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Old 24th December 2010, 00:05   #361
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Default Re: The Heavy Trucks thread

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Originally Posted by BaCkSeAtDrIVeR View Post
That said, I am with Tata on "no scaled down prima" policy. Indian buyers will prefer the M800 over better Alto, and the Alto over the A-Star, because the lower priced options are available.
Even Tata got first hand experience of this phenomenon, when they used to offer 1510/1512 with Home grown and Cummins engines, there were more demand for the former, even though the latter are superior.

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Originally Posted by Ashley2 View Post
Take Isuzu its atleast 10 lks less than Volvo - bus the ticket cost is equal to Volvo. This is because the passengers are used for a bus with rear engine and no matter its from brand A or B you pay a cost higher than what it deserves.
Not sure whether the rear engine is the issue or customer is willing to pay higher because it is a foreign brand. We Indians are always willing to pay a premium for the foreign brand. [Just curious, how do you compare the ticket price of SRS Tata Hispano RE for a Bangalore-Chennai with other Volvo operators in the same route? How is the load facter in this route Hispano Vs Volvo?]
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I still believe a day will come when Volvo will really re look its strategy for pricing its products higher.
I agree, but i think it wont be "higher" side, but more lower priced vehicles from VECVL, once it becomes a 100% subsidiary.
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Old 24th December 2010, 07:53   #362
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Default Re: The Heavy Trucks thread

Again I reassert that traveling 700+kms in a day is not just possible, but it is done by operators using twin full fledged drivers and trucks like Volvos and Primas. With the trucks running at higher speeds and for longer periods per day. The higher hp engines are required so as to maintain the higher speeds and quicker acceleration times while not straining the mechanicals. The comfortable cabs are required to have the drivers driving stress free for long periods at higher speeds.

If you look at it, let us say a running time of about 14hrs a day, with an avg speed of 50kmph, will yeild you 700kms. In European countries where driving is easier due to the more organised traffic, these sorts of trucks can do 700+kms a day with a single driver.
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Old 24th December 2010, 14:25   #363
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Default Re: The Heavy Trucks thread

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Originally Posted by teamveevee View Post
Even Tata got first hand experience of this phenomenon, when they used to offer 1510/1512 with Home grown and Cummins engines, there were more demand for the former, even though the latter are superior.
What TML can do is offer high HP engines in available cab/chassis options.

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Not sure whether the rear engine is the issue or customer is willing to pay higher because it is a foreign brand. We Indians are always willing to pay a premium for the foreign brand.
Yes, This is the hard truth which we have to accept.
There are atlest more than 50% of population who never know in which bus they are travellin ( Volvo or Hispano) but they pay the premium amount

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[Just curious, how do you compare the ticket price of SRS Tata Hispano RE for a Bangalore-Chennai with other Volvo operators in the same route? How is the load facter in this route Hispano Vs Volvo?]
Rs.450 - Same cost for a Volvo seater and Hispano betweeen Chennai and Bangalore.Now can any body claim being its Volvo its a high ticket price then what about Hispano
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Old 24th December 2010, 15:27   #364
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Default Re: The Heavy Trucks thread

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Originally Posted by BaCkSeAtDrIVeR View Post
That said, I am with Tata on "no scaled down prima" policy. Indian buyers will prefer the M800 over better Alto, and the Alto over the A-Star, because the lower priced options are available.

There used to be a time when operators choose non-power steering chassis because it was available and costed a couple of quid less. Once the PS became compulsory, the stingy ones could not find drivers to drive their non-PS vehicles, and modified them by retrofitting PS.

BTW, somebody mentioned 800 KM per day. Is that really possible? 500KM travel means at least 2 interstate borders - each with at least 2 check posts - MV department, and sales tax. Each checkpost means at least one hour delay. Add to this the waysaid "chai-paani" wala ustads.
Agree with you 100%.

Sometime back DTC was exploring the option of a small AC chamber for the bus driver in newly ordered non-AC buses but somehow it didn't work out. Perhaps that option could be looked at for truck cabs too since cabs of heavy trucks are quite large and might be requiring a big, FE reducing compressor. Can someone educate me on this?
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Old 24th December 2010, 16:21   #365
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Default Re: The Heavy Trucks thread

I dont think the cabs of heavy trucks are much bigger than that of a family car, though the window area might be slightly larger due to a massive windscreen. But I dont think having air-conditioning will make such a large dent in fuel efficiency. Dont look at it from a bus point of view, a bus has a much larger window area, not to mention the 45 people inside it, which requires a very high capacity air-conditioner. The air-conditioning load of a truck cab is more like that of a family sedan.

