Kenworth K100 Aerodyne

Saturday 15 May 2021

Kenworth Trucks, Inc. is an American-based truck manufacturer. Founded in 1923 as the successor company to Gerlinger Motors, Kenworth specializes in production of heavy-duty (Class 8) and medium-duty (Class 5-7) commercial vehicles. Headquartered in Seattle suburb Kirkland, Washington, Kenworth has been a wholly owned subsidiary of PACCAR since 1945, operating alongside sister company (and marketplace rival) Peterbilt Motors.

Kenworth marked several firsts in truck production; alongside the first truck produced with a standard diesel-fuel engine, the company introduced a raised-roof sleeper cab, and the first heavy-duty truck with an aerodynamically optimized body design. The Kenworth W900 has been produced continuously since 1961, serving as one of the longest production runs of any vehicles in automotive history.

During the 1970s, the company underwent further expansion, adding an all-new facility in Chillicothe, Ohio, in 1974. Kenworth added two new product lines in 1972, adding the C500 6x6 severe-service conventional and the Hustler low-cab COE (developed jointly with Peterbilt and produced in Canada). The same year, parent company Pacific Car and Foundry adopted its current name PACCAR.

Coinciding with the 50th anniversary of the company, annual Kenworth sales exceeded 10,000 for the first time for 1973.

For 1976, Kenworth launched a flagship customization series, the VIT (Very Important Trucker) with a high level of interior features; distinguished by its skylight windows, the Aerodyne sleeper cab was the first factory-produced sleeper cab with stand-up headroom (for both the W900 and K100). To commemorate the American Bicentennial, the VIT series was introduced in a limited-edition series of 50 (with each truck named after a state).

In 1982 and 1984, respectively, the W900 and K100 underwent their most substantial revisions, becoming the W900B and K100E. While visually distinguished by the adoption of rectangular headlamps, the updates were centered around upgrading fuel economy, road handling, and reliability.

In 1985, the Kenworth T600 was released by the company; in contrast to the W900, the T600 was designed with a set-back front axle and a sloped hoodline. While the latter initially proved controversial, the combination improved aerodynamics, fuel efficiency, and maneuverability. Intended as an expansion of the Kenworth model line, the success of the T600 would lead to the introductions of similar designs from multiple American truck manufacturers. In 1986, the T800 was introduced, adapting the sloped hoodline and set-back front axle for a heavy-duty chassis; the shorter-hood T400 was introduced in 1988 as a regional-haul tractor.

In 1987, Kenworth introduced the Mid-Ranger COE, its first medium-duty truck. Shared with Peterbilt, the Brazilian-produced Mid-Ranger was derived from the MAN G90 (a wide-body version of the Volkswagen LT). In 1992, the Mid-Ranger became the K300, as PACCAR shifted production to Sainte-Thérèse, Quebec.

In 1993, Kenworth opened its facility in Renton, Washington, as its third United States assembly plant.

In 1994, the T300 was introduced as the first Kenworth medium-duty conventional truck, adapting the T600 to a lower-GVWR Class 7 weight rating. The Aerocab sleeper was introduced, integrating the Aerodyne II sleeper cab and the drivers' cab as a single unit.

In 1996, Kenworth introduced the T2000 as its next-generation aerodynamic conventional. While not directly replacing the T600 and W900, the T2000 was a completely new design (the first from Kenworth since 1961). The first "wide-body" Kenworth conventional, the model shared its cab with Peterbilt, distinguished by its bumper-mounted headlamps.

In 1998, parent company PACCAR purchased British truck manufacturer Leyland Trucks, two years after Dutch manufacturer DAF Trucks (the two had been merged as Leyland DAF from 1987 to 1993). Within PACCAR, DAF would develop COE trucks for Kenworth and Peterbilt.

Technical data:

- engine: V6

- capacity: 14000 cc

- horsepower: 350 HP

- gearbox: 10+1

- top speed: 110 km/h

Kenworth Bullnose 1950

Saturday 15 May 2021

The first new post-war Kenworth's truck with cab over the engine layout was the range 500. This version used doors, roof elements and chassis from conventional models of 500 series. For the original shape of the front end the truck received nickname "Bull-Nose". Interestingly, the cab of the truck didn't tilt, and was rigidly fixed to the frame. Service of the engine was either from the cockpit or below. Cabin was available in both day and sleeper version. The range included model 521 (4x2), 523 (6x4) and 524 (6x2).

