la Premat ha utilizzato un trattore Volvo FH 16 da 610 CV accoppiato ad un semirimorchio Nicolas 3+5 assi.

15. La spagnola Cepelludu ha utilizzato un Volvo FH12 500 6x4 con semirimorchio Nooteboom a 3 assi per il trasporto di un crusher dell’austriaca Hartl.

16. Volvo FH16 610 8x4 con semirimorchio Nooteboom a 4 assi della olandese KTL, caricato con un crusher della Officine Meccaniche di Ponzano Veneto.


1. Westdijk was at Intermat with three of its Daf FTM XF95 8x4: here, loaded into a 3+5 axles Nooteboom semitrailer, one of the largest equipment exposed at the exposition. It is Case excavator with a CX demolition arm 40 mt long, with a total weight near 100 tons.

2. Schoones from Holland with its Daf FTM 95 8x4 coupled to a 2+4 axles Noote-boom semitrailer, loaded with a tracked telescopic crane Liebherr.

3. Iveco Sivi Stralis AS 440S54 TZ/P EZ130 6x4 of Molisana Trasporti with a 5 axles Bertoja semitrailer, loaded with a IMT AF230 trivella based on a Daewoo, a piece with an operating weight of near 70 tons.

4. Another Iveco Sivi Stralis EZ130 6x4 seen at Intermat was the one of Gruber, em-ployed for the transport of this drilling rig Soilmec R-625, a vehicle with an opera-ting weight of 70 tons but here reduced to 47 tons for the transport.

5. Man TGA 26.480 XXL (modified 8x4 by Maurer) owned by the German company Max Wild, with a 4 axles Goldhofer semitrailer employed for the transport of the Liebherr 934 excavator, with an operative weight of 36 ton.

6. Among the new products exposed was the excavator Doosan Daewoo DX520LC, with a kerb weight of about 50 tons. For its transport was utilised the MAN TGA 41.660 8x4 of the company Westdiik, with a 5 axles Nooteboom semitrailer.

7. Mercedes Actros 2650 S 6x4 of Van Der Vlist, with the tracked screen E7 of Extec, loaded on a 5 axles Nooteboom semitrailer.

8. the Belgian company G.Belin has gone to load the dumper HD605 (715 hp, kerb weight 47 tons, GVW 110 tons, length 9355mm, width 4595 mm, height 4550 mm) of Komatsu with this Mercedes Actros SLT 4154 8x4 coupled to a 3 axles Nooteboom semitrailer.

9. Mercedes Actros SLT 4153 8x4 of Van Der Vlist with a 2+4 axles semitrailer of Scheuerle.

10. Scania R164 G 580 6x4 of the italian company ITE loaded with the dumper DPT 306-2 of Perlini.

11. Scania P124 G 400 8x4 of Van der Vlist with Nooteboom semitrailer, used for the transport of an articulated dumper made by the South-African company Bell.

12. One of the two Scania R 164 G580 8x4 of Brame, with a 2+4 axles Nooteboom semitrailer loaded with the tracked excavator Liebherr 954, a machine with an operating weight of 50 tons.

13. Thanks to a commercial accord with Renault, Sisu was able to sell in France more than a hundred of its vehicles, someone utilised also in the heavy haulage field as this E12 6x4 modified in France with supplementary radiators and used by TLW for the transport of a Spanish piling rig Llamada CKR-120, loaded on a 2+5 axles Nicolas semitrailer.

14. The wheeled excavator Caterpillar 990H have a maximum width more 4 meters and a kerb weight near 80 tons. For its transport the french company Premay used a 610 hp Volvo FH 16 6x4 coupled to a 3+5 axles Nicolas semitrailer.

15. The Spanish company Cepelludu used this 500 hp Volvo FH12 6x4 with 3 axles Nooteboom semitrailer to transport a crusher made by the Austrian firm Hartl.

16. Volvo FH16 610 8x4 coupled to a 4 axles Nooteboom semitrailer, owned by KTL, loaded with a crusher made by Officine Meccaniche of Ponzano Veneto, Italy.

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GOLDHOFER La nuova gamma XLE permette a Goldhofer di estendere ulterior-mente la sua posizione di mercato nella combattuta categoria dei modelli con carico utile da 25 a 110 ton. Questa categoria di carico era stata finora coperta dalla classica combinazione tipo STZ-VL o STZVH/ET. Gli operatori, tuttavia, richiedevano un rimorchio più leggero, compatto e facile da utilizzare. Il nuovo XLE soddisfa proprio questi requisiti. La costruzione compatta, il peso a vuoto estrema-mente contenuto, l’elevato carico per asse, la grande estensibilità cosi come l’ampia zona tra gli assi per il braccio degli escavatori, fa di questo prodotto il pezzo forte di ogni parco veicoli. Grande valore è stato dato all’uso di componenti collaudati come l’ asse oscillante, con un’asse di compensazione di +/– 300 mm durante lo sviluppo. Il carrello a tre assi, la piattaforma per trasporto cingolati e il collo d’oca, sono di nuova concezione e ridotti alla minima lunghezza, in modo da ottenere la maggiore superficie possibile nella combinazione totale. Il collo d’oca compatto ha un nuovo sistema di sterzo a due circuiti che rende questo veicolo estremamente manovrabile e offre una sicurezza extra. Il nuovo tipo di veicolo è disponibile in versione da 2 a 8 assi, inclusi carrelli con piattaforma frontale a 1, 2 o 3 assi. I compatti con carrello posteriore a 2 e 3 assi hanno una larghezza di 2550 o 2750 mm, mentre i carrelli a 4 o 5 assi misurano 2750, 2850 o 3000 mm in larghezza. Il sistema compatto è estremamente facile da riparare e da azionare. Grazie al recesso per l’escavatore che può penetrare con una profondità fino a 950 mm, il braccio dello scavatore può mantenere una posizione profonda nel veicolo. Alcune piattaforme con una capacità di carico di oltre 100 t, ed una piattafor-ma per escavatore di nuova concezione con un’estensione estrema-mente lunga ed un peso contenuto, sono disponibili per provvedere ad un trasporto economico e flessibile di una vasta serie di carichi. Questo sistema di estensioni che è offerto solo da Goldhofer, permet-te al trasportatore di ottenere una combinazione corta in lunghezza, quando circola scarico, e una piattaforma di carico estremamente lunga quando necessario. 1) XLE in versione a 8 assi, utilizzato per trasportare un crusher, con peso di circa 75 tonnellate e lunghezza di 18 metri. 2) Vista della profonda rientranza per il braccio dello scavatore. 3) XLE versione a 5 assi senza il carrello anteriore. 4) Comandi dello sterzo del carrello. 5) XLE versione a 6 assi con carrello anteriore a 2 assi, montato sal- damente al collo d’oca 6) la lunga trave di estensione può essere trasformata in una piattaforma pieghevole con elementi intermedi. Testo e foto by Goldhofer / Text and photos by Goldhofer

