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The Magirus Deutz ranged comprised many models and variations, to suit many requirements. As a Truck Salesman I soon became aware that, somebody will always need or sometimes just want something different.
Rather than just say No, taking the easy option, I took these special requirements as a bit of a challenge!
Below are some unusual Magirus Deutz Trucks.( most of them my ideas )
I think this is one of the reasons that truck sales is such a rewarding job.
Magirus Deutz Drawbar Oufits were a common site on the European mainland . There were very few RHD UK registered versions. One of my customers was so impressed with his tractor units, that he asked about the availability of a Drawbar Unit for a particular contract but there was no such RHD model available. I took a 232D16FFS 4 x 2 , 38 tonne tractor unit to my local chassis modification man and asked if they could stretch it ? I looked at adding extra standard propshafts and these dictated the New wheelbase (about 5200mm, from memory) , they performed the metalwork, extended services to the rear and fitted a Jost Drawbar coupling. This model already had a front coupling as standard which was useful for shunting. I then arranged for a 24’ platform body with 6m ISO Twistlocks, mounted centrally on the body. The next item needed was a drawbar “dolly” unit which would operate with any suitable trailer.
A New UK model was born, the 232D16FFL, and gave many years reliable service.
This is a similar story to the customer above, in that his previous two Magirus Deutz 232D30 FK Tippers were so good that he wished to carry on with the same make. He needed a short wheelbase, manoeuvrable 16t chassis for a Concrete Mixer unit, for use locally on Hayling Island. The only wheelbase available was 5.5 m, so you guessed it, I got one shortened to 3.8m and so another New model, the 168M16FK had arrived.
This operator has a large fleet of 6 and 8 wheel tippers, including several 232D30 FK’s. One of their contracts was hauling hot tarmac direct to site for immediate application. This involved very little off-road work and with the extra weight of an insulated body, payload was important. The 168M16FL was a good starting point, with its turbo engine it had enough power to run at 24t gross. By shortening the drive line and relocating the drive axle, then adding an air-actuated lifting 3rd axle a very economical tipper with a clear 16t payload was achieved. The 168M24FK 6x2 was so good he bought a matching pair.
The transport of boats usually presents problems to truck dealers and this was no exception. Severe modifications were necessary to enable the fixed yacht keels to drop down between the chassis members to reduce the overall height and the centre of gravity of the load. The first step was to increase the wheelbase from 5.5 to 6.7m and extending the chassis members. Then most of the driveline was re-located under the N/S chassis member. The most drastic work was the removal of all the chassis cross-members between the cab and the axle. The torsional strength of the truck was then reinstated by fabrication of a square steel tube space framework outside the chassis members. This framework incorporated several useful stowage boxes for timbers and supports for the varied shape and sizes of boats carried.
What do you do when an operator has a potential contract to move aggregate from A to B and 6m Containers from B to A. My answer was to go to a tipper manufacturer and ask them to build a tipping skeletal frame, with 6m ISO twistlocks, then build special alloy tipper bodies with twistlock fixings. A 20t payload was possible either way. 20 of these 232D30FK dual purpose trucks were supplied in this valuable order.
The D30FK was a very successful tipper in the UK and developed a loyal group of operators who repeatedly demanded the 3 axle 24/26t version, which was available elsewhere in Europe. This did eventually appear in the UK, but in my opinion, much too late.
Before the D26FK arrived the main concessionaire in Winsford took a 209D14FS tractor unit and added a third axle. I cannot accept any responsibility for this unique 209D23FK 6x2 tipper, except that I sold it to a customer who added it to his Magirus Fleet operating out of his own quarry, near Banbury. Peter Court was a real character and owned an amazing Terex wheeled loading shovel with an enormous 10 Cu.Yd. bucket which could fill his 8 wheelers in two bites !
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Somebody Else's Brainchild
I was not the only person in the UK to arrange heavy engineering work to satisfy the ever demanding needs of customers. This picture was recently sent to me by Bob Moores of Iveco and it represents some very extensive modifications ! As far I can see the Magirus Normal Control chassis cab appears to have been fitted with a set of Railway wheels in addition to the hydraulic crane and what looks like some equipment, to move the Railway wheels into a load bearing situation. If you can offer any further information on this amazing vehicle could you please contact me.
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German-Built Speziells
When it comes to building really special vehicles I could never compete with the Germans.
Here are several genuine "Vorsprung Durch Technik" examples.
With a Deutz BF10L413F 16 litre V10 engine and a substantial Ballast Box, this all wheel drive unit was designed to run at 300 tonnes Gross Train Weight, and pull large loads across desert terrain.
This is an example of fine German engineering, produced about 50 years ago with a very versatile specification, including split tipping bodies to enable off loading to 3 sides.
In addition there is a centrally mounted hydraulic loading crane. I have yet to see another trailer like it.
This Magirus Deutz 315D28FAB was a high specification mixer chassis. As the model code suggests, it
is powered by a V10 engine, it is 8x8 all wheel drive, and also features a twin steer configuration.
A fine example of a 3 way tipper , bodywork by Meiller of Ulm.
A spectacular articulated self-loading container carrier.
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