Technical data:

- engine: V8

- capacity: 5000 cc

- horsepower: 420 HP

- gearbox: 5+3

- top speed: 80 km/h

 

Ford LTL 9000

Saturday 15 May 2021

The Ford L-series (also named Ford Louisville or, for the 1990s aerodynamic models, Ford Aeromax) is a range of heavy-duty trucks that were assembled and marketed by Ford between 1970 and 1998. Ford had been producing their "Heavy Duty" trucks since 1948 and their "Super Duty" lineup since 1958 marketed by various GVW ratings. Truck weight classifications 1-8 were a new concept brought about by the DOT National Highway Administration. The first dedicated Class 8 truck produced by the company, the L-series range replaced the F-series "Super Duty" and N-series (short conventional derived from the F-series). Produced as both straight trucks and semitractors, the Ford L-series encompassed a wide range of models through the Class 6-8 GVWR ratings in medium-duty, severe-service, and vocational applications. The line would become one of the most popular series of trucks Ford ever produced.

The L series was produced in the Kentucky Truck Plant near Louisville, Kentucky, which gave rise to the nickname "Louisville Line" trucks; as part of a 1996 redesign, part of the model line officially took on the Louisville nameplate.

Following the sale of the Ford heavy-truck line to Freightliner in 1996, the L-series was discontinued by Ford at the end of 1998. Freightliner would concurrently take over production of the Ford L-series, opening its Sterling Trucks subsidiary; the L-series became the Sterling A line, Acterra, and L line, remaining in production until 2009 when Sterling Trucks closed operations.

In 1963, Ford produced its first short BBC conventional with the introduction of the N-series Super Duty, supplementing the Super Duty models of the F-series. As Ford did with the H-series cabover (derived from the C-series and nicknamed the "Two-Story Falcon"), an all-new chassis raised the cab upward; while sharing its grille with the H-series, the N-series shared its cab with the F-series pickup trucks.

By the 1960s, Ford sought to modernize and streamline its heavy-truck line. In 1961, the heavy-duty F-series (F-750 to F-1100) became a larger, separate model line along with introduction of the all new H-series Linehauler. In 1966, the H-series was replaced by the all-new W-series cabover. In a change from adapting the F-series to become a heavy truck and to replace the N-series, Ford began design work on an all-new truck range, which became the L-series. With an all-new heavier-duty chassis, the L-series also featured a larger cab; to improve serviceability, the design included a front-hinged hood.

For 1970, the L-series was introduced in four size ranges, two hood lengths and grille styles, and with single or tandem (denoted by the "T" in the model designation) rear axles. Powertrains included a wide range of gasoline and diesel engines, based on GVWR.

In 1971, Ford introduced a set-back front axle configuration. For the rest of the 1970s, the L-series saw few major changes. In 1976, the LL/LTL-9000 was introduced. Designed as a truck for long-haul drivers, the LTL-9000 was a competitor to the GMC General, Kenworth W900, Mack Super-Liner, and Peterbilt 359. Fitted with a set-forward front axle and a longer hood, this version had more room for larger powertrains. In 1978, Ford gave the LL/LTL-9000 its own grille and headlight styling, including one of the first uses of the Ford Blue Oval in North America.

Although the L-series would see few revisions throughout its production, elements of its design would see use in other Ford vehicles. In 1974, the W-series cabover received a larger grille similar to the chrome version on the L series. For 1978, the F-series/Bronco grille was given a similar egg-crate grille pattern. In the 1980 redesign of the medium-duty F- series, the hexagonal shape of the grille was carried over; it is a theme used in all Super Duty trucks since their 1998 introduction.

In 1984 (as 1985 model year), the rest of the L-series became one of the last North American Fords to adopt the Ford Blue Oval; as with the LTL-9000, it was placed above the grille. In 1988, the L-series changed its grille design from an egg-crate design to that of horizontal chrome bars; the Ford Blue Oval became centered. In addition, rectangular headlights became standard in 1991.

1992 saw the introduction of the set-back front axle version of the LL/LTL-9000, designated the LLS and LTLS-9000, along with the corresponding Aeromax versions that had more aerodynamic bumpers and optional chassis skirting.