GOLDHOFER The new compact system type XLE enables Goldhofer to further extend its market position in the hard-fought vehicle category with payloads ranging from 25 to 110 tons. This payload-category has been covered by the classical combination system type STZ-VL or STZ-VH/ET so far. The users, however, required a lighter, more compact and easier to operate vehicle system. The new XLE type will now meet this requirement. The compact construction, the extremely low deadweight, the high axle load, the extreme extensibility as well as the deep and wide excavator recess in the bogie make this system the highlight of each vehicle fleet. Great value was set on the use of proven components like pendular axles with an axle compensation of +/-300 mm during the development. Bogies, crawler deck and gooseneck are newly conceived and trimmed to shortest length in order to obtain the largest possible loading surface in the total combination. The compact gooseneck has a new 2-circuit steering system making this vehicle extremely manoeuvrable and offering extra security. The new vehicle type is available in a 2-axle to 8-axle version, including one-axle, two-axle or three-axle platform bogies at the front. The compact two-axle and three-axle rear bogies have a vehicle width of 2.550 or 2.750 mm, whereas the four-axle and five-axle bogies measure 2.750, 2.850 or 3.000 mm in width. The compact system is extremely easy to service and to operate. Due to the through excavator recess with a width of up to 950 mm, the excavator boom can take a deep position on the vehicle. Various decks having a payload capacity of over 100 tons, as well as a newly conceived excavator deck with extreme extension lengths, in conjunction with low dead weights and construction heights are available to provide economical and flexible transportation of a variety of loads. This extension system which is only offered by Goldhofer enables the carrier to obtain a short combination length while driving empty and an extremely long loading deck if needed.

Picture 01: XLE in an 8-axle version used to transport a crusher, with about 75 tons in weight and 18 m in width Picture 02: View into the deep excavator recess Picture 03: XLE in a five-axle version, without front bogie Picture 04: Steering rods in the bogie Picture 05: XLE in a 6-axle version with two-axle bogie, fixedly mounted to the gooseneck. Picture 06: The long extension beam can be converted into a drop deck through intermediate elements.

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© Marta Trasporti

© Roberto Pellegrino © Roberto Pellegrino

NICOLAS In occasion of Transpotec which took place in Milan in April 2006 it had shown in its stand the light-duty modular trailers of the series MDEL (1), and the super heavy duty modular trailers of the series MHD (2). The series MDEL, multifunctional in all sectors of heavy transports, was present with a two axles modul. The particularity of this series, equipped with compass suspensions and single tyres, is the opportunity to have it in two configuration: compact, with wheelbase of 1400 mm, or wide, with wheelbase of 1550 mm. In both versions the production of the chassis is optimised to have the maximum resistance with the minimum weight. Thanks to the suspensions steering angle, that reaches 60°, the various configurations obtainable from the different modules of the range MDEL can avail itself of a great agility also on tortuous ground, rotatories and crossroad. The chassis has been projected to allow a technical weight of 22 t for axle; the typology of the steering also allows to have a minimum load height from the ground of only 875 mm. The MDEL series allow to answer to all the exigencies of exceptional transport in an economical and profitable way. The modules that composed this range are available in configurations with 2-3-4-5-6 axles lines and can be completed with all the optional equipments of Nicolas modular program. The MDEL can be used as semi trailer or trailer, with intermediary decks of narrow type, at open wide, with extendible beams in fixed length or telescopic. The MDEL series is also supported, for Italian market, by the MDI modular series (3), especially projected for exceptional transports with width reduced to 2.540 mm and available in many configurations. To point out also the arrival in Italy of the first Nicolas self propelled modular trailer, sold to Foppiani in Milan (photo n. 4, with a load of 260 t on a MDE trailer with 16 axles, including a 6 axles motorised module).


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DAF

As anticipated at the moment of the presentation of the new range XF105, at the end of 2006 started the pro-duction of the heavy haulage tractor FTM XF105. It’s available exclusively with long wheelbase (2780+1320+ 1400), with a single tired axle with pneumatic suspen-sion in front of the tandem drive. It’s available with “Space Cab” or “Super Space Cab”. The engine is the new Paccar MX300 with three dif-ferent level of power: 300 kW/408 hp, 340 kW/462 hp, 375 kW/510 hp. A more powerful version, with 412 kW/ 560 hp, will be available before the end of 2007. It is equipped with a 7,5 t front axle with mechanical su-spension, 8 t central axle with pneumatic suspension and 2x10,5 t rear tandem with pneumatic suspension. By request it is available with 9 t front axle and 2x13 t tandem drive. all with mechanical suspension. GVW: 34.000 kg with pneumatic suspensions, 41.000 kg with mechanical suspensions. GCW up to 120.000 kg. Empty weight about 10.000 kg.

