Steve
Evening Gentlemen, my family have treated me to a new computer, and( what looks like a luddites nightmare), thing called amongst other things a scanner. They tell me (with a smile), that “it” is easy to use, and I will be able to install it in my new office, (cow shed), when I have finished it!! and will be able to put my photographs on the computer, and then burn the hard copies and save space for “usefull things”!!
Having spent a hard day spraying, and staring at a computer image of my fields, instead of at Shropshires finest landscapes…well I`m not so sure, but we will see…eventually.
Thinking about all this, (to me), high tec equipment, rolled my mind back to 1981, and the Project Virages, a practical, and meaningfull forward engineering and design project, that actually delivered a real outcome, for a product range to 15years hence.
The objective was to deliver actual practical results from a design and engineering project. This by “integrating” theoretic ideas, and forms into actual “experimental” vehicles. Note the emphasis on delivering practical benefits.
So what was it? The project title was, Vehicules Industriels Recherche Ameliorant la Gestion de LEnergie et la Securite, (Industrial Vehicles research to improve energy and safety management). Project budget was , (1981 FF equivelent), 150 million A cost partly funded by the French Governments Department of Transport, and Energy. This was a "national" project, to benefit France, delivered by Frances National Manufacturer of Industriel Vehicles Renault.The project period was for 6 years, 1981/1983, (delivery of concept vehicle). 1984/1987, (refinement of concept into a practical form).
What were the objectives? 27/32% saving in fuel used to move a 38tonne total weight vehicle, ( the average in 1980 was calculated at 40/45litres per hundred kilometers), therefore the projects nominal target was 30/35litres maximum. The project was tasked with a potential 40% saving by 1987. 1980 research indicated that, (in France), fuel useage amounted to 25% of operating costs. A substantial rise from the 1977 figure of 16/17%!
The fuel useage was a webb of interwoven factors, the drivers habits, the load factor, the overall design of the complete vehicle, tractor and trailer, (a design study unique to this project over all others instigated by major manufacturers, most had concentrated on rigid vehicles, and had only streamlined their tractors, not the trailer portion…“it a`int ours sir”
The Government demanded safer heavy vehicles, thus ONSER, ( Office National de SecuritieRoutiere), national road safety office, demanded the project deliver a “safer” heavy vehicle, both in terms of all road user s, and the driver himself. Oh and that the driving enviroment, “should lack nothing over a luxury car” (Seddon 400 anyone)!!!
The noise level generated should be no more than 80 decibels, similar to that of a Renault 20 motorcar, and widely regarded as the “norm” that would be set for European Economic Community Countries. (in tests a "quiet version of the TR280 4x2 recorded 88decibles, standard ran at around 88/92, mainly from tyre noise).
Thus the Virages project from the start was multi faceted, and regarded the total combination as one unit, tractor and trailer.
So what happened?
1986, and the world saw the concept Virages…and at this point I cannot understate just how practical this concept vehicle was! You could get into it, sit down, and drive it. The trim in the cab was “factory finish standard”, the vehicle started, drove, stopped, (and how with Bendix full air disc anti lock), and as an "integrated tractor and trailer she looked futuristic, but practical.
VE10, really “broke cover” in 1984, often seen sweeping with almost quiet contempt around the 20km track at La Valbonne. Even in her first outings she was sensational, fast, smooth, and so quiet. A 6x4 tractor, with a single tyred 16tonne ,bogie, suspended via nitrogen/ hydraulic cylinders, a forward set 6tonne front axle, (pure US), firstly on steel, then later on composite springing, running on forged Alcoas shod with Michelin 315.80.22.5 low profiles. An all aluminium chassis, (Mack had an input), cradled “our” new 06.20.45 9.8litre six cylinder. Put together with care, the only major modification being tubular con rods, careful matching of turbo, and injection, boasting 42% thermal efficiency, and a genuine 320DIN hp at 2000 rpm. Some motor, with some transmission behind her. The first version to be automated of the B18 Boutheron gearbox.
