pesanti & eccezionali · oshkosh, besides the two new models expo-sed at eurosatory (p.15),...

Nel 1987 la O&K, costruttore tedesco di macchine per cantiere, acquistò la Faun e poco dopo la gamma HZ, in produzione dal 1974, venne riorganizzata e divisa in quattro linee base: Herkules e Koloss per i veicoli a 3 assi, Goliath e Gigant per i veicoli a 4 assi. Come per tutti i Faun , dal 1974 la cabina era prodotta dalla Magirus ed era disponibile in versione corta. Su richiesta era disponibile una cabina doppia, con 3 o 4 portiere. Mentre i Gigant non videro mai la luce, 3 Goliath 8x8 vennero prodotti tra il 1988 e il 1989 per la britannica GEC (General Electric Co., specializzata nella produzione e manutenzione di trasformatori). Vennero prodotti in base alle richieste del cliente, con motore Cummins e cambio automatico Allison. I ponti erano tutti di produzione MAN. I 3 Goliath vennero prodotti nella versione trattore zavorrato, con gancio di traino sia anteriore che posteriore. Del Goliath era prevista anche una versione RT Goliath è la denominazione che acquisirono nel 1982 i modelli a 4 assi della Faun, acquistata proprio in quell’anno dalla tedesca O&K. Solo tre furono le unità prodotte, tra il 1988 e il 1989, tutte per la società britannica GEC (General Electric Company), costruttore specializzato soprattutto nella costruzione e manutenzione di grandi trasformatori che li diede in gestione alla ALE nata nel 1988 dopo la fine di Wynns, Sunters e Wrekin, fino ad allora i fornitori dei trasporti per GEC. Su richiesta del cliente i tre Goliath 8x8 vennero prodotti con la meccanica collaudata sugli Scammell Contractor, con motore Cummins e cambio automatico Allison. Il Goliath ricalca sia esteticamente che tecnicamente i modelli della gamma HZ introdotta nel 1974: la cabina è della Magirus, qui nella versione a 4 porte. Nel 1990 la Faun venne acquistata dalla giapponese Tadano che chiuse la produzione

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PPEESSAANNTTII && EECCCCEEZZIIOONNAALLII � New models 2008 & 2009 � Eurosatory 2008 � AITE 2009 Truck Rally � The Leaders: MOL-BREC TB 800 � New Nicolas products for Rotran � The firsts Trakker 8x8 by Astra Sivi � 6 pages for the “Trucks in the World” collection �

HHEEAAVVYY && EEXXCCEEPPTTIIOONNAALL LLOOUURRDDSS && EEXXCCEEPPTTIIOONNNNEELLSS SSCCHHWWEERREE && SSCCHHWWEERRLLAASSTT PPEESSAADDOOSS yy EESSPPEECCIIAALLEESS

From the authors Beppe Salussoglia & Pasquale Caccavale (alias Pascal Vayl), two great books about the history of commercial vehicles in Italy, on sale in the specialist bookshop:

Macchina e Rimorchio 144 pages, 29x27 cm, more than 200 b&w and colour, text in italian Edited by Gribaudo (www.edizionigribaudo.it), Price 25 euro

Profumo di Nafta 142 pages, 29x26 cm, 214 photos on colours and b&w, text in italian Edited by Gribaudo (www.edizionigribaudo.it), Price 25 euro

For informations please contact Beppe Salussoglia at the e-mail : [email protected]

Nr. 10 Pesanti & Eccezionali 1

PESANTI & ECCEZIONALI - N° 10 – 03/2010 Via De Regnier 5 – 35128 Padova - Italia Editor: Alberto Milano (phone 00390498020565 – portable 00393933715270) web-site: www.pesanti.it e-mail: [email protected]

READER’S PHOTOS

Giuliano Rubini ([email protected] ) is a young enthusiast about indu-strial vehicles: he sent us the photo about an extraordinary vehicle seen in 2009! It is a rare Camb BF 300/5, a truck conceived expressly for the transport of construction vehicles, produced from 1968 till mid-seventy. The engine was the 177 hp Fiat used on the 690: later it was available also with the 225 hp of the Fiat 691. Beyond that with the original Camb cab of the photo, it was produ ced also with the Fiat cab introduced in 1970, in short version.

Carlos Miguelez ([email protected]) is a Spanish reader that proposed us another very interesting vehicle! It is a Mercedes Actros 4151 8x6, probably a construction vehicle modified later as heavy haulage tractor. From some years is employed by the Spanish company Artetxe, here coupled to a Goldhofer 2+4 axles semi-trailer.

Welcome back in “Pesanti & Eccezionali”.

We regret to use once again this section to tell you that we are sorry for not having maintained the outgoing we had foreseen. Unfortunately, due to two events particularly unlucky, we have been forced to suspend the activities for the preparation of this edition some weeks after the publication of the previous number. Great part of the articles are those prepared for previous year edition: we have chosen to leave them inside although a long time has passed, hoping you will find them equally interesting. Besides the cancellation of the numbers planned for 2009, with this num-ber we are maintaining the promise about the insertion of new fixed features, that yielded to an increase of four pages in the magazine. Other improvements are under consideration, like a greater space to dedicate to photos and information about vehi-cles in production forty years ago, sections for having news of the existing vehicles in the other continents, and other too. As pre-viously promised, from this number there will be the return of the pages dedicated to the history of the makers no more in activity and the historical vehicles of heavy haulage. Hoping that this year there will be no more misfortunes, we wish our readers to enjoy the new number.

Alberto Milano, Editor

IVECO, than in 2009 celebrated 40 years of produc-tion in Argentina (from 1969 to 1982 with the Fiat brand), in December 2008 launched a new range of middle-heavy produced in the Argentina plants of Cordoba and the Brazilians of Sete Lagoas. Called Tector, the new range (derived from the new Euro-cargo introduced in Italy in May 2008) proposes 4 basic models: - truck 4x2 170E25 (1) gvw 17 t gcw 33 t - truck 6x2 240E25 (2) gvw 24.6 t gcw 33 t - truck 6x4 260E25 (3) gvw 27.6 t gcw 42 t - tractor 4x2 170E25T (4) gvw 17 t gcw 33 t

All models are equipped with Tector engine, born from the collaboration between Iveco and Cummins, whose popularity in South America caused the deci-sion to give the name Tector to the new range. The engine is a 6 cylinder with 5880 cc, 250 hp (186 kW) and 950 Nm. The gearbox is a manual Eaton 6 spe-ed: the 6x2 is also proposed in a special version with ZF 9 speed gearbox. The 6x4 is produced with Eaton 10 speed gearbox. For all the models, front axle Iveco from 7100 kg and Meritor rear axles with double reduction for 4x2 and 6x2, simple for the 6x4. The Tector are available with day cab (bbc 1610 mm) or sleeper cab (bbc 2190 mm), except the 6x4 only proposed with short cab. The Eurocargo range, that in South America still mounts the original cab of 1991, is still in production with the addition of a new version 6x4.

SIH is the acronym of the joint-venture Italian Chi-nese “Saic-Iveco Hongyan Commercial Vehicle” signed in 2006 for the production of heavy trucks in China. First fruit of this union is the “Genlyon”, introduced at Beijing in March 2009, a vehicle with a cab derived from that of the Iveco Stralis Active Space equipped with an new version of the Cursor engine. Produced in the SIH plant of Chongqing, in the heart of China, the Genlyon (5) is proposed as one of the most modern vehicles available on the Chinese market: the engine is the Cursor 9, produced in China, this too at its world-wide de-but, with 6 cylinders and a displacement of 9 liters available in four versions, with power from 270 to 400 hp, equipped with common-rail of last genera-tion. It is planned as Euro 3 but also for a possible evolution to Euro 4 and 5. It is accredited for com-binations till 49 t, with front axle from 7 t and rear tandem from 26 t.

IVECO After the official debut at the Transpotec of Milan in October 2007 (6), at the end of 2008 began the production of the Stralis in version 8x2, proposed with the three cab AD-AT-AS and available with the engines Cursor 10 and 13, with power from 420 to 500 hp. Till now the Italian market knew the Stralis 8x2 only thanks to the transformations, proposed above all from the company Austeras and ST. The Stralis 8x2 is produced in the plants Iveco Astra of Piacenza.

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CNHTC (China National Heavy Truck Co., known abroad also as Sinotruck) is the first constructor of heavy vehicles in China, with five different range of heavy trucks in production in 2009. From October 2004 it produces the Howo series, fruit of the agreement with the Sweden firm Volvo, of which it has inherited the cab of the FL series. In February 2009 it has been introduced the new range Howo A7 (1), with a cab derived from that of Volvo FH, totally modified in the frontal area. The engines are 6 cylinders of Steyr origin, with output from 270 to 460 hp: the gearbox is automatic, developed in collabo-ration with Wabco.

INTERNATIONAL in October 2008 has introduced a modernized version of the 9800i with forward cab, destined exclusively to some export markets, in particular South Africa and New Zealand. The high-roof cab (2) is standard, with the flat roof version available on request. Beyond that in the version 6x4, both truck and tractor, it is proposed also as 8x4 truck with double front steering axle. In New Zealand it is available also as 8x4 tractor. From the second half of the 2008 International has opened its own subsidiary in South Africa for the assembly of the models of range 7600 and 9800.