© Dennis Krueger © Vanguard

IVECO / CFG

Besides the original Strator (see page 3), the Dutch dealer of Iveco has sold another unusual model, this time a real “World Premiere”: during the month of March 2007, the group CFG has delivered the first Iveco Stralis Active Space with 8x4 drive, a special for exceptional transports. It is a a model modified by Iveco Schouten of Almkerk: the original chassis is a Stralis AS260S56TZ/P 6x4, with an original steering and liftable axle Iveco of 8 tons single tired, assembled in front of the rear tandem. Others two Stralis AS 8x4 will be produced in the next months. Homologated for combinations up to 120 tons, it have an empty weight of 11.900 kg and a GVW of 35 tons. The first unity has been delivered to the ETB Heavy Rental of Sittard, in substitution of a 2003 tractor Stralis 6x4 AS260S54T/ZPs.

FELBERMAYR / WIRZIUS

During May 2006, the German company Wirzius, based in Hilden near Düsseldorf, has been taken over by the Austrian specialist Felbermayr. With 60 employees and an annual turnover of more than 20 million Euro, Wirzius was one of the most important German company in the heavy haulage field. Felbermayr of Hilden remains an independent company inside the great Austrian group: also the colours of the vehicles will remain the traditional, yellow gold with a blue band. Felbermayr is one of the greatest world realities in the sector of the heavy haulage and lifting, with 32 sites in 11 different countries and a work force of around 1500 people. With this strategic acquisition, Felbermayr counts to become also a protagonist of the sector in the German market, for a long time one of the more active in the world.

VANGUARD Vanguard is South Africa’s leading provider of heavy lifting and rigging solutions. Based in Johannesburg, the company is active throughout Africa and further a field in Europe and Asia. Vanguard’s success stems from its use of innovative techniques, mechanical and electrical engineers, and continuous investment in modern technology. According to Vanguard Director, Luigi Angelozzi, the company is continually striving to deliver cost-effective, efficient, tailor-made solutions. “Some of our recent investments that have enhanced our heavy lifting and rigging capabilities include strand jacking technology. We invested in four 70t strand jacks with a combined capacity of 280t. While this technique is used to a large degree overseas, it is new to Africa and with its flexibility, compatibility and ease with which it can be transported and established on-site, the potential for this technology is endless. This technique has seen us complete numerous jobs throughout Africa.” The most notable of these jobs was the project completed for the Mufulira Copper Mine in Zambia. This involved the hoisting of a 49m long, 133t cold box for the new oxygen plant as a single unit. To accomplish this, the system’s gantry towers were built up to 62m and Vanguard achieved the highest non-crane assisted lift on the African continent. Another important novelty for Vanguard is the entry in the sector of the ultra heavy haulage: from September 2006 it is equipped with two tractors Mercedes Titan SLT 4160 8x4 and 24 axle lines of Goldhofer modular trailer system, with an on-site capacity of 620 tons. The trailers can be configured into various combinations from the 9m long, 3m wide, 24m long, 4.9m wide options to the 18m long 6.3m wide option.


front of the tandem drive are now available only with long wheelbase. At the end of 2006, the first SLT 8x4 Euro5 was delivered to the Austrian company Felbermayr (14): two Actros 4160 S 8x4 Euro5 with 609 hp V8 engine, for combinations up to 250 tons. In the other photos: Actros 3346 6x6 of the German company Baumann (13), Actros 4860 AS 8x8 of the Chinese company Cosco with Nicolas trailer, Actros 4163 AS prototype built by Titan in 2000 to be used as military tractor for heavy tank transport, purchased by Mammoet in 2006 and used in its branch in UAE (Dubai), nicknamed "the Beast".

SCANIA During 2006 was able to deliver the first unities of its flagship model R620, available as 6x4 and 8x4 (proposed with two front steering axles or with a single tired axle in front of the rear tandem drive). Thanks to its company Laxa, Scania is also able to propose it in five axles version: the first tractor R620 10x4 (19) was delivered during 2006 to the company Karner of Graz (Austria), already owner of an R 164G 580 10x4 (see P&E n.2). Among the many 8x4 delivered in Europe, here the tractor R580 of the French company Lessard (17) and the ana-logous model of the Italian company Veneta Trasporti (18).

VOLVO With the arrival on the market of the new FH16 with 660 hp engine, the Swedish firm confirms its presence in the field of the exceptional, particularly those up to 150 tons of total weight, where also the previous versions of the FH16 got many consents in all the European markets. The 8x4 version is proposed in the solutions with 2 front steering axles or with fourth axle single tired in front of the tandem. Among the most interesting vehicles of 2006, the tractor FH16 610 (21) modified in Denmark as 10x4, used above all by the Dutch company DTM for the transport of its building machines. In Italy the concessionary Nord Diesel sold to the company Campagnolo a tractor FH12 8x4 (20) with 460 hp engine, a 6x4 with 3200+1375 mm wheelbase modified by Austeras with the addition of a fourth axle with single tires in front of the tandem drive.

