Hallo, I think that more have driven in Britain as here,of course Britain is bigger but you saw them.
And here you were Lucky to see one a week or it wasa Chambers and Cook with it’s Belgian depot.
Cheers Eric,
Evening all, Tiptop, Chambers and Cook from sunny Birmingham, again his words…was run and owned by my old friend Pat Blackburn, (RIP). Yes that was his Steyr that you saw, he also owned the very first Seddon European, (not so good…his words), and the very first TR280 sold by Renault Truck and Bus, in the UK, (as opposed to Berliet-Citax), much better …but Pat liked his DAFs…(and a good few years before his Guy Big Js. He got me into them…flying machines on the level, but show them a hill…!
Hocke PVBA, Alfons Gossetlaan, Groot, Bijgaarden, (if my memory serves me correctly). A fair sized company, not just Steyr, (did they assemble some with the Flobby cab)?, but Pacton-Hocke, MAN -Hocke, (yes they sold the small SG Saviem, in MAN badged form, as a Hocke-MAN, but imported from Saviem the `68 onward Saviem “European”, (the SM heavy range), as well as asembling Seddon lorries and buses for Belgium. A very substantial company, and nice people to work with. Belgium really wa a fantastic place to work, and such a diverse market.
The 91 series Steyr`s that we are really talking about were an interesting mix. Steyr was a relatively small company, building around 6000 units per year in the 80s. They could market a very diverse range, all built from standardised modules. For the third world, a simple construction, no frills, but employing “stripped” versions of the European product, for other markets bits were added/deleted to suit that particular market. One feature that I remember from my own 4 wheelers was the totally flat chassis/crossmember construction, and the low nett weight for a European product.
Steyr exported well, Africa, South America, and of course China. Through the original Steyr-Daimler-Puch operation they collaborated with the PSA Groups Peugeot arm to equip the French army with lightweight 4x4s. Plus of course the Mercedes G Wagon, and their own Haflinger. The experimental MAN X90 incorporated in its design many Steyr features, (not the least being the chassis construction and design).as I think will most who had their own cash invested in them…but in the UK they were, (through no fault of their own), short lived. Wonder what eventually happened to my two 4 wheel fridges, F950, and 951 RWS? They were super lorries!
Cheerio for now.
Personally I rated them as engineer lorry builders, .
Martin Hayman from Burlescombe in Devon ran at least 5 tractor units at one piont, i think apart from rust he had good service from them. The look of’em has grown on me over the years.
One of the few Steyr 1290 sold in France by M.A.M in Trappes close to Paris. Registred in 1969.
The design of the cab was from Louis LEPOIX who also drew for Bùssing, Henschel, Magirus and the famous Berliet TR 300.
michel:
One of the few Steyr 1290 sold in France by M.A.M in Trappes close to Paris. Registred in 1969.
The design of the cab was from Louis LEPOIX who also drew for Bùssing, Henschel, Magirus and the famous Berliet TR 300.
It was certainly a striking design for 1968. By the time they were imported into the UK (late 1980s), the fashion for sharp-edged vehicles had passed, so its appearance would not have helped sales here. However, it outlasted all the Dutch, German and Swedish designs of the 60s and 70s, so that is an enviable achievement. The oily-fingered fraternity may dismiss designers as “felt-tip fairies” but, by creating something which achieves a production life of double the norm, how much money did M. Lepoix save his employers?
Evening Gentlemen,…ah michel, you draw our attention to a designer, perhaps the equal of Phillipe Charbonnix, in, Louis Lepoix! Unlike Charbonnix his designs were based on function rather than form. Less stylish, but far more practical.Yet I thought that the KB24 cab from Berliet, in its original form was modified by Charbonnixs studio, prior to being passed on for production by the Engineering side of Berliet. Even though the Stradair, (and Charbonnixs projected designs for the new, post Relax Cab, heavies), had been rejected by Engineering, I understood that Charbonnix was involved in a review of Lepoix`s designs for the shell that became the KB24. But I am relying on “word of mouth” responses to my questions when I was posted to Venissieux in 1975.
But to return to Steyr, and its design/engineering doctorine of “in house” is best. Steyr, (for the vehicles, from castings, machining, and assembly, were built/created in the town of Steyr)! Steyr had assembly plants in Greece, Spain, Nigeria, and arguably their pinnacle, and demise a CKD plant in China. Where they had defeated the might of Volvo, and Mercedes to this poissened chalice of a market!
What was Steyr?