Why auto ? One of the major concerns of the amiable Henri Morlaas, and his design team behind VE10, had been the 15% average difference in fuel consumption recorded by monitoring different drivers performance, when driving the same vehicle. How to remove this margin of error for the “fleet” user? Automate it! ( with a manual over ride facility). I personally drove VE10, twice, once in 85, and once in 86. On my first “event”, at La Valbonne with Henri, he chided me for being"a lorry driver", and relishing the challenges of anticipating the right gear for any given circumstance. That was , (according to Henri), not cerebally correct…let the machine calculate for you…it is clinical! From memory, upward changes happened at 1500rpm, bang on the torque curve. The second, just outside the works at Saint Priest, and the “brain” failed to calculate the correct gear to exit a junction, Henri, and also Jean Thiery, (the big cheese responsible for R&D), were with me, but the dry comment came from one of the convertible seats at the back of the cavernous cab, occupied by the “battle worn tester” Patrice Quitaud. “It sometimes does that…but we are working on it”!!! Has anything changed with auto`s■■?
Now, that cab, (or living space to be more precise). Curvatious, elegant, blending into the aerodynamic trailer, built by Saviems, (not me…the company)! old friends Atelliers Saint Catherine, using a basic Cargoroute box body. This having full sideskirts, and a rounded rear profile, which folded out in a simple fashion to expose standard ISO type doors. The tandem bogie was literally right at the back, and braking was 1980s drums! As part of the “concept”, the box and vehicle had been created to achieve maximum stability, and maximum load volume at 4metres overall hight, hence an overall length of 16.75metres , (for which dispensation was given so the “concept” could be utilised and proven in real, not test track conditions! And she was out on the roads a lot, and did she turn heads!
VE10 spent a lot of time in the wind tunnel at Saint - Cyr l ` Ecole, which resulted in a concept vehicle with a frontal area of 92 sq metres, (approx 103sq ft), having a drag ratio of 0.31!! Certainly on the test track at La Valbonne, if you lifted your foot the old girl hardly slackened speed!! (Hence the air/disc research)!!
That cab,…climb up a staircase to reach the sliding door access, walk in , past the two seats that converted into beds, and sit behind the wheel. Glazing extends down to the floor at the front, (and the floor was 1.7metres from the ground)! Yet as the driver you could see a pedestrian less than 2metres in front of you, or a vehicle/cyclist right along side you! It was well trimmed, and quiet as a library on a sunny day! And once you realised that the steered axle, (same set up as the TRs), was right at the front, and the trailer bogie right at the back…well she rode and handled well, with a firm, but not hard ride, and better steering feed back than the TRs.
If the cab characteristics sound familiar, well…then you have driven a Magnum, son/daughter of Virages. Truly a concept that was worth all the effort!!
1990, then VE20 was created to carry research further. But rather than the composite panels, on a steel frame cab of the VE10, the basic Magnum shell was used! But by then I was long gone from Venissieux, and I understand from the few colleagues that were left in the organisation that VE10 was simply parked up at Saint Priest, her job was done.
I shall away to the Bollinger to reflect upon her sad end, but you know her daughter, the Magnum with the Mack 16.4litre 503hp V8 was a real “rorty” motor, (and not quite what amiable Henri Morlaas had in mind as an end product…or was it??
Cheerio for now.
Thanks once again Saviem for sharing your memories with us - I look forward to seeing the new scanner used in anger 
Here are a few images of VE10 an exterior and interior of VE20 and a couple of Radiance.
Steve
GLC 6 RM3 livestock body.
That’s a lot more down to earth Michel!
Jazzandy:
That’s a lot more down to earth Michel!
Evening all, jazzandy, totally correct, but both came from the same enginering “family”.
The reason that I spent so much time at Valbonne, was to try to sort out with our engineers the right specifications for the Mack Midliner. Mack had no experience of the market that we were shooting at, and quite frankly the first shipment were real “Lemons”. Not in terms of quality, but just silly things…seat adjustment, steering wheel rake, side light positions, and wheelbase choices!
Even trying to generate a client target list was hard work…but what Mack people lacked in that market, they made up for in drive!! But like you, I was no lover of the American Management techniques…or their blind spots!! But there was a tremendous synergy between Jack Curcio, (CEO Mack), and Francoise Zanotti, and had these two men been given total freedom…well I do not think…, no…I know, that Volvo would never have “got their nose in”!!