© www.ditzj.de

© Kenworth © Kenworth

DAF With the arrival of the tractor 8x4 XF95 FTM (1) in its range of heavy vehicles, the Dutch producer was able in short time to find out for it a space in the difficult European market of the exceptional tractors with 4 axles for combinations up to 120 tons, dominated till now by German and Swedish builders. Besides Holland, the tractor FTM 95 was sold also in Belgium, Austria, Germany, Great Britain, Portugal, Czech Republic and Poland. The Belgian firm Van Egdom have received a special version equipped with WSK440 torque converter, approved for combinations up to 250 tons. The same firm, in 2006 has also added to its fleet of heavy haulage tractors a prototype of the tractor XF95.530 6x6 (2) furnished to the Dutch army for the transport of tanks, equipped with automatized gearbox ZF As-Tronic coupled to WSK440 torque converter.

KENWORTH It confirms to be a real “specialist” of heavy haulage tractors with the ranges T800 (3) and C500, both available with various models produced under the specific requirements of the customers. From June 2006 the heavy tractors of the range T800 High Hood can also be equipped with Caterpillar C15 600 and 625 hp engine. Besides, the models of the range T800s Wide Hood from 2006 are available with the cabs “Extended Day Cab” and “AeroCab” (4), this last available in various versions with lengths from 38 to 86 inch (da 965 a 2184 mm).

IVECO The Sivi range, based on the Stralis AS (in 4x2/6x2/6x4 version) and the Trakker AD/AT (in version 4x4/6x4/6x6/8x4/8x6/8x8), during 2006 gave great commercial satisfactions to the Italian group, also if very few models have been exported: among these, two Trakker 540 8x6 (7) sold in Spain. And exactly the tractors 8x6 seems to have become a specialtiy for Sivi: and, by now, are already ten the Trakkers produced in this configuration, among which three for Runco of Rende (in the photo 8, coupled to a Nicolas 16 axles modular trailer loaded with an industrial engine of 280 tons).

MAN The year 2006 have confirmed the German firm as the producer number one in the field of the tractors for heavy haulage. In October, when the Euro4 rules went into force, the production of the TGA 8x4 with 660 hp engine was stopped, after more than 100 unities has gone out of the ex-OAF works in Austria. It will be replaced during 2007 by the TGA 41.680. Besides different 8x4 sold in Europe during 2006, among which the 41.660 of the Westfracht of Essen (9) and the 45.660 of Fagioli (10, the only TGA 660 hp sold in Italy), also some TGA 8x8 (11, in the photo the one used in Scotland by the firm Bill Livingston, company owned by the Danish group Give) and the first tractor TGA with 5 axles sold in Holland, the 45.530 10x4 of Boer (12), locally modified.

MERCEDES Also for the range Actros SLT, produced by Titan in Backnang, the entry into forces of the Euro4 rules has brought some changes. Besides naturally the availa-bility of the new engines BlueTec, all Euro5, the 8x4 with a single tired axle placed in front

28 Nr. 7 Pesanti & Eccezion ali

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© Dennis Krueger © Roberto Pellegrino © Eugenio Morganti

© Dennis Krueger © Wilfred Brouwer © Brian Edgar

© Mammoet © Cosco

© Felbermayr

© Scania France

© Iveco Espana

© Laxa SV


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ALBACOR SHIPPING

Nel maggio del 2006 un trasformatore da 260 t è stato trasportato su una chiatta da New Orleans fino al Porto di Catoosa (ca. 1000 km più a nord, nelle vicinanze di Tulsa, Oklahoma), scaricato dalla imbarcazione con un rimorchio modulare (2-3), ricaricato su un rimorchio “Dual Lane” (1) per il trasporto su strada fino a Oologah (circa 50 km più a nord), sede del sito di destinazione. Qui è stato nuovamente caricato sul rimorchio modulare e portato all’interno del sito per l’installazione. Un trasporto particolar-mente impegnativo, studiato e realizzato dalla Albacor Shipping, la quale per il trasporto via terra ha utilizzato la società H.Brown di Eunice e per quello via fiume la Canal Barge di New Orleans. Questi i veicoli utilizzati per il trasporto su gomma: � Kenworth C500 6x4 (2) del 2005 a telaio doppio, con motore Cat C16

da 600 CV, cambio automatico Allison M6610A e tandem posteriore Sisu da 32 t a riduzione planetaria;

� Kenworth C540 6x4 (3) del 2000, con triplo telaio, motore Cat 3408 da 450 CV, cambio automatico Allison HT750DRD e tandem posteriore Rockwell SPRC4806 da 54 t con riduzione planetaria e rapporto 22.53;

� Rimorchio modulare Goldhofer THP a 16 linee d’assi; � Rimorchio “dual-lane transporter” della Trail-King a 20 assi.

ALBACOR SHIPPING

During may 2006, a 575.000 lbs (260 tons) transformer was moved from New Orleans by barge to Port of Catoosa (about 1000 km north, near Tulsa, Oklahoma), discharged off barge by platform trailer (2-3), transloaded to Dual Lane Transport System (1) for the road transport to Oologah, OK (50 km north) jobsite, transloaded back to Platform Trailer, moved into site and set on foundation. A particular job for which Albacor Shipping had the complete Project Management. The trucking company hired for the job was H.Brown Rigging of Eunice and Canal Barge of New Orleans supplied the barge and tug. The complete project was handled and managed by Albacor Shipping. These the vehicles supplied by H.Brown: � Kenworth C500 6x4 (2) of 2005 with double frame, Cat C16 600 HP engine, Allison M6610A transmission

and Sisu 32 t (70,000 lb.) planetary rear-ends; � Kenworth C540 6x4 (3) of 2000, with triple frame, Cat 3408 450 HP engine, an Allison HT750DRD trans-

mission and Rockwell 54 t (120,000 lb.) SPRC4806 planetary rear-ends with a 22.53 ratio; � 16 lines Goldhofer THP modular trailer; � Trail King 20 axles lines “dual-lane transporter”.