MERCEDES-BENZ during 2008 renewed its heavy range Actros, produced since 1996 in more than 550.000 units. In January was introduced the third generation (3), with 37 modifications in order to perfect profit, comfort and design. The cab has been renewed in the frontal, with the new two elements calender (three for the Megaspa-ce cab). Renewed also the interior (4), with three various degrees of preparation. The range of BlueTec Euro5 engines foresees ratings from 320 to 476 hp for the V6, from 510 to 598 hp for the V8. For the road tractors, the automatised gearbox PowerShift is the standard offer. At the IAA in September 2008 was showed the new Actros ran-ge for construction works (5). Besides the renewed design, the cab introduces some details like a 3 mm thick stainless steel protective plate for the engine, new pivoting entry step, new protection for the headlamp, the cabin’s rear grab rail in a single piece. The bigger technical innovation is the adoption, on request, of the automatised gearbox Powershift in a special version for the construction require-ments. The engines are the same of the road range, but with the 598 hp V8 only for the 6x4. Always at the IAA 2008 there was the launch of the Zetros for civil use (6), proposed in two models, 1833 4x4 and 2733 6x6, with 326 hp engine. It is equipped with single tires also on the rear axles and a three places deep cab with flat floor. It boasts cross-country performances worthy of the famous range Unimog.

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OSHKOSH, besides the two new models expo-sed at Eurosatory (p.15), during 2008 introdu-ced other new models in its already large fleet of military vehicles. In February was introduced the version PLSR (1) of the range PLS, destined to be used as recovery unit for damaged vehicles. Its main characteristic is the use of the Tru-Hitch device, already used on some M1070, mounted on the fifth wheel and in a position to be moun-ted or dismounted in a few minutes. This system allows the recovery, the raising or the towing of every military vehicle. In March 2008 to Oshkosh was given the task to start the planning and the production of six unit of the new generation HET (Heavy Equipment Transporters), the heavy tractors destined to the of tanks: externally the new M1070 A1 (2) resumes the lines of M1070 F supplied in 92 units to the British Armed For-ces. Main innovation is the 700 hp Cat C15 engine. The production will start at the beginning of 2010. At the military exposition in Athens of October `08, Oshkosh exposed in preview the Global HET (3), a version 6x6 of the M1070A1, destined in particular to the export markets. During 2009 Oshkosh begun also the delivery of the first LVSR for the United States Navy, resul-tant from a contract received in 2006 concerning the supply of approximately 1592 units in 3 ver-sions: cargo with Multilift equipment, tractor (4) and recovery vehicle. It is strictly derived from the PLS and maintains the traction 10x10, with only one fixed axle, the third. It is moved by a Cat C15 600 hp engine and has a GVW of 48 t. The last arrival in Oshkosh range is the FMTV (5, Family of Medium Tactical Vehicles), with 3 places forward cab, Cat C7 330 hp en-gine, GVW of near 16 t. The previous FMTV contract was obtained by Stewart & Stevenson, now under the control of BAE system: the first FMTV was produced in 1991 and since then have been delivered beyond 56000 units.

STERLING, since March 2009, suspended the production of trucks as officially communicated in October 2008 by Daimler Trucks North Ame-rica, with the consequent closing of the plant of St Thomas in Canada, able to produce till 120 vehicles per day. For the heavy range A-line/ L-line, the orders have been acquired till half January 2009. Sterling was created in 1998 from Freightliner with the purpose to continue the production of Ford industrial vehicles, whose activity had been taken up the same year. All the heavy Sterling were derived from Ford models of range HN introduced in 1995. Sterling were sold also in Canada, Mexico, Australia and New Zea-land. In June 2008 was celebrated the produc-tion of the vehicle nr. 250.000. From 1998 were produced the range A-line (only set-back for road transports) and L-line (set back and for-ward, available also for construction works). In 2000 was introduced the medium range Acterra.

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TATA keeps on the work for the modernization of its production, begun in 2005 with the introduction of the range Novus (P&E nr.2) and completed now with the presentation to the press, in May 2009, of the series Prima, new both in mecha-nics and body. In this range (1) has been concentrated the best technologies available in every field, with the contribution of partners from Italy, Germany, Sweden, United States, Japan and South Korea. It is constituted by vehicles with two, three, four and five axles, trucks and tractors, for road transports or construction works. After India, the Prima vehicles will come gradually introdu-ced in South Korea, South Africa, in the bordering countries and in Middle East: further on, they will be proposed also on the Russian market. The cab, designed in Italy, is available in 3 versions: short, sleeper and sleeper with high roof. The engines are supplied from Cummins and Iveco, with outputs from 280 to 380 hp: in the future outputs will go from 150 to 560 hp. In November 2009 began the distribution of the first model of the range, the 4028S (2), a tractor 4x2 equipped with a 266 hp Cummins engine and 9 speed ZF gearbox, with GCW of 40 t. Within the 2009 will be available also as tractor 6x4 and truck 8x4: within 2011 the entire range will be available. In the 2008 Tata introduced the military vehicle LPTA 3142 (3), a prototype 8x8 with 420 hp engine destined to every type of employment, also as tractor for the transport of tanks.

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VOLVO opened 2009 with the announcement of the new version of its top model FH 16 (4), since 2006 the most powerful heavy truck in the world. In 2003 its engine had 610 hp and 610 Nm: in February 2006 it was adjourned and adapted to the Euro4 rules, with 660 hp and torque from 3100 Nm, in January 2009 was introduced the version D16G Euro5, with output of 700 hp and torque record of 3150 Nm. Power and high torque are a great result, but the Volvo technicians have the merit of being above all resolutions to integrate a greater power of the motor with a reduction of the emissions, without increasing the consumption. The FH16 are available also with powers of 540 and 600 hp. Some months after also the others heavy range, FM and FH, were renewed, above all in their motorizations D11 and D13, now available with outputs respective from 330 to 450 and 380 to 540 hp. Since March 2009 for the ranges FM, FH and FH16 the model 8x4 with rear tridem is available of series (5), a solution already exposed in some truckshow, in version FM. Three axles with pneumatic suspension, with the third axle behind the tandem drive, simple tired, steering and with lifting device. In Norway, always since March 2009, on tractors FH16 it is possible to mount the cab Globetrotter XXL (6), the same that since 2006 is produced in Sweden for the Australian market, 245 mm deeper than the traditional Globetrotter.

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Five axles trucks in Italy

SCANIA, after the arrival in October 2007 of its first five axles unit in Italy, a P420 10x4 used with a Sermac concrete pump (see p.17), in February 2009 delivered a second 10x4, to the Tuscan lifting company Geonova. It is an R500 with fifth axle hydraulically steered, equipped with a Fassi F1500AXP crane and a fixed body equipped with hydraulic ramps. With a chassis wei-ght of 12.6 t, a crane weight of nearly 14 t and the weight of the full body of approximately 9 t, the payload capacity is nearly 17 t, for a total weight of 53 t usable only as heavy haulage unit. The maximum length arrives to 11.5 m.

ASTRA in 2007 supplied to CIFA an HD8 8450 chassis converted to five axles in Austeras workshops, by the application of a fifth axle behind the rear tandem. It was used for the assembly of a 52 m concrete pump, desti-ned initially at the Greek market. After the purchase of Cifa by the Chinese company Zoomlion, the vehicle was used for the exposition in several coun-tries of the Far East. Later on it was sold in Russia.

IVECO from some years is present in the field of the five axles vehicles with units sold in Spain, Holland and Switzerland, all modified by specialist in conversion starting from the 8x4 version. In June 2009 from the Astra Iveco plants in Piacenza, the same where are prepared the vehicles of the Sivi range, got out the first five axle truck entirely produced by Iveco: it is a Trak-ker 500 modified starting from an 8x4 long wheelbase chassis produced in Spain. The mechanisms of the steering are reinforced in order to adapt the vehicle to a constant weight of approximately 53 t.


16’ Intern. Trucker & Country-Festival 2009 ( Interlaken – CH)

1. Berliet GLR, considered the most popular truck of all the times of the French transport, exposed in the Renault stand. It had a GVW of 19 t.

2. DAF CF 85.460 6x2: the mid-axle is equipped with small diameter wheels, a solution already adopted in Switzerland from early eighties.

3. DAF CF 85 510 8x4 with Effer crane, for use both as tractor and truck. 4. Foden 4400 6x4 ex-Friderici, from a long time the leading vehicle of

Globetrucker (www.globetrucker.com), specialized in humanitarian services. A few weeks after the show it left for a delivery in Mongolia!

5. Freightliner Argosy 6x4 coming from the Germany. 6. For the Swiss market Iveco proposed the range Eurotrakker also with

maximum width of 2300 mm 7. Iveco Trakker 4x4: also this series is available, on request, with width

of 2300 mm, a lot appreciated in the mountain distances. 8. Iveco Stralis AS 450 in version 8x2, little diffused in Switzerland. 9. Iveco Trakker 450 10x4, a special model for the Swiss market. 10. Iveco Strator 450: the German company Haller is taken care of the

sales of the Strator in Germany, Switzerland and Austria. 11. Kenworth T800 SH 10x4, one of the two units imported in Switzerland. 12. Magirus 230 D19 AK 4x4, a vehicle with 35 years of service. 13. MAN TGS 18.360 4x2, in the special version for the Swiss market with

the maximum width reduced to 2300 mm. 14. MAN TGS 26.440 6x4 with HydroDrive: the models with width of 2300

mm as this are modified by Maurer. 15. MAN TGS 26.480 6x4 with HydroDrive on the front axle. 16. MAN TGS 10x4 with HydroDrive equipped with crane Fassi FX1500. 17. MAN TGS 4x4 tractor with HydroDrive and semi trailer Schmitz. 18. MAN TGS 33.480 6x4 tractor of the company Reinhard. 19. Mercedes Actros 1840 4x4 charged with an FBW of years `50. 20. Mercedes 2632 6x6 with triple rubbers on the rear tandem, used for

the assembly and the maintenance of skiing systems. 21. Mercedes Actros 3244 8x2 with rear tridem. 22. Mercedes Actros 3248 8x4 with single axle in front of the tandem. 23. Mercedes Actros 4448 10x4 with Omars recovery equipment. 24. The range Powerliner is still very diffused in Switzerland, here the

1844 4x4 tractor, used for the trunks transports. 25. Peterbilt 379 from Germany, used like advertising vehicle. 26. Renault Premium 450 6x2 with crane and hook lift equipment. 27. Renault Premium 450 8x2, converted in Italy by ST System Truck.