I apologise for going away from “pure” Berliet in my posts, but I have great affection for the people that I worked alongside at Venissieux, Saint Priest, Suresnes, and Blainville. As I have for the whole French lorry industry, (even though as our own, most has sadly gone forever)!!And they were really “Berliet” people, (as I was told on many occasions)!! Now has there ever been a more handsome range of lorries than the GL Berliets?..but then of course there are the big Unics, and the AEC engined Willemes…It`s like having to choose between Piaf, or Bardot…impossible!
Salut, Cheerio for now.
Steve
Berliet GLM 10 R with Eberspacher turbo from 1958. The engine is still with indirect injection from Ricardo licence.
neversweat1:
10
Steve
Which model is this?
[zb]
anorak:neversweat1:
10
Steve
Which model is this?
I believe these are Berliet TBO tractor units 
Steve
[zb]
anorak:neversweat1:
10
Steve
Which model is this?
Evening all, Anorak, Steve, they look to me like TLMs, with the “Recardo” 14.8litre engine. Areal “rouler”. The whole TL, TB, and GB are visually very similar. The TBOs that I had experience of , were all with heavy haulage men, Scales, Zucchoni, Stag. And what lorries, real “heavy hitters”, often used as back up to more modern units, such as Willeme TGs, and even TRHs, but eminently capable of 120tonne plus work. Many had the “standard mod” of a re-engine with a big ■■■■■■■■ and away they went again! I think that there is a preserved GB in the blue livery of Transports Deouecker, still being shown in France. Gentlemen, French shows are a real delight, and so “inclusive”, they do not have the competitive edge, more a genuine sharing of the passion of older vehicles, and the food available makes the UKs offerings …pure cardboard!!!
Now Steve, your posting of today…Transports Onatra were my “personal” Fleet client. What a company…surounded by , by whispers, “who are they?, where does their money come from?” by falsehoods! Once I contemplated starting a thread dedicated to Onatra, then thought that there would be little interest. The stories surrounding their various operations, their expansion, and eventual demise were legion. Chemicals, dry freight, refrigeration, they were in everything. The camerarderie within the company was tremendous, and still today the annual reunions take place, and I am priveleged to attend…though sadly we become fewer ! And their fleet was very large,(and had it actually have gone into production the Rolls Royce Saviem would have figured), for “they” loved her, Magirus, Saviem, Berliet, from Maroon to Yellow, and the head office at Vitrolles …spectacular. What a company!!! One day maybe I should let my memories unwind, and put them down, Onatra…some company!!
Well, a long and wet day…so I`m away to my repast, and a little of my Bollinger,Steve, your photo collection is magnificent, thank you for sharing them! Just remembered, LOY467V, (I think), went to Peter Baulch, at Chard Somerset, for Chard and Axminster Transport, (or did it go into the Charles Neal fleet)?
The Bollinger will help my recall, Salut, Cheerio for now.
Hello All
I agree it’s difficult to tell between the TL. TB & GB ranges Onatra sound an interesting company Saviem - Some more stories to follow perhaps 
Steve
Your bound to know of this site Saviem
onatra.net/ (French version)
onatra.net/indexanglais.html (English version)
Seeing the later lorries on the site in the yellow with the red band made we remember the company.
Regards
Steve
Hi Steve, can you see why Onatra were my favourite fleet client!! An incredible company, they gave opportunity to many young men, and women, who would never have had the chance to do the things that they went on to do without their background in Onatra.
People that you never forget, and real cameraderie, that has lasted post Onatra. I will try to put some of my recollections down, (but not today, were busy harvesting grass for sileage, and a lot of acres to do)!
Cheerio for now, (Onatra fleet, 1978, 315 Saviem,204 Magirus,120 DAF,and about 20 others…but they got much larger, 300 Berliets by 1980)…funny how things jump into ones mind…and about 1000 chemical tanks, plus a similar number of tilts…and then there were the PS30 Saviems…oh by the way, Im on a couple of the “lunching” photos!!