Photos and technical informations by Albacor Shippi ng (by H.Brown for the vehicles)


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HEAVY HAULAGE TRACTORS IN NORTH AMERICA

1. Between the more typical vehicles for exceptional transports in America, above all during the sixties and seventies, there was surely the enormous dumper 6x4 modified as tractor or ballasted tractor. The company F.W.Hake, great specialist of the nuclear transport, managed to modify two huge dumper Euclid 6x4 as tractors 8x4, with an additional front steering axle. In the photo, one of the two Euclid 8x4 towing a 12 axles Scheuerle 300 tons modular trailer loaded with a steam generator.

2. Rigging International is still the owner of two Cline prime movers, both modified from dumpers. In the photo a 250 6x4, with Goldhofer modular trailer.

3. During 1976, in its Canadian works, Mack started the production of a short series of the 6x4 tractor CL350ST, a model specially engineered for the logging transport. The Canadian company Apex used for many years one of these tractors. In the photo is coupled to an impressive 300 tons Aspen trailer, with 128 tires on 16 axles lines.

4. Autocar stopped to exist as truck-maker in 1988: later on, WhiteGmc called Autocar its range of construction vehicles. Some of these Autocar ACL/ACM were also employed in heavy haulage, but in 1991 this special ACL64 was produced by request of the company "Mack Trailer" of New York.

5. It is considered the greatest tractor for heavy haulage ever produced: it is the Hendrickson 360, a 6x6 produced in 1970 in only two units. From 1999 it is owned by Lampson of Kennewick (WA). The original engine was a Cummins 12 cylinders with 700 hp: the empty weight was about 50 tons, with a GVW (based on the axle capacity) of 160 tons !

6. Higgins of Buffalo (NY) was famous as owner of the only two 8x4 tractors expressly made by Hendrickson for heavy haulage. The first one, nicknamed "Big Henry", was built in 1964. The second, in the photo, was produced at the end of seventies and, for the “smaller” dimensions, was nicknamed "Little Henry". At the closure of Higgins, in 2002 this last was bought by an heavy haulage firm in Pennsylvania.

7. Intermountain of Salt Lake City (UT) is still the owner of a Peterbilt 387, a real heavy duty 6x4 engineered for the most difficult task, produced from 1975 up to 1982 in about 150 units. Many 387 were employed in heavy haulage: in the photo, this 387 is coupled to a Trail King trailer, with 128 tires on 16 axles lines.

8. In 1972, one of the largest Canadian company, the Irving group, gave life to one of few constructors of heavy vehicles in Canada: Scot. In almost nine years of activity, with about 1100 heavy vehicles produced, Scot made also some units of its model A1HD 6x4 specially engineered to be used as heavy haulage ballasted tractor for Irving Equipment, another firm of the Irving group.

9. Western Star in 1999 built two special tractors for the Canadian company RTL Robinson Enterprises, based in Yellowknife, in the “Northwest Territories”. Main feature was the unusual solution of a tractor with five axles, two front steering and a rear tridem with twin tires on all axles. The engine was a 425 hp Caterpillar: the empty weight of the tractor was approximately 18.500 kg. Both tractors are mainly used for heavy hauling and ploughing on ice roads.

10. From ever Mack is a very important producer in the field of the exceptional transports. In 1970 it produced its larger vehicle, the tractor M 100SX, an enormous 6x4 with a width of almost 4 m, specially engineered for the company Hoffman International of New York. As all the models of M range, it was initially conceived for the use as dumper. It was equipped with a Detroit Diesel 2 stroke engine, with V12 cylinders, displacement of nearly 30 liters and power of 1060 hp. GVW was 115 t, with the possibility of combinations until 1000 tons.

TRATTORI ECCEZIONALI NEL NORD-AMERICA

11. Kenworth C540 6x6 of Irving Equipment, here working coupled to an 8 axle Scheuerle modular trailer, loaded with a section of a Vestas wind tower.

12. Kenworth C500B 6x4 of W.J Casey (NJ) with 8 axle Goldhofer THP/SL modular trailer loaded with a 190 tons transformer. A

13. At the end of nineties, Barnhart bought two ex-military tractors Oshkosh M911 8x6. In both tractors, the original Eaton tandem drive was replaced with a Clark planetary tandem: since then they are the staple of Barnhart fleet, making many jobs also on long distances.

14. “The Big Red Machine”: this is the name of one of the more impressive heavy haulage combinations operating in the United States. From the photo is already possible to realize that we are in front of a combination really unique: a three axles Cline tractor with 635 hp engine, articulated chassis and twin tires on all axles, pro-bably derived from one of its T60 dumpers produced during the sixties, coupled to an original Talbert eight axle trailer with four axle dolly and four large tires on all axles.

15. From 1991 Perkins (MN) is the owner of two Oshkosh M911 6x6, used for its heavy duty transports: the two Oshkosh were originally owned by Bigge of San Leandro. From some months they are on sale.