28. Renault Kerax 10x4 concrete mixer: the Kerax five axles are converted in Italy by S.T. System Truck.

29. Saurer D 330 B 6x6 of the Wiederkehr, used for the towing of trailers for the transport of railway carriage.

30. Saurer 10 DM 6x6, a military truck remained in production till 1986, three years after the escape of the last Saurer for civil use, converted as wre-cker by Schoni of Winau.

31. Sisu R500 10x4: the Sisu five axle were introduced just at the Interlaken show of 2004 but in this edition it has been communicated the end of the imports of the Sisu vehicles in Switzerland.

32. Apart the five axles trucks, in Switzerland have been imported also some 6x4 tractors, like this R500 equipped with Effer crane.

33. Scania Vabis LB 76 4x2 of 1965, perfectly conserved by the company Schoni of Wynau, from many years an important Scania customer.

34. Scania LB 141 4x2, a leader of the European roads beginning since 1977, particularly appreciated in Switzerland for the high power.

35. Scania R480 4x4 tractor of the company Martin Wittwer, for always a faithful customer of Scania vehicles.

36. Scania T series tractor from Austria: under the side body is possible to see an axle with small wheels mounted in front of the rear drive axle!

37. Scania R with Longline cab coming from Germany. 38. Scania R480 6x4 equipped with Epsilon equipment for the cargo and the

trunks transport. 39. Scania R480 8x4 of Wanzenried equipped with Fassi crane, working both

as tractor or truck. 40. Steyr 6x4 with the last version of the original cab of the Austrian producer,

for many years very popular between the Swiss transporters. 41. Volvo N 88 4x2, a model go out of production in 1973. 42. Volvo FM 460 8x4 of the company Meiko, specialised in lifting. 43. Volvo FH 460 8x4 with fourth axle behind the rear tandem drive. 44. Volvo FH 10x4 last version, owned by the firm Gremaud. 45. Volvo has used the gathering of Interlaken to show the new range FH 16

with engines till 700 hp, carrying the vehicles engaged in one tour through Europe. Here is a tractor FH16 600 6x2 with third single tired axle.

46. Volvo FH 520 6x4 tractor of Addor, other fixed presence of the Festival. 47. Volvo VN 6x4, a vehicle produced in the United States of which some unit

has been imported in Europe, above all for advertising scopes. 48. Volvo VH 700 6x4, the most powerful model produced in the U.S.A.


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The “Special” of P&E

© Scuderia Ferrari


The use of the tractor 8x2 made its appearance at the beginning the eighties in Sweden and then in Holland: in March 2009 the first unit of this type (and for the moment the only) arrived on the Italian market. It is a tractor Iveco Stralis AS 320S 50Y/PS with Cursor13 500 hp Euro 5 engine properly prepared in the Astra plants of Piacenza for a very particular customer: the Ferrari Racing. It is one of the eight Iveco tractors (the others seven are Stralis AS 440S45 T/FP-LT 4x2) used for the transport of the new Ferrari Hospitality in all the circuits where the Formula 1 races are carried out. It is equipped with a crane Fassi F1100AXP.26 that joins extraordi-nary lifting capacity with a precision and versatility that allow it to work efficiently even in the extremely restricted spaces found in the race paddocks. It has been equipped with an additional stability control to guarantee maximum safety even during the most delicate and complex phases of operation. The preparation has been cured by the Fassi dealer “OMC Gru” of Montebello Vicentino. The 2 axles semi-trailer has been realized specially for Ferrari Racing by the British company ASGB, world-wide leader in the field of the broadcast vehicles. The eight semi-trailer are nothing else but cases that, mounted among them, make the Ferrari’s head quarter on the tracks of all the world.

© Transgruas

© Scuderia Ferrari

Truck Story: FODEN (part two)

The tilt-cab S24 made in fibreglass (1), introduced in preview at the London’s show in September 1962 and entered in full production at the beginning of 1963, was received very well from the British market and gave a new impulse to the Foden sales, used on every type of vehicle, both truck and tractor, with 2-3 and 4 axles. In 1966 the cab was further renewed, called S34 and supported by an identical fixed version, the S36 (2): externally the main difference were the double slanted lights and the slightly modified calender. In spite of the qualities of longevity and facility in repairing of the cabs in fibreglass used since 1958, above all from the export markets came the request for strongest cabs. In order to answer these requests, in the second half of 1967 was introdu-ced a new steel cab, the S40 (3), produced by the British specialist Motor Panels and derived from the one already used from Guy and Seddon since 1964. It was available with right or left hand drive and also in sleeper version. On request it was possible to mount a special version called S41 (4), with front overhang increased in order to allow the assembly of a radiator of greater dimensions. The S40 cab was above all used for vehicles destined to the export, in particular truck-tractors 6x4 and trucks 8x4: the main markets were the countries of the Middle East, the Australia, the New Zealand and many African coun-tries. A few units were exported also in some European countries, like Greece and Portugal. Thanks to its features of robustness, and althou-gh the advanced weight, found customers also in Great Britain: various were the trucks 6x4/8x4 (5), used above all in the construction works, as well as many units used like tractor 4x2 (3). Some S40/41 cab were employed on 6x2 tractors with double steering axles and 4x2 rigid trucks (6). A discreet number of 6x4 tractors, above all with the S41 cab (7), were sold to heavy haulage companies. The S40 cab remained a-vailable for nearly a decade, till 1977. Meantime continued the success of Foden in the field of the dumper, with the production also of some units with 8x4 drive. Although Foden had already three different cabs for road vehicles, plus the half-cab for the dumpers (in the sixties had been mounted also on some trucks 8x4 and tractors 4x2 for road use), in October 1968, to the traditional appointment of the London’s Com-mercial Vehicles show, was introduced in preview the steel made S50 half-cab, produced by Foden and characterized by the reverse slooping windscreen. The value of this cab was made by the greater robustness, the best visibility, the facility of smaller repair and naturally the lower weight regarding the S40 cab. Beyond that on the construction vehicles 6x4 (8) and 8x4 (9), it was used also on some tractor 4x2 (10).

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© G. Carpenter

© M.Fallone


A short time after the S50 were proposed also the full width versions S60 and S70, like the S60 but made in fibreglass: the few units produced were nearly all used on tractors 4x2 (11), 6x2 (12) and 6x4 (13). At the end of the sixties the S34/36 cabs were replaced by the S39 (14), this too produced in fibreglass but available only in fixed version: practically identical to the pre-vious one, distinguishing externally above all for the front windshield divided in two parts. It remained in production till the end of the seventies. In the 1971 Foden suspended the production of its engines, while kept on the production of gearbox and axles.

(end of part two) © M.Phippard

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1. KMW (Krauss Maffei Wegmann) and Iveco have announced an agreement for the production of a range of new armoured vehicles, based on the chassis of the Trakker range and previewed in versions with 2, 3 and 4 axles. The Grizzly 6x6 has been introduced at the beginning of 2008 to the German Armed For-ces in order to partecipate to a contest that foresees the making of 650 units. The version 4x4 is already produced for the appraisal from the Italian army.

2. Iveco Trakker 450 8x8 with armoured cab produced by KMW, in use for the German army. The cab is protected against balistic attacks and mines second STANAG 4569. Adopts single tires Hutchinson run-flat.

3. Iveco Trakker 440 8x8 for Algeria, with TAM hook lift equipment. 4. MAN HX 18.330 4x4 equipped with armed station Nanuk. 5. MAN HX 58 (HX 25.440) 6x6, tractor with armoured cab. 6. In world-wide preview Mercedes has introduced at Eurosatory the new range

Zetros, closely derived from the S2000 introduced like prototype in 2000 in version 4x4: here the version 1833 4x4 truck.

7. Mercedes Zetros 2743 A 6x6, bodied by Doll: first customers for the Zetros military have been the armies of Bulgaria and Germany.

8. Mercedes Actros 8x8 with armoured cab of the South African LMT, one of the 82 units ordered in May 2007 by the Canadian Armed Forces for the missions in Afghanistan, among which 12 tractors for the transport of tanks. The delive-ries begun in third quarter 2007 and finished in March 2008.

9. Oshkosh Lightweight 4x4: introduced in preview at Eurosatory, it is equipped with a Cat C7 300 hp engine. Weight nearly 9 t and has a capacity of 6 t.

10. Another absolute innovation of Oshkosh has been the truck 8x8 “Heavy Load Handling System”, a variation of range MTVR in production from 1999. Equipped with a Cat C13 485 hp engine, is a vehicle proposed exclusively with equipment for the container self-loading, with cargo capacity of more than 15 t.

11. Oshkosh 8x8 employed for the towing of a semitrailer on which is mounted an emplacement for the launch of the missiles Patriot PAC2 HEMTT M983 A2.