Technical data:

- engine: V8

- capacity: 9300 cc

- horsepower: 365 HP

- gearbox: 13+1

- top speed: 100 km/h

Ford F100

Thursday 13 May 2021

The seventh generation of the Ford F-Series is a range of trucks that was produced by Ford from the 1980 to 1986 model years. The first complete redesign of the F-Series since 1965, the seventh generation received a completely new chassis and body.

Distinguished by its squarer look and flatter body panels, this generation marked several firsts for the F-Series, including the introduction of the Ford Blue Oval grille emblem. However, this generation marked the end of the long-running F-100, the Ranger trim, sealed-beam headlamps, and would be the final generation to offer a Flareside bed with separate rear fenders, steel sides, and a wooden floor.

The seventh-generation F-series was produced by multiple sites in North America and by Ford Argentina and Ford Australia. The model line served as the basis for the eighth and ninth-generation F-Series and the third, fourth, and fifth generations of the Ford Bronco. Though sharing no body parts, the model line shared mechanical commonality with the Ford E-series.

In 1979, Ford debuted a brand new, redesigned F-Series pickup truck line, with the goal of maintaining utility while getting better fuel economy than its previous generation. However, drastic measures were taken in reducing weight, including cutting large holes in the frame on model year 1980-1981 trucks. This was discontinued by 1981 for the 1982 model year. Model year 1980–981 trucks had a plain grille with "FORD" spelled across the front of the hood in chrome lettering, similar to the 1978-1979 models of the previous generation.

The 1982 model year was marked by a slight but important cosmetic change: 1982–86 models had the "FORD" letters above the grille removed, and a Ford oval placed in the center of the grille, with fewer vertical bars in the grille itself. This made the 1982 the first model year to feature the Blue Oval on the front, a trademark of all Ford pickups since, with the exception of the 2010–present F-150 SVT Raptor. The frame was strengthened and the trucks became heavier for 1982; this frame would underpin the F-Series until the 1997 redesign. Grille options included a full chrome grille, a black grille or the standard flat grey plastic grille. The headlight bezels also came in several color options, ranging from light grey, grey, dark grey, and black; with the latter two being the most common.

Introduced for 1980 models, an optional resettable trip meter was installed on speedometers and the mileage counter was moved to the top of the speedometer as part of the optional Sport Instrumentation Group. The Sport Instrumentation Group also included the optional tachometer in the center of the cluster, as well as oil and ammeter gauges. In 1984, the body moulding and interior trim were updated. In 1985-1986 models, the upper accent mouldings were moved below the front marker. For 1985, the rear tailgate moulding on XLT models was updated and previewed the design of the 1987 model. This molding has become increasingly rare and fetches a high price. A cargo light was available as an option and was included in the Light Group option package. (A Combination Stop/cargo lamp was not required until September 1, 1993 for the 1994 year model.)

17 different colors were available, along with two-tone options and a choice of clearcoat or non-clearcoat paint.

Various standard equipment included interesting features such as a coat hook on the driver's side, AM radio (AM/FM and AM/FM Cassette were optional), scuff plates and vent windows. The back of the glove compartment door featured coin slots and cup depressions to hold cups and food similar to a food tray on a train. This was a feature only found on this generation and never on later models. It also showed a diagram with lift points as well as other mechanical information. Sliding rear windows were optional as well as cargo lights, under-hood lights, and many others. Ford offered over 150 options for the seventh-generation F-Series.

Technical data:

- engine: V8

- capacity: 4200 cc

- horsepower: 115 HP

- gearbox: 4+1

- top speed: 140 km/h

Fiat 125

Thursday 13 May 2021

The Fiat 125 is a large family car manufactured and marketed by Fiat from 1967-1972. Derivatives were built under license outside Italy until the 1990s. As launched the car was unusual in blending saloon car passenger accommodation with sports car performance, a combination which would be more widely adopted by the European volume auto-makers in the decade ahead.

The floor pan was virtually unchanged from that of the longer variant of the outgoing model, the Fiat 1300/1500, and the chassis used was the same as the Fiat 1300/1500. The body was a slightly lengthened development of the Fiat 124: both models shared the same passenger compartment and doors, but the 125's rear seat was set slightly further back, reflecting the 2505 mm wheel-base, inherited from the Fiat 1500 and over 8 cm (3 inches) longer than that of the 124.