© Scheuerle © Rigging International

© Aspen Trailers


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Courtesy RTL Robinson Enterprises Ltd

© Intermountain

© Irving Equipment

© Mark Redman

© Goldhofer gmbh

© Volvo USA

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© Irving Equipment

© Barnhart Crane & Rigging

© Hoffman International

© Perkins Specialized Transportation

© W.J.Casey

© Talbert Trailers

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Nel marzo 2004, l’esercito Australiano aveva annunciato l’acquisto di 59 carri armati Abrams M1A1, con entrata in servizio a partire dal 2007. Gli Abrams hanno un peso di 70 tonnellate, lunghezza di 9829 mm, altezza di 2375 mm e larghezza di 3658 mm. Per il loro trasporto, gli International SF2600 6x4 utilizzati finora erano del tutto insufficienti, per cui si rese necessario l’acquisto di nuovi sistemi di trasporto. Nel maggio 2005 alla MAN venne assegnata la gara da 16 milioni di dollari per la fornitura di 14 HTT (Heavy tank transporter, gli autoarticolati per il trasporto di carri armati) alle forze armate Australiane. In data 23 agosto 2006 la MAN ha consegnato i primi 3 HHT, in anticipo di 65 giorni sui tempi previsti e nel pieno rispetto dei budget. Il veicolo oggetto della fornitura è il trattore TGA 41.530 con trazione integrale 8x8, dotato di motore Euro3 da 530 CV, prodotto in Austria e importato in Australia dalla MAN Military Vehicles Australia. E’ destinato a viaggiare con un peso a pieno carico di circa 110 t. La partecipazione alla gara e la fornitura del prodotto finale è avvenuta attraverso due partner fondamentali: la MAN Automotive Imports (MAI) e la Drake Trailers. MAI ha completato i veicoli montando il bull-bar, la ralla, i vari vani per le attrezzature e soprattutto rendendolo idoneo ai vari regolamenti locali. Sarà inoltre responsabile per il contratto di manutenzione dei mezzi e per l’addestramento del personale. Drake Trailers è stata incaricata della costruzione dei 14 semirimorchi a 4 assi, con dolly a 2 assi. Man ha scelto Drake per la sua grande esperienza nei rimorchi speciali in Australia, dove può vantare di avere una quota di circa il 90% nelle vendite. Man e Drake hanno completato la fornitura nei primi mesi del 2007, con un importante anticipo sui tempi concordati.

In March 2004 the Australian Army had announced the acquisition of 59 tanks Abrams M1A1, with start of service in 2007. Abrams have a weight of 70 t , length of 9829 mm, height of 2375 mm and width of 3658 mm. For their transport the International SF 2600 6x4 used till then were totally insufficient, for that reason was necessary to buy new system of transport. In May 2005 to Man was given the tender of 16 million dollars for the supply of 14 HTT (Heavy Tank Transporter, the arti-culated for tanks transport) to the Australian Army. The 23rd August 2006 Man delivered the first three HTT, in advance of 65 days on the fixed date and in full respect of the budget. The vehicle object of the delivery is the tractor TGA 41.530 with integral transmission 8x8 provided with engine Euro3 with 530hp, produced in Austria and imported in Australia by “Man Military Vehicles Australia”. The weight of the combination at maximum load of the new HTT will reach 110 t. The participation to the tender and the furnishing of the final product was made towards two basic partners: Man Automotive Imports (MAI) and Drake Trailer. MAI has completed the vehicle mounting the bulbar, the fifth wheel, the various trunks for the equipment and, above all, making it in rule with the different local regulations. It will be also re-sponsible for the maintenance contract of the vehicles and for the training of the staff. Drake Trailer has been entrusted with the production of 14 semi trailers with four axles and two axles dolly. Man had chosen Drake for its great experience in special trailers. In Australia it get the 90% of the special trailer market. Drake will finish the trailers supply at the beginning of 2007, in advance on the terms. Photos and technical informations by MAN Nutzfahrzeuge

L’ECCEZIONALE DEL TRIMESTREL’ECCEZIONALE DEL TRIMESTREL’ECCEZIONALE DEL TRIMESTREL’ECCEZIONALE DEL TRIMESTRE

THE EXCEPTIONAL OF THE QUARTERTHE EXCEPTIONAL OF THE QUARTERTHE EXCEPTIONAL OF THE QUARTERTHE EXCEPTIONAL OF THE QUARTER

34 Nr. 7 Pesant i & Eccezionali

In 1971 Hino introduced a totally new version of its heavy tractor HE, produced since the beginning of sixties. Projected both for internal market and for the great exportation, it was equipped with the same cab shown in 1970 for the vehicles of the medium range KB. Because of the larger dimensions of the engine, the cab was mounted on a higher position, with a very particular look produced by the short frontal overhang and by the larger width at the mudguards height (2490 mm) compared to the cab width (2140 mm at windscreen height). The HE series was available only as tractor: in Japan and other Asiatic countries was available with Hino engines from 235 to 415 hp (a real record for that time). It was produ-ced in two basic versions: HE 445 (with 270 hp EF100 V8 aspirated engine) and HE 435 (with 235 hp ED100 six cylinders in line engine). For models with right hand drive the code names were HE 345E and HE 335E. The HE remained in production up to 1982: in 1980 it was renewed with a longer front overhang now at 1270 mm and a cab completely renewed inside. The renewed HE was availa-ble also with 260 hp EK 100 engine. From 1971 to 1982, the HE was produced, in the various versions, in almost 12.000 units, of which near 4.000 sold in Japan. It was also sold in different countries of Central and South America, in Mediterranean Africa (particularly in Algeria with almost 5.000 units), in all the Eastern Asia and in many European countries such as France, Portugal, Greece and Ireland. This last was its best European market with 1833 units sold.