12. Renault TRM 10000 6x6 equipped with Cobra radar station. 13. Renault MRAP (Mines Resistant Ambush Protected) on chassis Sherpa 10

6x6, one of the innovations proposed by Renault at Eurosatory. 14. Renault Sherpa 6x6 used for the transport of the Caesar 155 mm gun. 15. Renault Kerax 8x8 with traditional cab, in testing by the French army. 16. Renault Kerax 8x8 with armoured cab and Guima-Palfinger equipment for the

self-loading of cargo platforms. 17. Thanks to its plant in Angers, from the year 2000 Scania is an important sup-

plier of the French army: here one of 150 units P 340 6x6 with tipping body, furnished in the course of 2008.

EuroSatory 2008 (Paris-F) photos by Jean Luc Dossmann 18. one of the eleven tractors Scania R 6x6 with armoured cab used by

French Armed Forces for the transport of CNIM floating bridges. 19. Scania G 480 8x8 with Hiab Multilift equipment for the self-loading of

bodies and containers. 20. Tatra T815-790R99 8x8 with fixed body and coloration of camouflage

type. 21. Tatra T815-790R89 8x8 with Hiab equipment for self-loading of bo-

dies, air-transportable. 22. Volvo F16 660 8x4 in militarized version for the transport of heavy

military vehicles, as tanks.

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A.I.T.E. 2009 RALLY

4. Fiat 180 NC, the last Fiat with double steering axle. 5. Fiat 682 T4, produced from 1970 to 1983, equipped

with the engine 8210, a 6 cylinders with 176 hp. 6. Fiat 690 T2, a twin steer tractor produced from 1968

to 1971, very popular in Italy where it could constitu-te combinations with GCW till 32 tons.

7. Iveco 190.38 Special, a vehicle of 1983, the first “special series” of Iveco.

8. Lancia Esatau 4x2, produced between 1947 and 1957 in the plants of Bolzano in nearly 4000 units. The cab was produced by Viberti.

9. Lancia Esatau A, produced between 1955 and 1957 in approximately 1200 exemplary. It was the first heavy Lancia produced in series, available also as tractor. The cab was made by the company Casaro. Versions truck 6x2 were available from external transformers. Legal GVW 14 t, GCW 32 t.

10. Lancia Esatau B, produced between 1957 and 1963 in approximately 3800 units. The cab, with a design very modern for that time, was the first entirely produced by Lancia itself.

1 A.I.T.E. (Italian Association Transports of Age) was born in 2006 thanks to the passion of its president Roberto Cabiati and some friends, in order to diffuse also in Italy the passion for the recovery and the safeguard of the historical vehicles. In May 2009 it organized a meeting in Dalmine (BG), in the area of the Iveco dealer “AutoIndustriale Bergamasca”.

1. Alfa Romeo 950 of 1958, a vehicle produced only bet-ween 1955 and 1960, with 130 hp engine, able to the constitution of combinations of 32 t.

2. Fiat 682 N2 of 1966, a model of large diffusion in Italy, often converted to 3 axles.

3. Fiat 690, the great protagonist of the history of the Ita-lian road haulage, here in the N3 version, produced between 1968 and 1970 with 12,8 litres 182 hp engine. It was produced only in 6x2 twin steer version, but great part of the 690 were converted as 8x2 from companies specialized in conversions.

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The “Concrete Pump” of P&E

A record’s pump (at least for the Italian market) the one made by Sermac in 2008: with a maximum height from ground of 62 m it was the pump with the highest arm available in Italy. Destined to the company SIPE in the Milan province, the pump was mounted on the first 5 axles Scania arrived in Italy, sold by the dealer Italcar. Produced in Sweden by Laxa, company of the Scania group intere-sted in special vehicles, the Scania P 420 10x4 was exposed as chassis in occasion of the 2007 edition of Transpotec in Milan. The pump, called Sirio 5TR62, is characterised on the first section by a sophisticated telescopic sliding system extensible till 5 m. The ver-satility of the arm at five sections with R-folding is combined with the extreme use simplicity: the cls pipeline from 125 mm is parallel to the section and the telescopic switch is directly activated by the radio remote control. In this way, the equipment encumbrance is avoided and the pump performances are improved in any work condition and allows also to extend the working area without displacing the pump.

Photos kindly supplied by Sermac.


The “Construction Vehicle” of P&E

The products of the North American maker Western Star are guarantee of accurate construction and elevated robustness: from 1990, with the arrival of heavy duty range 6900 (since 1996 equipped with the actual steel cab called Constellation), Western Star is really specialized in the production of vehicles for challenging activities. One of the most usual employment for the 6900 is the use as mine dumper, a work in which it is leader in various world-wide markets. The dumper 6900 XD is desi-gned to minimize cost-per-ton hauled as compared to articulated dump trucks and rigid frame off-road dumps. These savings are achieved by lower acquisition and maintenance costs with optimal hauling perfor-mance and productivity. Compared to traditional off road haulers the 6900XD is 35% more fuel efficient, on manteined terrains and hauls that exceed 1/2 mile (0.8km). Since 2002 is exported successfully in South Africa, where it can boast a special importer, the local branch of the German group Liebherr, giant in the field of construction vehicles. Equipped with the Cummins ISX engine, with 500 hp (373 kW) and tor-que of 2237 Nm at 1200 rpm, coupled to an Allison automatic gearbox, has an empty weight of approximately 27 t and GVW of 62 t, with load capacity of 35 t. It is proposed with wheelbase of 4915+1650 mm, with length of 9615 mm, width of 3400 mm and height of 3800 mm.


Heavies from New Zealand photos by Rod Simmonds

Since always New Zealand is one of the markets in which it is possible to find the greater number of heavy trucks brands, a field in which the Japanese products are still a lot appreciated for their practicalness and facility of use and also for the low operating costs. Beside Volvo FH 16 8x4 and Kenworth K 104 8x4, the company “David Pope Transport”, specialized in the livestock transport, from many years maintains in own fleet some vehicles of the Japanese maker Isuzu, with two, three and four axles. The Isuzu two axles (1) belongs to the mid-heavy range F: in this case is an FVR with GVW of 16500 kg and GCW of 32000 kg. The truck 6x4 (2) belongs to the heavy range Giga. Very popular in New Zealand are the combinations truck+trailer with eight axles, authorized to run at GCW of 45 t. Pope uses some Giga 8x4 (3) with 530 hp engine coupled to an automatised transmission with 18 speeds.

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TTHHEE LLEEAADDEERRSS:: MMOOLL--BBRREECC TTBB880000 66xx66

In March 1982 was created the company KFM (Kaiserslauterner Fahrzeug und Maschinenbau AG) and in June of the same year the design company DCC of Ulm was charged to prepare the first plans of a 6x6 vehicle of large dimensions quickly called “Desert Lion” (3), with clear reference to what had to be its main ground of job: the desert tracks of Africa and Middle East. The KFM technicians had exactly in mind what they wanted to realise for the me-chanical part, the dimensions of the vehicle and its proportions, but for the body was given full freedom to the ideas of the DCC, than for a long time collaborated with Iveco and Man. Although the bold aerodynamic lines with futuristic solutions, the definitive model was nearly identical to the one of the first drawings. After the exposition of a prototype of the Desert Lion to the Frankfurt Truck Show in September 1984, the divergences between the owners

© MOL


After twenty years from its construction, the heavy haulage tractor TB 800 (1) is still one of the most extraordinary vehicles in the world-wide production of special vehicles of all times. Its history is very particular and involved the acti-vities of three different makers. All began at the end of 1980, when one of the three managers of the Swiss holding company BLB, the Chad citizen Yuhus Bilal, decided to contact three technicians who worked from many years for EWK, a German firm specialised in the construction of amphibious trucks, in order to create a brand specialised in the construction of vehicles of great dimensions to use on difficult grounds. BLB controlled companies specialised in the construction and the export of industrial products for the countries of the third world: between the several activities figured the sale of trailers of the Robert Schenk (controlled by the BLB group) and also of Faun vehicles.

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© MOL

© MOL

© El Amana

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owners brought to the closure of KFM for failure in December of the same year. A few years after BREC (Belgian Railway Equip ment Company), a Belgium state-owned firm specialised in the construction of railways material, that exported in more than 70 countries and particularly active in North Africa, was contacted by a customer in Algeria with the assignment to produce a vehi-cle similar to the TB600 but with more elevated performances. Thanks to its railway activity, Brec had a great experience in metal structures also of great dimensions, moreover it was in search of a diversification of its productions because of the diffi-cult situation of the field of the railways supplies. Brec therefore recovered the two prototypes of KFM TB600 and studied them in every detail in order to be able to produce the model reque-sted by the customer. In the meantime, the financial situation of Brec got worse and in November 1988 the company was totally absorbed by the Belgian group MOL (specialised in the produc-tion of special vehicles for on/off-road and maker of some of the largest heavy haulage tractors of all the times) with which was co-operating producing some items, such as the body for its construction vehicles. The new BREC plants allowed MOL to have an increased productive ability with elevated quality that were used later moving some lines of MOL models, as a range of vehicles for the desert zones inside of China. Brec completed the execution of the prototype TB 800 between 1987 and 1988: at first sight it was identical to the TB600 (3) but dimensions and weights were increased. The wheelbase had been lenghte- mm