The AC cabin is a problem because the operators just dont want to pay for it. And anyway, the cabins in trucks like the Prima are not about the air-conditioner. There is a lot more to the things, both inside and outside the cabin that causes those trucks to be as costly as they are.
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Old 29th December 2010, 13:24   #366
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Default Re: The Heavy Trucks thread

Does anybody know the 'clutch dia' of the Tata Prima and the ALL 'U' Truck? The 'Prima' website had all the details but this. As for the U, almost nothing was available in ALL website
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Old 30th December 2010, 22:02   #367
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Default The Indian "MAN"

Condition of foreign brands in India - MAN CLA 2522 with the traditional load body with wooden reapers.
Its really different to see such things.
The Heavy Trucks thread-p291210_12.36.jpg
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Old 30th December 2010, 22:41   #368
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Default Re: The Heavy Trucks thread

It seems like the propeller shaft is lying on the floor. MAN probably did not expect such levels of overloading.
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Old 12th January 2011, 23:02   #369
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Default Kamaz Vectra - 6540

A first seen in road.
I was really astonished to see the ground clearance at the diff case area. The height was almost same as near the RUPD. Hub reduction axles to the core!
Good piece of engineering!!

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Old 13th January 2011, 08:42   #370
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Default Re: The Heavy Trucks thread

That MAN is not really the man for the job Has the propeller shaft got broken, or the U-joint bolts came off? Anyway, they should've anticipated all this while designing the truck.

Ashley2, could you explain what exactly does a hub reduction axle do? Is it something like a portal axle?
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Old 13th January 2011, 09:50   #371
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Default Re: Kamaz Vectra - 6540

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Originally Posted by Ashley2 View Post
A first seen in road.
I was really astonished to see the ground clearance at the diff case area. The height was almost same as near the RUPD. Hub reduction axles to the core!
Good piece of engineering!!
@ Ashley - What's a RUPD? And could you give a lowdown on Hub Reduction axles like silversteed requested?

Plus, whats's the tonnage and power figures for the Kamaz?
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Old 13th January 2011, 10:10   #372
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Default Re: Kamaz Vectra - 6540

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Originally Posted by smashnerd View Post
whats's the tonnage and power figures for the Kamaz?
Tonnage: 19T
GVW: 31T
Engine: 10.8L V8 Twin-turbo with intercooler, 260hp, 1093Nm
Transmission: 9-speed with 1 overdrive and 1 reverse, ZF make
Suspension: Front - Semi elliptical leaf, Rear - Bogie type with anti-roll bars
Steering: ZF Hydraulic
Turning radius: 10.1m
Tyres: 11R20, 16ply
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Old 13th January 2011, 12:06   #373
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Default Re: The Heavy Trucks thread

RUPD and SUPD are Rear Underrun Protection Device and Side Underrun Protection Device, if I recollect correctly, this was in our syllabus long back.
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Old 13th January 2011, 13:11   #374
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Default Re: The Heavy Trucks thread

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Originally Posted by silversteed View Post
Ashley2, could you explain what exactly does a hub reduction axle do? Is it something like a portal axle?
Hub reduction axles are a special type of axles in which the primary reduction will take place in the Differential case and the final reduction will take place in the axle hubs.
As a result of this the diff case size will be reduced to a considerable size thus increasing the ground clearence. These type of axles are mostly used in mining trucks as they require very high ground clearence and the diff case is the more prone to get damage due to hitting of ground.
But still there are tractors (Eg : Prima 4928) being offered with the hub reduction axles.
Though I have seen many models with Hub reduction axles from Man, Volvo but this - Kamaz was at a extremely high position.
A closer look at them (ALL Hippo)
The Heavy Trucks thread-p081010_08.46.jpg

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@ Ashley - What's a RUPD? And could you give a lowdown on Hub Reduction axles like silversteed requested?
Its told by manishalive.
They are mandated by ARAI - CMVR.
There is one more - FUPD : Front Underrun Protecting Device.
They are fitted to prevent any two wheeler four wheeler getting struck inside the truck during any accident.

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Originally Posted by manishalive View Post
RUPD and SUPD are Rear Underrun Protection Device and Side Underrun Protection Device, if I recollect correctly, this was in our syllabus long back.
Surprise to see that they are in syllabus.
Which course is it from?
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Old 13th January 2011, 14:11   #375
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Default Re: The Heavy Trucks thread

^^^ Ashley2, ok, that gave me a vague idea. But what exactly do you mean by reduction - is it the reduction in the speed at which the axle or wheel rotates, by using some sort of gear mechanism? Sorry if it's a dumb question.
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