Heavy tractor 4x2 (71-82 J) HINO HE 445 TYPE OF BODY: . . . . . . . . . .Tractor/L DRIVER’S CAB: . . .Forward Control/R/L/3/S AXLES:n.2/1 /1s - TIRES:2/4 – 11.00-20 14/D ENGINE: Type. . . . . . . . . . . . . . HINO EF100 N°/Cyl.arrang./Cooling system . . . .8/V/A Position/Bore/Stroke. . . . . . .A/130/130 Displacem./Cycle/Compress . 13804/4DD/16,4 Max.power . . . . . kW 199(270)2400 rpm DA Max.torque. . . . . Nm 872 (89) 1400 rpm DIMENSIONS AND WEIGHTS: Lenght/Width. . . . . . . . .mm 5320/2490 Height min/max. . . . . . . .mm 270/2980 Turning circle/BBC. . . . . .m 15,2/1950 F.overhang/R.overhang . . . .mm 920/950 Wheelbase . . . . . . . . . .mm 3450 Front track/Rear track. . . .mm 1985/1840 Gross Vehicle Weight. . . . .kg 19000 Guaranteed front axle weight kg 6000 Guaranteed tandem weight. . .kg 13000 Kerb weight . . . . . . . . .kg 6275 Payload . . . . . . . . . . .kg 12725 Gross Combination Weight. . .kg 40000 CLUTCH. . . . . . . . . . . . . .HINO/1S/I GEARBOX . . . . . . . . . . . .HINO/M/10+2 DRIVEN AXLES. . . . . . . . . . HINO/DR/nd SUSPENSION FRONT/REAR . . . . . . . BLA/BL BRAKES: . . . . . . . . .FS2T/STT/SOM/4956 FUEL TANK CAPACITY IN LITRES: . . . . .300

1. Nel 1980 i trattori HE vennero modificati con lo spostamento in avanti della cabina di guida, portando lo sbalzo anteriore da 920 mm a 1.270 mm.

2. L’interno degli HE introdotti nel 1971.

3. L’interno degli HE modificati a partire dal 1980.

4. Il trattore HE nella versione del 1971, con lo sbalzo anteriore molto ridotto. Da notare le protezioni ai lati del trattore tra i due assi, da molti anni obbligatorie in Giappone.

5. HE è stata una sigla usata per molti anni da Hino, anche per trattori a cabina arretrata. Nella foto il trattore HE 300 prodotto fino al 1970.

6. Per alcuni anni a fianco dei trattori HE 435/445 è esistito anche il meno noto HE 301 , con la stessa cabina dei medio pesanti KB

Tutte le foto in questa pagina provengono da Hino Motors.

1. During 1980 the HE has been modified with the forward movement of the cab, carrying the front overhang from 920 mm to 1.270 mm

2. The interior of the HE introduced in 1971.

3. The interior of the HE modified from 1980.

4. The HE tractor in the 1971 version, with the short front over-hang. To note the protections between the two axles, from many years obligatory in Japan.

5. HE has been a name used for many years by Hino, also for bonneted tractors. Here the HE300, produced up to 1970.

6. For some years with the HE 435/445 was produced also the less famous HE 301, with the same cab of medium KB.

All the photos in this page came from Hino Motors.

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Early in 1976, the U.S. Army launched a bid for the supply of a tank transporter tractor to support the M746 8x8, produced in the 1975 by Ward LaFrance, which proved to be expensive to maintain and operate: between a detailed set of requirements, it had to operate at 69 km/h with a GCW of 86.183 kg, to start and operate with the same weight on a 20% grade, to operate with temperatures from +52 to -32 degrees and in particular to be derived from a model in production for at least one year. In September 1976 Oshkosh was the successful bidder with a tractor based on its construction truck F2365 6x6, designated M911 by the US Army. One of the main features of the M911 was the original solution of a Rockwell single tired air suspended pusher axle placed in front of the tandem drive, which can be raised when not required: when lowered it decreases the fifth wheel load on the tandem drive to 22.680 kg. For the U.S. Army it was produced, between 1976 and 1981, in 774 units: an option for a further 445 units was not exercised. Two units were also produced for U.S. Air Force in 1985. A further 895 units were produced, all without the pusher axle, for the Army of Thailand, Taiwan, Morocco, Saudi Arabia, Greece and Oman. Various M911 found a second life as tractors for exceptional transports, not only in the USA but also in South America, Middle East and Far East. In 1990 Oshkosh was awarded by U.S. Army also for the successor of the M911, the powerful M1070 8x8 with 500 hp engine and GCW of 104.961 kg.

Heavy tractor 8x6 (76-92 USA) OSHKOSH M-911 TYPE OF BODY: . . . . . . . . . .Tractor/L DRIVER’S CAB: . . . Normal Control/F/C/3/S AXLES:n.4/3 /1s-TIRES:2 /2+4+4 –14.00x24 18/D ENGINE: Type. . . . . . . DETROIT DIESEL 8V-92T-90 N°/Cyl.arrang./Cooling system . . . .8/V/A Position/Bore/Stroke. . . . . . .A/123/127 Displacem./Cycle/Compress . . 12060/2DD/nd Max.power . . . . . Kw 321(430)2100 rpm ST Max.torque. . . . . Nm 1658 (169) 1400 rpm DIMENSIONS AND WEIGHTS: Lenght/Width. . . . . . . . .mm 9144/2885 Height min/max. . . . . . . .mm 406/3175 Turning circle/BBC. . . . . .m 26,3/3404 F.overhang/R.overhang . . . .mm 1626/787 Wheelbase . . . . . . . . . .mm 5207+1524 Front track/Rear track. . . .mm nd/ nd Gross Vehicle Weight. . . . .kg 48000 Guaranteed front axle weight kg 10433 Guaranteed rear axles weight.kg 9072+29484 Kerb weight . . . . . . . . .kg 13573 Payload . . . . . . . . . . .kg 20865 Gross Combination Weight. . .kg 86183 CLUTCH. . . . . . . . . . ALLISON TC499/CC GEARBOX . . . . . . ALLISON CLBT-750/A/5+1 DRIVEN AXLES. . . . EATON DPRP650/DRP/6.21 SUSPENSION FRONT/REAR . . . . . . .BLA/BLB BRAKES: . . . . . . . . . FS2T/STP/SOR/nd FUEL TANK CAPACITY IN LITRES: . . . . .568

1. M911, without the pusher axle. Behind the cab is possible to see the two Braden winches, useful for the load of tanks on the semi-trailer.

