חידה די קלילה:
http://www.jeepolog.com/forums/attachment.php?attachmentid=11297&stc=1&d=1218479784
בטח החרגול של ברוך אלא מה
לפי המכלולים יש לי הרגשה שמדובר בסוג של לנדרובר/ דיפנדר
מכיוון שעוד לא ענית, הרישיתי לעצמי לזרום עם האינטואיציה...
הרכב הוא- Esarco 8x8
אין לי הרבה מושג על הרכב אבל נראה מעניין וממש שקראתי יוצרו רק 3 כאלה!
http://www.steelsoldiers.com/index.php?name=PNphpBB2&file=viewtopic&t=16416&start=0&postdays=0&postorder=asc&highlight=
בטח יש עוד לא מעט חומר, אבל זה לא רע בשביל אינטואיציה... :)
אכן, Esarco 8X8, מבוסס במקור על מכלולי לנדרובר, ואכן מאד דומה לקונספט החרגול של ברוך, זה מה שמשך את עיני בתמונה. יוצרו כנראה אותם שלושה באנגליה, בתכנון המקורי, שאחר כך נקנה על ידי חברה אמריקאית ויוצר בכמויות סבירות יותר. החידה קלה כמובן כי כל חיפוש של המושג 8X8 בגוגל אימג' מייד מעלה את הפתרון...
מגדלי הקפיצים, הסרנים, מוטות הרדיוס, תיבות ההעברה, הכל בבירור מבוסס או מושפע מלנדרובר.
The Esarco eight wheel drive (8WD) was developed in the early 1980's by Major Michael Somerton-Rayner. The first Esarco was based on standard Land Rover 110, (later called Defender) engine, transmission and axles. The front and rear axles steer - in opposite direction - which made for a tight turning circle, a concept seen on the AEC road train as far back as the 1930's.
Two full-time four wheel drive Land Rover transfer cases were used, mounted back to back with the first driving the second through their power take-offs by a dog-clutch and a short drive shaft. The first transfer case drove axles one and three and the second transfer case drove axles two and four. The axle differentials being offset, the prop-shafts could pass neatly over the intervening axles on their way to the appropriate differentials. All in all there were six differentials - four in the axles and two in the transfer cases.
Early Esarcos used the Land Rover 3.5L V8 engine. On the road, the second transfer case was disconnected and the vehicle became an 8x4. Offroad, the second tranfer case was connected to the first, making an 8x8. The Land Rover transfer cases contained a "centre diff'" for full-time four wheel drive and were equipped with diff' locks.
Land Rover coil-spring suspension was also adopted frpm the Land Rover 110. A ladder-frame chassis and a simple forward-control cab structure completed the picture.
At some stage the concept was taken up by Stewart and Stevensonof the USA, becoming the ESARCO SS300 Part-time 4WD transfer cases were adopted and pictures show free wheel hubs fitted to axles 1 and 4. Engine options became a 7.3L V8 diesel engine or a 6-cyl petrol engine.
Although intended as a "utility" 8x8, at least one Esarco was prepared for racing! In 1991 Jacob Westerfeld and Michael Amiralay prepared this Esarco (left) for the Paris to Capetown Rally, also aiming for the Paris Dakar Rally.
Stewart & Stevenson SS300
At some stage the concept was taken up by Stewart & Stevenson from Texas, USA, who renamed it the Esarco SS 300.
Part-time 4 wheel drive transfer cases were adopted and pictures show free wheel hubs fitted to axles 1 and 4.
Engine options became a 7.3 litre V8 diesel engine or a 6-cylinder petrol engine.
Although intended as a "utility" 8x8, at least one Esarco was prepared for racing!
In 1991 Jacob Westerfeld and Michael Amiralay prepared this Esarco (above) for the Paris to Cape town Rally, also aiming for the Paris Dakar Rally.
SS 300 Specs:
The SS300 has all terrain capability, but can be used on road - at speeds of up to 60mph.
Forward control truck, 2-seats, 2-doors
Length: 5588mm (220in), Width: 2311mm (91in), Height: 2362mm (93in)
Wheelbase: 3302mm (130in)
Ground clearance: 249mm (9.8in)
Approach angle: 45 degrees
Departure angle: 50 degrees
Weight: 4036kg (8900lb) (unladen), GVW: 6304kg (1390lb), payload 2268kg (5000lb)
Cummins BT 5.9-160, 5.88 litre diesel, 6-cylinders, turbo-charged.
Power: 119kW (160hp) at 2500rpm, torque: 542Nm (400lb-ft) at 1700rpm
Transmission: Eaton/Fuller FS-4005a 5-spd manual (8.05:1, 4.35:1, 2.45:1, 1.48:1, 1.00:1, rev 8.05:1), Two Fairfield 2-speed transfer cases (hi 1.0:1, lo 2.21:1), selectable 8x4 or 8x8
Axles: Data Model 60, track-lok LSD, ratio 3.54:1
Suspension: live-axles and coils
Brakes: disc
fuel-tank: 121 litre (32 US gal)
In 1997, the SS300 was still being produced, but production of this machine has by now stopped (2007)
Rumour has it that the machines were very front heavy, especially under braking.
The last batch of around 40 vehicles were dismantled rather than sold due to their instability at on-road speeds, made worse by their front and rear steer configuration.
This restricted the usefulness of the machines to slow-speed use, for which there was not enough of a market to continue production.
http://www.lr-mad.co.uk/images/SS300RQ.jpg
SS 300 8x8
HUGO 8x8
The Esarco concept was also bought by UK based MWG Group, which refined the design but was put into administration.
The 8x8 was purchased by the ex MD of MWG, Mike Hearn and a new company, H.U.G.O. All Terrain Vehicles Ltd.
This company built final prototypes and type approved the 8x8 in 1991.
http://www.lr-mad.co.uk/images/hugo8x8.jpg
HUGO 8x8
The vehicle was named HUGO (heavy use-global operation).
This machine pictured above was sold and used daily.
Production was stopped after three prototypes and the one production unit were made.
Attempts have been made to bring the vehicle back into production, but we have no evidence that this was successful.
It may still be available for overseas licensed production, however.
The HUGO 8x8 differs considerably from the Stewart & Stevenson machine, the HUGO being more obviously Land Rover based, and having a crew-cab style.
The company had established early on that the possible users would want to carry a crew.
Army gun towing, re-supply, emergency aid relief etc. - all of these usually need to carry a useful load off road and also carry the operatives.
As a result, they made the 8x8 a diesel engined vehicle for better fuel duration and fitted a Perkins four cylinder Phaser 110.
They also fitted an automatic Chrysler A727 gearbox and a Land Rover LT250 transfer box driving four specially made wider and stronger axles.
The body was made as a rigid frame structure and all suspension was coil with double acting shock absorbers.
The cabin was constructed on a rigid square steel frame providing roll over protection.
It was a four-door four-seat cab.
There is room between the rear seats for a fold-down bench seat for two more passengers, or for an access door to the load deck.
HUGO 8x8 specs:
length: 5370mm, width: 2200mm, height (cab): 2360mm
Load deck dimensions: 2200mm x 2770mm, top of load deck: 1170mm
Unladen: 3550kg, GVW; 5550kg, Gross Train Weight: 7550kg.
Track: 1826mm, clearance under diff 260mm
Ramp angle 90 degrees, approach/departure angle 45 degrees.
Wheels 15.5", tyres: Trelleborg 305x75x16.
A 6x6 variant was designed for the Portuguese paratroops, and a number of these built.
This model is also discontinued.
מתוך
http://www.lr-mad.co.uk/esarco.html