© MOL

© El Amana

© El Amana © El Amana

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ned from 5.550 to 6.000 mm, the length passed from 9.300 to 10.290 mm and the width from 3.200 to 3.700 mm. The engine was always the German MWM V12 but with 816 hp, against 660 hp of the TB600. Because of the greater dimensions of the engine, it was necessary to increase the dimensions of the bonnet both in length and height: the front overhang passed from 2100 to near-ly 2300 mm, the empty weight from 21 to 26 t, the GVW from 53 to 61 t. In January 1989 it was exposed in the Brussels Truck Show as Mol-Brec TB 800 (2), where it attracted a lot of attention of public opinion both for the massive dimensions and the technical specifications really unusual. Finally in 1997 the TB800 was delivered to the Algerian company El Amana, whose owners had ordered to Brec its construction and that from 1995 utilised also a TB600. Used both as tractor for semi-trailers (4) and ballasted tractor (1), the TB800 is still one of most powerful and imposing vehicles used on road all over the world: although it has already 13 years of transports on every kind of ground, it main-tains intact the original mechanics parts. Expressly for the use with the TB800, Brec had planned and produced, with the important contribution of MOL, an imposing three axles semi-trailer, called SN110 (2) and also this was sold to El Amana. It was equipped with Kessel axles with planetary reduction, rigid and independent, with twin wheels, all equipped with hydraulic motorization and limited slip differential. A 400 hp hydraulic engine and a transfer box were mounted in the trailer chassis. It was equipped with twelve tires Michelin XS 18x25 mounted on wheels 13x25, particularly suitable for the use on desert tracks. The empty weight was about 30 t, with load capacity of 80 t and total weight of 110 t. The maximum length was 17.850 mm, with width of 4.200 mm and loading height of 1.750 mm : the minimal height from earth was of 570 mm. It was equipped with rear hydraulic ramp of great dimensions.

Special thanks to Mol and El Amana for images and the precious collaboration.


The heavy haulage transport of P&E

During January 2009 an interesting exceptional transport took place in the snow-capped territories between Lithuania and Belarus. The load were two gas turbine that Siemens had to deliver to the electrical power station in Minsk. Any load had a weight of 150 t with dimensions of 21 m in length, 4.94 m in height and 4.6 m in width. For the first combination the Czech company Radl (www.radl.cz) had put on service its last pur-chase, an 8x4 tractor MAN TGX 41.680 coupled to a Goldhofer THP semi-trailer with 18 axles (with technical capacity of 32 t per axle), pushed by a ballasted tractor Man 41.604 8x4. The total weight of the combination was 252 t, with total length of 47 m. The second combina-tion was made with material from the company Hanis (www.hanis.cz ), this one too from Czech Republic, with an 8x4 tractor Scania R164 with 580 hp coupled to a Goldhofer THP semi-trailer with18 axles and pushed by a ballasted tractor Mercedes Actros 4160 8x4. The cargo reached the port of Klaipeda (Lithuania) and then continued its journey till Minsk: a trip of about 500 km made more challenging by rigid climatic conditions. The organization of the transport begun in August of 2008, watched over by Radl in collaboration with some local companies.

(photos and informations by Vladimir Chekuta)


IVECO during 2008 produced the first Trakker 8x8 specially designed for heavy haulage, three years after the introduction of the Trakker range: two units AD 410 T 56 WT EZ300 sold to two heavy haulage firm of the South Korea, Hanil (1) and Kwanglim (2). Both units have been equipped with SIVI 500 t hook on front and rear side, in addition to a Jost fifth wheel with 36 t capacity with cardanic support, for the utilisation as tractor, ballasted tractor and pushing tractor. Differently from all the other models of the Sivi Trakker range, the 8x8 is available only with day cab AD, a choice in opposite trend to the one of other producers. It is available only with wheelbase of 1875+2875+1400 mm, with a length of 8445 mm: the kerb weight of the tractor exceeds the 15 t, with a GVW of 46 t and a potential GCW of 300 t. During 2009 others five units have been delivered in Italy, four units (other two units are on order for 2010) to SIMI of Pescara (3) and one to Walter Tosto, this too in Pescara: in absolute, these are the first Iveco with 8x8 drive sold in Italy destined to heavy haulage. Besides the 8x8 models, continues with success the commerciali-zation of the Trakker 8x6, actually the most diffused tractor in Italy for the towing of very heavy loads. As a confirmation of the growing interest for this special vehicle, during 2008 four units were sold to Fagioli (5), one of the world-wide leading companies in this field. Main characteristic of the four tractors Trakker AT560 of Fagioli is surely the adoption of the 24 inches wheels. Between the more interesting vehicles recently provided by Iveco can be indicated the Trakker AT 560 6x6 of Daegong (4), another operator of South Korea and the Trakker AT 500 6x4 for the French company Cayon (6), that from summer 2009 has gone to join to others 3

Trakker 6x4 all with Cursor 500 hp engine and ZF gearbox coupled to a torque converter

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© Bokook

© Simi

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© Pascal Jeanty

© Hendrik Veldhuizen

converter WSK440 with integrated retarder: in France it is homologated for combinations up to 180 t. Top model of the SIVI range with Active Space cab is still the 6x4 tractor with 560 hp engine and GCW of 130 t: in the photo (7) one of the units delivered to Gruber. In additi-on to the vehicles modified in Piacenza, Iveco since 2007 can count on some specials models modified by the Dutch Iveco dealer Schouten. After the first Stralis AS converted as 8x4 tractor and sold to the company ETB, Schouten in 2008 delivered two Stralis AS 560 8x4 to the company Jongsma & De Gram (8), conver-ted from the 6x4 tractors produced in Ulm thanks to the mounting of an Iveco axle, lifting, steering and with sin-gle wheels, in front of the tandem drive. At the begin-ning of 2009 Schouten delivered two others Stralis with Active Space cab and 560 hp engine as 8x4 tractor, especially modified for the company Roseboom of Ede (9), from 1999 owner of the only SIVI tractor sold in Holland, an Euro-trakker 8x4. These are different from the others 8x4 produced, with longer wheelbase and the fourth axle, fixed with single tires, mounted in a position nearly on the centre between the first front axle and the rear tandem drive. During 2009 Schouten also delivered two Trakker 720T50 6x4 to Mammoet (10), who will use these above all for the transport of the

ballast of its cranes from 1200 t Liebherr 11.200.

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© Jan Van Wees


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MAN in October 2008 communicated the increase of its range TGX for heavy haulage with

the addition of a five axle tractor, the TGX 41.540 10x4-6 BLS (1). This kind of tractor finds

its markets mainly in Holland and Denmark, while some occasional unit circulates also in

Norway, Sweden, Spain, Switzerland, Austria, Germany and Great Britain. MAN committed

to the Dutch specialist Estepe the production of this model: in fact it is an 8x4 tractor conver-

ted by Estepe mounting a steering axle, single tired and lifting, behind the tandem drive.

Thanks to the 5 axles, this version of the TGX can have a load on the fifth wheel of approxi-

mately 30 tons. It is accredited with a GVW of 44 tons: the capacity of axles is 9 t for the

front steering axle, 7.5 t for the steering axle in front of the tandem, 26 t for the tandem dri-

ve, 9 t for the last axle. The first TGX five axle, a TGX 41.540 10x4-6 BLS, was delivered to

the Belgian trailers producer Faymonville that will use it for its rental company Renting Car-

WTS. The TGX 5 axle tractor can be available both with the 540 hp and the 680 hp V8 engi-

ne. Returning to the most traditional four axle tractors, the range TGX (photo 2, the 41.680

of the British company Allelys) is improving the already optimal spread of the previous ran-

ge. In Italy during 2009 have been sold three TGX 41.680 8x4, to Mateco (3), Fagioli (4) and

Semat (5). Between the more interesting MAN arrived in Italy is the 41.480 TGS used by Lo-

gistica Ferrari as 8x4 truck coupled with a De Angelis trailer (6) for the transport of coils.

© Allelys

© Mateco

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© Man

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© Jorns Hans Ulrich © Michael Muller © Feldmann

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MERCEDES, except the two Actros range for road and constru-

ction, in 2008 renewed also its range for heavy haulage Actros

SLT produced in collaboration with Titan in the plant of Back-

nang: during the Hannover IAA of September 2008 it introduced

in preview the 4165 8x4 (1), that from 2010 should enter in the

list of the German maker. Main feature of the 4165 is the 16 li-

ters V8 engine boosted to 653 hp, with a torque of 3000 Nm at

1080 rpm, specially elaborated for this model. Totally new also

the transmission that incorporates for the first time the Viab devi-

ce of Voith Turbo, practically a retarder that can be used as a

clutch, with a remarkable improvement in the energetic efficien-

cy and in relieves of guide. It is coupled to the automatised gear-

box Mercedes G280-16 with 16 speeds. Some prototypes 4165

8x6 have been tested by some trusted customers, among which

Baumann (3) and Feldmann (5). After some delays in the availa-

bility of the four axles with the Euro5 motors, the Actros range is

returned to compete in every European market. In Italy the first

4160 8x4 Euro 5 with the renewed cab MP3 has been delivered

to Arienti (2). While in the standard Actros 8x6 the second stee-

ring axle is placed just in front of the tandem drive, like the units

of Affolter (6) and Baumann (7), for some markets like the Fren-

ch the Actros 8x6 is available also with the second front axle

placed in a more advanced position: two units were delivered in

the course of 2009 to the company TLW (4).