A partially state owned group, totally dependant on its funder,Hannes Androch CA, marketing, and producing, in all of their elements, off road/highway vehicles, Pinzgauer, Haflinger, and with Mercedes Benz, the G Wagon. A truly excellent range of Agricultural tractors, (in the 80s incorporating ground breaking electronic engine controls, oh, and pedal cycles, and mopeds…satellites…quite the market leading PSV and coach designs, plus our interest the humble lorry!
But what a range, the in house modular design enabled Steyr to market its design ethos in third world as well as European Markets. The strongest of the latter being Austria, (obviously), Switzerland, the Benelux, (see my, and tiptops posts),Greece, and Germany. By the late 70s sales operations were established in France, the UK, Sweden, North America, South America, Denmark, Spain , Greece, and latterly the UK. Over 60% of Steyr production was exported, and this had reached over 80 000 units by the early 80s.
The vehicles, what a range from such a low volume manufacturer…and in house design was the key mantra. Early 80s Steyr had two key engine ranges, the 9…7 litre turbo 6 cylinder @260hp, and intercooled @280hp, with pure hi torque rise characteristics, then as per Anoraks illustration, the range topping 11.97 litre V8 twin turbo, direct injection power plant giving 330 hp, and 900lb ft at 1400rpm, (but flat between 1300/1800 @880 lb ft), in its day impressive, and driveable, (40kph, the Austrian HGV limit, @1300rpm). Transmission was mainly via the ZF Eco Split 16s 130 box. Now how did Steyr get reliability into the cubic capacity that defeated so many in V form, not least Berliet, and AEC!!!
But it was that "odd looking " cab that really showed Steyrs pedigree. The same basic shell was available from the third world export model, right through to the top range V8, via the mundane 13 tonners, and my own modest 17 tonne 4x2s. Let alone the really exotic articulated 6x4 with a Steyr 20ft tipping trailer…that on site could be “locked” as a rigid, the rear single axle becoming electronicaly steered, and the on highway 32 tonne artic, (the Austrian maximum weight in the 70s/80s,) being able to be used as a rigid 8x4, (axles 2&3 being driven, 1&4 steered, as manoueverable as a 6x2, but with massive payload advantage.
The basic simple cab structure was retained in the top line high roof tractors. The cut away roof panel being the key to the structural integrity. As gb1 has told us the cab was good, the fit and finish was excellent, and because of the modular design, and consideration towards the driver in terms of insulation of the fibreglass upper portion, comfort was paramount, but without the weight penalty.
When I was part of the team negotiating with Hungarocamion in the 80s for a rather large fleet replacement order, I was taken to see their in house works in Budapest. Impressive, but of real interest was a High Roof Steyr tractor, on 6x4 guise, covered in dust at the rear of the workshop, that on enquiry I was told was a 550hp V12 adapted from the V8, and I was told, (with a broad smile), a real goer…but far too expensive…as was the "budget V10…at a mere 440 hp…that was 1981!!!
Steyr, I rated them, MAN killed them, as they did with Bussing…Barstewards!!!
Well Im away to the Bollinger…(and wonder if my old electronic machine will mutilate this post as it did my last one…well here goes!
Cheerio for now.
A.ONE had one on long term loan i am told it was a good vehicle and the driver loved it refusing upgrades to a Volvo
I think they look great!
a Steyr Truck Still Working seen on the 13 2 14.
captmarvel:
a Steyr Truck Still Working seen on the 13 2 14.
LOS?
Hey, you never know a right hand drive Steyr for sell about 3500 euro on Internet.
Eric,
This first one has an Eaton Twin-splitter, is still on the show circuit and is very well thought of, according to
another write-up (I think on Biglorryblog). The units in the 2nd and 3rd pics down also have a Twin-splitter in it (maybe they all did!). Robert
Excellent Thread…
I note that ROF (in a posting in October 2013) referred to a STEYR/ERF connection.
The first (and I think, the only time) I saw a STEYR, it was a horse-box. My first thought was that it had an ERF look about it:
Many moons later, I saw a couple of unusual ERF trucks. In both cases, my first thoughts were … that they had a STEYR
look about them:
According to the 1974 edition of the CVs Observer’s Book, the Steyr 1490 (same cab but previous model, I think, to the 91), had a 350-bhp supercharged V8 diesel with "8 forward and 1 reverse constant-mesh gearbox, plus one crawler gear for extreme hills.’ This sounds suspiciously like a 9-speed Fuller! Can anyone confirm? Robert
Here’s an old 1490 unit:
Bonneted Steyr in Germany.