2. Two M911 6x6 used by Perkins of Farmington (MN) as heavy prime movers from 1991 to 2006.

3. M911 in its traditional work, as main battle tank transporter

4. Interior of the cab, with the characteristic reverse sloping screen.

5. A 1978 M911 on sale in USA as tanker.

1. M911, senza l’asse sollevabile. Si notano i due verricelli Braden dietro la cabina, utili per caricare i carri armati sul semi-rimorchio.

2. Due M911 6x6 utilizzati dalla Perkins di Farmington (MN) come trattori per trasporti eccezionali dal 1991 al 2006.

3. M911 nella sua abituale condizione d’uso, come trattore per trasporto carri armati.

4. Interno della cabina, con il caratteristico parabrezza inclinato in verso l’interno.

5. Tra i molti M911 tuttora disponibili tra gli specialisti dell’usato, uno nella inusuale versione cisterna.

© Oshkosh © Oshkosh

© Perkins Specialized Transportation

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In 1970, the 59 per cent of all Scania produced were still bonneted models, against only 41 per cent of forward cab. After the debut of the 140 range with forward cab in 1969, during 1972 the powerful 8 cylinder engine arrived also in a totally new range of bonneted trucks. Due to the different engine dimensions, Scania discarded the use of the 110 bonneted cab (a design in production from 1958, with only detail changes in 1966) and projected for the 140 a new all-steel cab based on the LB80/86 design, with the bonnet made of glass fibre-reinforced plastic, tilting forward of 70 degrees, able to provide a good accessibility at the engine for any type of maintenance. The standard engine for the L/LS 140 was the aspirated D14 with 275 hp but almost all the units were produced with the DS14 engine, turbocharged with 350 hp. A single reduction hypoid rear axle was the standard specification, but hub reduction units could be delivered as optional equipment. Only two were the basic model offered: L 140 4x2 and LS 140 6x2 with liftable twin tired third axle, both available as rigid truck or tractor. The 6x4 version arrived only in 1975, named LT145 and specially projected for use in heavy duty works. In 1975 the range of 140/145 bonneted was produced in more than 500 units. The bonneted 140 range was produced up to 1976, when it was replaced by the 141, different almost exclusively in the mechanic side. The L 140 tractor was sold not only in Sweden but also in Denmark, Norway and Finland. A few units were also sold in Holland, Belgium and France. The 140 bonneted range was produced in Sweden and also in Holland.

Heavy trac tor 4x2 (72 -76 S/NL) SCANIA L 140 S/38 TYPE OF BODY: . . . . . . . . . .Tractor/L DRIVER’S CAB: . . . Normal Control/F/C/3/S AXLES: n.2/1 /1s - TIRES:2 /4 – 11.00R20/D ENGINE: Type. . . . . . . . . . . . . SCANIA DS-14 N°/Cyl.arrang./Cooling system . . . .8/V/A Position/Bore/Stroke. . . . . . .A/127/140 Displacem./Cycle/Compress . . 14200/4DD/15 Max.power . . . . . Kw 258(350)2300 rpm DT Max.torque. . . . . Nm 1246 (127) 1500 rpm DIMENSIONS AND WEIGHTS: Lenght/Width. . . . . . . . .mm 6195/2450 Height min/max. . . . . . . .mm 260/2980 Turning circle/BBC. . . . . .m nd/2945 F.overhang/R.overhang . . . .mm 1345/1050 Wheelbase . . . . . . . . . .mm 3800 Front track/Rear track. . . .mm 2047/1800 Gross Vehicle Weight. . . . .kg 19500 Guaranteed front axle weight kg 6500 Guaranteed rear axle weight .kg 13000 Kerb weight . . . . . . . . .kg 6635 Load on fifth wheel . . . . .kg 12865 Gross Combination Weight. . .kg 48000 CLUTCH. . . . . . . . . . . . . . . . 1S/M GEARBOX . . . . . . . .SCANIA GR860/M/10+2 DRIVEN AXLES. . . . . . . .SCANIA/SRI/4,71 SUSPENSION FRONT/REAR . . . . . . . .BL/BL BRAKES: . . . . . . . . . FS2T/STPM/nd/nd FUEL TANK CAPACITY IN LITRES: . . . . .300

1. In versione autocarro lo Scania L 140 veniva proposto con passi di 3800, 4200, 4600 e 5400 mm. Oltre che sul mercato svedese e gli altri della regione scandinava, venne proposto anche nei mercati di Svizzera, Belgio e Olanda. Nella foto uno dei rari L 140 venduti in Svizzera, con i tipici cerchi trilex.

2. Lo Scania 140 con cabina arretrata ottenne maggiore diffusione nella versione 6x2 denominata LS 140, con terzo asse gemellato sollevabile, una soluzione da sempre molto diffusa nei mercati scandinavi.

3. All’interno la cabina era praticamente la stessa del medio pesante LB80

1. As rigid, the Scania L 140 was produced with wheelbases of 3800, 4200, 4600 and 5400 mm. Apart Sweden and the others Scandinavian countries, it was available also in the markets of Switzerland, Belgium and Holland. In the photo, a rare L 140 sold in Switzerland, with the typical trilex wheels.

2. The Scania 140 with normal control cab was more diffused in the 6x2 version named LS 140, with a liftable twin-tired third axle, from ever a solution well diffused in Scandinavian countries.

3. The interior of the cab was practically the same of LB 80/85.

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