© P. Jeanty

© Arienti

© Michael Muller

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NICOLAS keep on with the program of deliveries of the imposing Tracto

mas tractors for the South African company Rotran. After the four D100

with five axles and the three D75 with four axles of 2007, eleven has

been the D75 8x8 delivered between 2008 and 2009, which will be fol-

lowed by other four D75 planned for delivery in April 2010. At that time

Rotran will have an imposing fleet of 22 Tractomas, by far the most

powerful fleet of heavy haulage tractors at world-wide level! The D75

delivered from 2008 are always equipped with Caterpillar engine, but

this time it is an Acert C27 instead of the 3412E. Like the previous engi-

ne is a V12 with 27 l of displacement but with power of 950 hp/709 kW

against the 750 hp/559 kW of the previous D75: also the torque is in-

creased, passing from 3460 to 4341 Nm. Like for the others D75, the

GVW is 72 t, with a GCW of 350 t. The cab is the same of the renewed

range Kerax, recognizable for the grill of greater dimensions. Also the

two inferior grille, under the cab and inside the huge bumper, have been

modified in design and dimensions. Other innovation is the ballast that

for the first time is supplied directly by Nicolas, with the characteristic

mini-house mounted over of it and equipped of beds, bath and kitchen.

Many Thanks to Dennis Child, General Manager of Rotran, for photos and informatiosn.


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SCANIA during biennium 2008-2009 affirmed as one of the most diffused names in the euro-pean heavy haulage, above all in the category of the 8x4 tractors used for exceptional combi-nations on long distance, with GCW less than 150 tons. Here are some images of Scania vehicles delivered in this period: 1. R 500 8x4 delivered in September 2009 to

the Spanish company Cabrera, for combi-nations up to 145 tons.

2. The special R 620 8x4 of the Norwegian company AS Maskintransport, modified with Allison automatic gearbox and expo-sed at the Swedish expo Lastbil in 2008.

3. R 620 8x4 of Tess, with fifth wheel and hook towing both front and rear.

4. One of the two R 620 6x4 specially modifi-ed in France by Cornut for Millon of Lyon for combinations up to 250 t.

5. R 620 10x4 of Heggli, the first five axles tractor working in Switzerland, also used as construction truck.

6. R 620 8x4 of the Swiss company Sabesa, with Top-Line cab, the largest available.

7. Scania trucks have many appreciators also in the Far East: here a R620 8x4 owned by the South Korean company Sebang.

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VOLVO, with the introduction at the beginning of 2009 of new FH 16 available with Euro

5 engine from 700 hp and 3000 Nm of maximum torque (1), gave another push to its

sales in the field of the heavy haulage, that already had an important increasing with the

version from 660 hp introduced in 2006. At the end of the 2009 some units 6x4 and also

8x4 with the new engine were already in circulation in many European countries. In

Italy Volvo vehicles for heavy haulage are available in two versions: the Volvo original

one and the Italian one worked out from the concessionary Nord Diesel: among the

vehicles made from the last one there are the FH 520 8x4 (2) owned by Mattiuzzo and

the FH 16 610 8x4 (3) of Tirol Trans, characterized by the very short wheelbase. A very

special 8x4 is the FH 16 660 (4) made for Veglio, with second front axle mounted in a

position almost halfway between first and the third axle. Between the original 8x4 Volvo

are the tractors with 700 hp engine sold to the companies Tirol Trans (5) and Gruber. In

some markets FH16 8x4 are also available with second front axle in advanced position,

as asked in France (6) and Great Britain. Volvo keep on its interest for the field of the

tractors with 5 axles: in Germany it is Popp to take care of the modification to 5 axles,

for both ranges FH and FH 16 (7), while in Holland the 5 axles are modified by Estepe.

© Volvo

© Volvo Italia © Volvo Italia

© Nicolas

© Popp


WESTERN STAR, through its importer for the Republic of South Africa “Liebherr Africa”, during the month of August 2009 delivered six unit 6900 XD with 8x6 drive to the well known heavy haulage company Rotran. Produced in the plants of Portland (Oregon), the 6900 are the first vehicles acquired by Rotran, with the exception of the well known Nicolas Tractomas . The tractors 6900, equip-ped with 610 hp Cummins ISX engine, automatic transmission Allison RDS 4000, engine brake and hydraulic retarder, are desti-ned above all at the use as ballasted tractors: they are accredited for the constitution of combinations up to 150 t. The front axle and the rear tridem are produced by the Finnish company Sisu. Accor-ding to Dennis Child, general manager of Rotran, the 6900 will be employed for the transport of 150 ton transformers: two units will be used in every transport, coupled to Nicolas 12 axle trailer with a length of approximately 15 m. The empty weight of the combina-ion of two tractors 6900 with Nicolas trailer reaches 121 t, for a total weight of the combination of 271 t. In order to increase the autonomy, the 6900 have been equipped with two tanks for a total of capacity of 1100 litres.

Photos kindly supplied from Dennis Child, General Manager di Rotran.


16’ International Trucker & Country-Festival 2009 ( Interlaken – CH)

1. Iveco for the first time has showed in its area a vehicle for heavy haulage, the first Trakker 560 8x6 tractor sold in Switzerland. Owned by the company Stalder of Langnau, on its Goldhofer semi-trailer the load was one of the Trakker 10x4 of the same society, operating in the field of constructions

2. In spite of the presence in Switzerland of XF tractors with 4 axles, Daf was at the show only with the 6x4 of Zaugg, here an XF 105.510.

3. MAN TGX 33.680 6x4 of Affolter. 4. In the MAN stand, always by Affolter there was

also their TGX 41.680, ther first arrived in Swit-zerland where, during 2009, were sold 6 units.

5. MAN TGX 41.680 8x4 of Risi, coupled to the special trailer produced by Gipoman for the transport of its 50 tons crusher

6. MAN TGX 41,680 8x4 of Zurcher, decorated to remember the 75 years of the company.

7. Mercedes Actros 6x4 of the Swiss heavy hau-lage specialist Friderici.

8. Scania R 470 6x4 with Doll 3 axle semi-trailer, used by Richi above all for the transport of parts of its cranes.

9. In the large Volvo stand, with many models of renewed series FH16, could not lack the top of the range, the 8x4 tractor FH16 with 700 hp engine and Globetrotter cab.

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Kenworth C500s for Perkins text & photos by Kenworth


Perkins Specialized Transportation Contracting is a 50-year-old company that pro-vides long distance transport for super loads. Typical hauls include giant boilers, super trusses and nuclear reactor vessels. With a long list of prominent customers Perkins relies on its engineering expertise, decades of experience and Kenworth C500s to get the job done right. Moving a boiler that is 22 feet in diameter from Wyoming to Northern Alberta “puts us into all the power lines”, said Neil Perkins, president of Perkins in Northfield, Minn. “There are almost no bridges that the load can get under, no railroad signals it can get through. It’s heavy, so it requires dual trailers under it, which takes up both sides of the roadways. When hauling some-thing this large, more work goes into engineering and administration than into the actual operations, according to Perkins. “There are literally hundreds of pages of permits-states, counties, cities, utility companies. Everything we do is engineered. Every load is detailed, and every detail is drawn up,” he said. The company has developed a unique heavy haul philosophy using C500s spec’d with planetary drive axles, automatic transmissions and less horsepower than you might think. Rather than employing big 600-plus hp engines, Perkins uses smaller engines (480 hp), higher torque and multiple trucks to move huge loads easily without jer-king or jumping upon take off. Additionally, the 5.56 rears deliver excellent start and gradeability without putting stress on either trucks or loads. And because the front end of the C500 has a through frame, the trucks are used as often for push-ing as for pulling, a key to Perkins’ success. Highly trained and experienced driver, many with 20-plus years of service at the company, keep the super loads moving on schedule. “Our drivers like the C500 because is a very specialized piece of equipment. The frame goes all the way through and sticks out the front for all our front-end attachments. “Other manufacturers have elected not even to participate in this specialized market, but Kenworth is committed to our market and our suc-cess. The company is willing to sit down with us, do design work and get into the details about what works best for our operation. Rihm Kenworth, our dealer in Minnesota, has made itself very knowledgeable, too, in heavy-duty tractors, and we rely on them to help us spec out our trucks.”

The heavy haulage combination of P&E

For the intense activities for the construction of the new port of La Coruna, a plan of cost estimated in 630 million euro in the North-West of Spain, from the Februa-ry 2009 the company Usabiaga is using two special combinations, exceptional under every point of view, in a position to move, for few kilometers inside the buil-ding yard, with a total weight of more than 700 t! They are utilised for the transport of enormous concrete blocks with base of 4x4 m and weight of 150 t (composed by 64 m3 of concrete), positioned at the sides of the dam since July 2008. The plan foresees the laying of 23.365 blocks from 150 t: since December 2009 were placed 7482 of these blocks. The truck of this unusual combination is a Terex TR 100, the largest dumper produced in the Scottish plants of the American group. Terex produced two units without body exclusively for Usabiaga. The TR 100 is long about 9 m, wide 5 m and high 4,6 m. The front overhang is 3,2 m and the wheelbase is 4,6 m. Its empty weight catches up the 50 t and can transport a concrete block of 150 t. The trailer is still more impressive, with a cargo capacity up to 500 t, able to transport three blocks from 150 t. Produced in two units by the Spanish maker Trayl-Ona, the trailer mounts eight semi axle-lines. Only the cen-tral four axles are fixed, the two bogies with two axles at the extremities are stee-ring and both have the coupling drawbar in order to improve the manoeuvrability of the combination. The length of the trailer is 14 m, the width is 4,4 m.

Photos kindly supplied by Trayl-Ona.


ASTRA, in collaboration with FASSI and BERTOJA, at the begin-ning of 2009 supplied a very special combination to the new mine Goro in New Caledonia, the first nickel producer in the world, de-stined to the transport of large mining machinery. The furniture concerned a model HD8 88.50 four axles with all wheel drive, equipped with 250 t Sivi hooks both at front and rear end, plus a fifth wheel Jost from 2.5” with cardanic support. It is also equipped to be able to mount a little body. Behind the cab it has been moun-ted a Fassi FX1300 crane, with capacity of 130 t/m that can achie-ve a maximum length of 30 m. The crane has been mounted by the Fassi dealer Grucar in their plant in Modena. At the beginning the tractor was used in combination with a 3 axle Bertoja semi-trailer but during summer 2009 the Italian constructor supplied also a 3 axle semi-trailer model SBT120 with hydraulic suspension and detachable goose-neck for the frontal loading, equipped with a one axle dolly in order to increase the maximum load to 120 tons. These are the main dimensions: length semi-trailer 18 m (with dolly 22,4 m), width 4 m (with the stretchers in steel 5,6 m), length of cargo area 10 m, height of the cargo area 1 m. Between the accessories, a winch with 40 t capacity, installed on the rear deck of the trailer, over the bogies.

© Astra © Astra

© Bertoja

© Bertoja © Fassi


© Bertoja

DE ANGELIS is a well known Italian constructor of trailers, with its works in the province of Ravenna, in activity since 1911, from many years specialized in the field of the exceptional transports. At the fair SAIE made in Bologna during October 2008, they introduced their first modular vehicle, the semi-trailer 6MCO, a realization technically very advanced, in a position to improve the prestige of the Italian brand. It is made (1) by a front module incorporating the goose-neck with two or three axles and a three or four or five axles rear module, all with a ma-ximum width of 2540 mm. On request a 5360 mm (extensible till 8360 mm) telescopic central loading platform is available, also a telescopic loading platform with double arm that can be widened till 3.30 m. The axle capacity is 14.2 t, also on highway: every axle mounts 4 tires in measure 275/70R22.5. The braking system is 22.5” disc on all the axles. The hydraulic suspension allows a total excursion of 300 mm: the height of the load deck in march order is 60 cm. An innovative structure of the chassis permits limited deformations with the lower possible tare. All the axles have a mechanism of hydraulic steering, with maximum steering angle of 45° (a special mechanism inside the fifth wheel allows steering maximum angles superior to 90° in order to avoid breaking-downs), with an innovative electronic automatic re-alignment system of the axles. With only the four axle rear module, the semi-trailer can have a total weight of 92 t, with a maximum load on the fifth wheel of 36 t and a weight on the axles of 56 t: the empty weight varied from 14 to 22 t, with or without the adoption of a cargo deck. In the version 2+4 axles the total weight can arrive till 120 t.

© De Angelis

© De Angelis


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© De Angelis

NICOLAS, besides the Tractomas tractors, between 2008 and 2009 has supplied to the South African company Rotran also three special trailers between the most imposing of its long history. In the spring of 2008 from the Nicolas’s works of Champs-sur-Yonne (near Auxerre, France) came out a trailer (1) expressly engineered for the transport of transformers, constituted by two modules with 12 axle lines of semi-axles on three rows with 144 tires everyone (2). The length of the single module is 29.8 m, that of the total trailer arrives to 80 m, with a width of 5.2 m. The wheelbase between axles is 2.25 m. The empty weight of the full trailer, including the special hydraulic beams, is 226 t! The load capacity is 410 tons (3). In February 2009 a trailer of the same type but with minor capacity left for the port of Antwerp (4), with destination the port of Durban: it is constituted by two modules with 11 lines of semi-axles on two rows. The total length of the trailer arrives to 67 m, with width of 4.5 m and wheelbase between axles of 2 m. In this case the load capacity is 235 t, with an empty weight of 170 t. At the end of 2009, Nicolas delivered to Rotran a third trailer not modular (5), with two undercarriages of 13 lines of semi-axle on two rows, with total length of 80 m, 4.5 width of m and wheelbase between axles of 2 m. The empty weight is 189 t, with capacity of 270 t. To this impressive series of trailers, during 2010 will be added the delivery of a larger trailer, with capacity up to 600 t !

Many thanks to Dennis Child, General Manager of Rotran for photos and informations.

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Goldhofer delivers 136 axle lines to ENTREC T.S. Ltd

“ENTREC Transportation Services Ltd“ is the new face to an Alberta based business with a long history of being recognized as one of the leading operations in the Cana-dian specialized heavy transportation industry. Originally founded as Schell Equip-ment in 1994 and purchased by Transco Energy Services in 2006, it changed to the ENTREC brand in April 2008 in order to better communicate the specialized services it is able to deliver. ENTREC stands for: Energy Transportation Rigging and Enginee-ring Company. It is recognized as having one of the best maintained and most diver-sified equipment fleets in the Canadian heavy transportation industry. The fleet inclu-des 25 heavy-duty tractors and over 30 conventional heavy haul trailers. Originally, there were 24 axle lines of Goldhofer heavy-duty modular trailers (type THP/HL) in-cluded in the equipment fleet. During 2008 ENTREC invested over 6 million € to ex-pand their modular trailer fleet by purchasing an additional 136 axle lines of the same trailer type. This acquisition made ENTREC as one of the largest heavy transporta-tion operators in North America. The equipment acquired includes intermediate platforms, 2-4-6 axle bogies of the THP/HL series with a total capacity of approxima-tely 5.200 tons. ENTREC’s heavy-duty modular trailer combinations have a special wheelbase for use in the Province of Alberta: it is necessary in order to reach the maximum axle load permitted on public roads. The heavy-duty trailer combination is based on a technical load per axle line of 36 t and can manage over 18 t at a speed of 80 km/h. The hydraulic axle compensation for driving under and taking on the load is +/- 300 mm. A special requirement was that the equipment had to function perfectly at extremely low temperatures due to the harsh winter conditions of Northern Canada. ENTREC has operated their heavy duty trailers at temperatures below -45°.

Text and photos by Goldhofer AG


The range 300 was introduced in the USA during 1965: it was the last one with a bonneted cab engineered by Brockway. Proposed initially with BBC of 90” (2286 mm) for the models 358 and 359, in 1967 the range was completed with the more traditional models 360 and 361, both with BBC of 117” (2972 mm), specially for long distance transports, technically at the top of the North American production of that period. While the 360 was the classic American tractor with a set-forward front axle, the 361 had a set-back front axle: both were available also as truck. It was produced till the beginning of 1974, after that at the end of 1973 it was introduced the new range 700, marked by the Mack cab used from 1966 for its range R. Sold above all in the East Coast states, the 361 was initially proposed in three basic version: E361 with Detroit 6 cylinders engines from 195 to 238 hp, N361 with Cummins engines from 230 to 335 hp, K 361 with Detroit V8 engines from 260 to 318 hp. During the last years of production the engine range was increased, up to include also the Detroit V12 with 450 hp. Like all the heavy trucks produced in the USA, the 361 was available with a wide range of front axles (from 4535 to 5443 kg), rear tandem (from 15422 to 17236 kg), mechanical and pneumatic suspensions. The steel cab was 1575 cm wide and 1372 cm long. Between 1967 and 1974, the 361 was produced in approximately 9000 units.

Heavy tractor 6x4 (67-74 USA)

BROCKWAY 361 TL (K 361 TL)

TYPE OF BODY: . . . . . . . .Chassis-cab/L

DRIVER’S CAB: . . . Normal Control/F/C/2/S

AXLES:n.3/2/1s - TIRES:2/4+4–10.00-20 12/T

ENGINE:

Type. . . . . . . . . DETROIT DIESEL 8V71N

N°/Cyl.arrang./Cooling system . . . .8/V/A

Position/Bore/Stroke. . . . . . .A/120/127

Displacem./Cycle/Compress . .9291/2DD/18.7

Max.power . . . . . kW 234(318)2100 rpm SA

Max.torque. . . .Nm 1174,1 (119,7)1200 rpm

DIMENSIONS AND WEIGHTS:

Lenght/Width. . . . . . . . .mm 6070/2433

Height min/max. . . . . . . .mm nd/2532

Turning circle/BBC. . . . . .m nd/2972

F.overhang/R.overhang . . . .mm 1041/ 635

Wheelbase . . . . . . . .mm 3759/3124+1270

Front track/Rear track. . . .mm 1996/1810

Gross Vehicle Weight. . . . .kg 19957

Guaranteed front axle weight kg 4535

Guaranteed rear axle weight .kg 15422

Kerb weight . . . . . . . . .kg nd

Fifth wheel load . . . . . . kg nd

Gross Combination Weight. . .kg nd

CLUTCH. . . . . . . . . . . . . LIPE 2DS/M

GEARBOX . . . . . . . . FULLER T905A/M/5+1

DRIVEN AXLES. . . . . . . . . . . nd/nd/nd

SUSPENSION FRONT/REAR . . . . . . . BL/BLB

BRAKES: . . . . . . . . .FS2T/STP/SOM/7562

FUEL TANK CAPACITY IN LITRES: . . . . .454

1. Behind the Mack brand and the “personalized“ front body, hides a 361 TL 6x4, working at Detroit in 1988, in a classic “Michigan Train” combination, with a three axle semi-trailer and a five axle trailer. A modification not certainly appreciated by the many admirers of Brockway, that find in Mack the responsible of its disappearance!

2. Various 361 LL 6x4 were converted in 8x4 by the addition of an axle, quite always mounted in front of the rear tandem. Thanks to the particularly sturdy construction, the 361 had a good market in the state of Michigan, where since always are circulating combinations with the most elevated total weight of all USA, up to 164.000 lbs (approximately 74 t) for combinations till 11 axles.

3. Also a limited number of tractors 361 TL were modified with four axles, for the use in the exceptional transports.

4. Two images of the inside of the cab of the 361 (photo by Hugh Riehlman): the panel with the instrumentation runs along all the width of the cab and is raised compared to the front windshield, restricting partly the visibility.

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Saviem introduced for the first time the range SM in occasion of the Construction fair Expomat of Paris in March 1968: it was conceived in order to replace the old series JM, derivated from the Somua JL19 of 1955. The SM was born thanks to the agreement trade with the German producer MAN, in which Saviem took care of the production of the forward control cab, put to point from both of them, and Man supplied all the engines. The cab, called 860 and entirely made in steel, was used since September 1967 on the new MAN range: tilting up to 60°, was among the most modern of the international production, with large dimensions, larger brightness, with the engine cover that occupied a contained space inside. At the moment of the launch, the SM 240 was the most powerful model of the range: at the end of 1968 was introduced the SM 280 with a 275 hp V8 engine. The range SM stayed in production up to the end of 1977, when it was replaced by the sin-gle model PS30, with the same cab but modified in the interior, in the frontal and mounted in a more elevated position. The tractor SM 240 T was a vehicle of lar-ge success in France: in addition to the described wheelbase of 3300 mm, it was available also with wheelbase of 3800 mm. Both versions on request were avai-lable with the cab in short version. Very few were the exported models: in addi-tion to Belgium, Holland and Switzerland, it was available also in the African’s French speaking countries. For the British market it was prepared a special version known as SM 32.240, characterized by the right hand drive. With the exception of other models of the range, the SM 240 was proposed only in the 4x2 version.

Heavy tractor 4x2 (68-77 F)

SAVIEM SM 240 T

TYPE OF BODY: . . . . . . . . . .Tractor/L

DRIVER’S CAB: . . .Forward Control/R/L/2/S

AXLES:n.2/1/1s - TIRES:2/4 – 12.00R20 20/D

ENGINE:

Type. . . . . . . . . . . . MAN 2156 HMN 6

N°/Cyl.arrang./Cooling system . . . .6/L/A


Displacem./Cycle/Compress . . 10350/4DD/nd

Max.power . . . . . kW 173(235)2200 rpm SA

Max.torque. . . . . .Nm 824 (84) 1400 rpm


Lenght/Width. . . . . . . . .mm 5700/2500

Height min/max. . . . . . . .mm nd/2850

Turning circle/BBC. . . . . .m 13,7/2255

F.overhang/R.overhang . . . .mm 1500/ 900

Wheelbase . . . . . . . . . .mm 3300




Guaranteed rear axle weight .kg 13000

Kerb weight . . . . . . . . .kg 6180

Fifth wheel load . . . . . . kg 12820

Gross Combination Weight. . .kg 38000

CLUTCH. . . . . . . . . . . . . .nd/1DS/SI

GEARBOX . . . . . . .SAVIEM 343-02/ME/10+2

DRIVEN AXLES. . . . . . . . . SAVIEM/DR/nd

SUSPENSION FRONT/REAR . . . . . . BLA/BL+S

BRAKES: . . . . . . . .FS2T/STP+S/SOM/5060

FUEL TANK CAPACITY IN LITRES: . . . . .200

1. SM 240 in rigid truck version, a model very successful in France, often used like truck without trailer, available with 5 different wheelbase from 3800 mm up to 5800, for a maximum length of 10500 mm. It was available also a special version for construction works, with wheelbase of 3800 mm and shorter rear overhang.

2. The SM range had its most powerful version with the model SM 340, equipped with an aspirated engine MAN V8 with 335 hp Sae, introduced on French market in 1973: in addition to the rigid 4x2 version it was proposed also as 6x4, used above all as heavy haulage tractor.

3. The interior of the cab 860, characterized by a large glass surface, the nearly-vertical instrumentation and with the characteristic gearbox lever mounted on the steering column, solution that was object of critics for the little practicalness and that was discarded on the next model, the PS30.

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TB600 is the name of the special tractor that the German firm KFM produced in two prototype units between 1982 and 1983: it was a vehicle of large dimensions do work on poor or non-existent roads. In September 1983 it was exposed at the fair IAA of Frankfurt where it caused much clamour, but the lack of orders forced the KFM to stop the activity already in December 1983. Known with the name of Desert Lion, the TB 600 was characterized by technical and stylistic solutions of absolute vanguard: the final prototype nearly resumed integrally the model created in the first designs of June 1982. The body, made in resistant super steel, had an aggres-sive and elegant design, with an imposing engine cover raised from inside the cab by air pressure. The cab was mounted on four elastic elements: inside were placed three seats and behind there was the space for the rest of three persons, usable also for the transport of other operating ones. Behind the cab was placed the great radiator, the 200 litres tank of drinkable water and the fuel tank, designed to give a range of about 1400 km with a GCW of 90 tons. The traction was on the two rear axles, with the front traction insertable with a dedicated command. Between the many accessories, a switch in the cab to modify the pressure of the tires and two spare wheels behind the cabin with hydraulic system for loading and unloading. The two units produced were taken over by the Belgian society Brec who used it also to produce a greater and powerful version, named TB 800. In 1988 the Brec company was taken over by Mol, that only in 1995 was able to sold one unit of TB 600 to the Algerian company El Amana, that still uses it with the original drive-line in the exceptional transports, also on desert tracks.

Heavy haulage tractor 6x6 (82-82 D)

MOL TB 600 (ex KFM TB 600)


DRIVER’S CAB: . . . Normal Control/F/L/6/S

AXLES:n.3/3/1s - TIRES:2/2+2 –26,5x25 25/D

ENGINE:

Type. . . . . . . . . . . .MWM TBD 234 V12

N°/Cyl.arrang./Cooling system . . . 12/V/A



Max.power . . . . . kW 485(660)2100 rpm DI

Max.torque. . . . . Nm 2500(254,8)1500 rpm


Lenght/Width. . . . . . . . .mm 9300/3200

Height min/max. . . . . . . .mm 500/3500

Turning circle/BBC. . . . . .m 20,5/ nd

F.overhang/R.overhang . . . .mm 2100/1200

Wheelbase . . . . . . . .mm 5050/4100+1900




Guaranteed rear axle weight .kg 2x20000

Kerb weight . . . . . . . . .kg 21000



CLUTCH. . . . . . . . . . . . . . .RENK/CC

GEARBOX . . . . . . .RENK HSV 206 S/SA/6+1

DRIVEN AXLES. . . . . .KESSLER D91/RP/11,9

SUSPENSION FRONT/REAR . . . . . .HP+P/HP+P

BRAKES: . . . . . . .FS2T/STP+M/SOM+R/6384

FUEL TANK CAPACITY IN LITRES: . . . . 1500

The Belgian company Brec, specialized in the production of railway material, with a great experience of the African market, in 1986 was charged from an Algerian firm to realize a vehicle with characteristics similar to those of tractor TB600 produced in 1984 by the German KFM, but with more elevated performances. After having taken all the material that remained of KFM, Brec between 1987 and 1988 produ-ced the TB800, a 6x6 tractor conceived above all for the use on desert lands: of the original Desert Lion it conserved integrally the cab and great part of the body, as well as nearly all the elements of the mechanics. The engine cover was still larger than the one that equipped the TB600, in order to make space to the larger MWM engine. The chassis, totally produced by Brec, could receive also engines from Diesel Detroit, Daimler Benz, Caterpillar and Cummins, with output from 675 to 850 hp. For the transmission also the TB800 resorted to an automatic gearbox of the German Renk, this time with 7 gears, than thanks to the converter could multiply the torque for a factor of 2,5. The Renk gearbox had also a P.T.O. of 408 hp, used for the hydraulic transmission of the special semi trailer made by Brec. Included in the gearbox is also a 200 hp retarder, which operated with a twin exhaust brake. For the use on desert tracks the weight of the combination was limited to 154 t. On the road, the cinematic chain had the abilities to form combinations till 1000 t. The cab, 2450 mm wide, could contain till 6 persons on two rows. The only TB800 pro-duced was delivered by Mol in 1997 to the Algerian company El Amana, than is still using it in the exceptional transports, both as fifth wheel tractor or ballasted tractor.

Heavy haulage tractor 6x6 (88-88 B)

MOL-BREC TB 800


DRIVER’S CAB: . . . Normal Control/F/L/6/S

AXLES:n.3/3/1s - TIRES:2/2+2 –26,5R25 25/D

ENGINE:

Type. . . . . . . . . . . .MWM TBD 234 V12

N°/Cyl.arrang./Cooling system . . . 12/V/A



Max.power . . . . . kW 600(816)2300 rpm DI

Max.torque. . . . . Nm 2950 (300) 1600 rpm


Lenght/Width. . . . . . . . .mm 10290/3700

Height min/max. . . . . . . .mm 430/3650

Turning circle/BBC. . . . . .m nd / nd

F.overhang/R.overhang . . . .mm nd / nd

Wheelbase . . . . . . . .mm 6000/5050+1900




Guaranteed rear axle weight .kg 2x22500

Kerb weight . . . . . . . . .kg 26000



CLUTCH. . . . . . . . . . . . . . .RENK/CC

GEARBOX . . . . . . .RENK HS 227.18/SA/7+2

DRIVEN AXLES. . . . . .KESSLER D91/RP/11,9

SUSPENSION FRONT/REAR . . . . . .HP+P/HP+P

BRAKES: . . . . . . .FS2T/STP+M/SOM+R/6384

FUEL TANK CAPACITY IN LITRES: . . . . 1500

pesanti & eccezionali · oshkosh, besides the two new models expo-sed at eurosatory (p.15),...

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