The new car's engine was based on the one fitted in the Fiat 124 Sport: a 1608 cc DOHC unit with 90 bhp driving the rear wheels. The 125 was equipped with a Weber 34 DCHE 20 or Solex 34 PIA carburettor. The car was fitted with an alternator, reflecting the twin headlights and the increasing number of energy intensive electrical components appearing on cars at this time. Other noteworthy features included the electromagnetic cooling fan clutch.

The 125 featured one of the world's first intermittent wipers and was praised when new for its handling and dynamics. British Autocar found the slight understeer tendencies were easily cured by adjusting the front camber.

In 1968 the 125S ("Special") was added to the range, with 100 bhp (from a modified cylinder head, camshafts, inlet/outlet manifold and Weber/Solex carburettor) and, unusually at this time, a five-speed gearbox. It also had halogen lights, servo-assisted twin circuit brakes and optional superlight magnesium wheels. A variety of other improvements were made including improved cabin ventilation, trim and styling.

The Special was facelifted in 1971 using pretty much the same trim as the 125S, but both front and rear lights were new and wider, enhancing the visual width of the car. The interior gained upgraded upholstery of the seats and a wood facia. A three-speed automatic transmission as well as air conditioning became available as an option.

In Argentina the 125 was built from 1972 to 1982, initially by Fiat-Concord and later Sevel. In addition to the 4-door sedan version, a station wagon (called "Familiar"), a pickup (called "Multicarga", a unique Argentine design) were built. There was also a coupe called 125 Sport with the same mechanics than the sedan, but based on the Fiat Coupé 1500 Vignale.

Technical data:

- engine: S4

- capacity: 1608 cc

- horsepower: 90 HP

- gearbox: 4+1

- top speed: 150 km/h

Renault 18 GTX II

Monday 10 May 2021   

The Renault 18 is a large family car produced by French manufacturer Renault between 1978 and 1989, with South American production continuing until 1994. It formed the basis for the closely related Renault Fuego Coupé, with which it shared its floorpan and drivetrain, but with the Fuego initially using the negative offset type front suspension from the larger Renault 20/30, which became standardized across the 18 range from the 1983 model year onwards.

The Renault 18 was intended as a replacement for the Renault 12, which, having been in production since 1969, was beginning to show its age by the late 1970s, though the 12 was kept in production alongside the 18 until 1980. Unlike the earlier car, the 18 was designed quickly; the time between its initial conception and its actual launch date was only eighteen months, primarily due to the fact that the 18 was based upon the 12's underpinnings. Production peaked early: 1979 was the R18's biggest year, after which sales began a gradual decline. Originally, the 1.4 was the most popular model, but this soon changed to the 1.6. By 1986 the largest, 2-liter engine represented the biggest portion of production.

Although Renault made numerous forays into international markets in countries such as Argentina with the 12, their first true "world car" was their 18, hence the slogan Meeting International Requirements, which (as well as in France) would later be produced in ten other countries and four continents around the world. In 1981, the Renault 18 was selected by India's massive public sector car manufacturing project Maruti Udyog to be built there at a rate of 100,000 cars per year - including a pickup truck version meant to compete with small Japanese trucks. However, after closer review and at the direction of Rajiv Gandhi (who had always wanted to build a small people's car) it was determined that the economics did not make sense and that a smaller, cheaper car would be the better option. Maruti instead linked up with Japanese Suzuki to build the subcompact Alto under license.

The Renault 18 went into production at Renault's Flins factory in France in December 1977. It was presented at the Geneva Salon in March 1978, with marketing and sales starting the following month.

nitially, the R18 was only available as a four-door saloon, in TL, GTL, TS and GTS trim variations. The TL and GTL were powered by the 1397 cc Renault Cléon petrol engine (which was developed from the 1289 cc engine from the Renault 12), which produced 64 PS (47 kW; 63 hp). Both models had a four-speed gearbox. The TS and GTS were powered by the 1647 cc A-Type engine (which was the same as used in the Renault 17 TS) but without the fuel injection, which lowered the output to 79 PS (58 kW; 78 hp). The TS had a four-speed manual gearbox, while the GTS had a 5-speed manual gearbox, with optional 3-speed electronic automatic transmission available for both models. The automatic versions of the TS and GTS models were called the TS Automatic and GTS Automatic to distinguish them from their manual transmission counterparts. Assembly of the Dacia 18 began in Romania in 1978, but in a very small number (less than 100 ), mainly for the state. It was intended as a replacement for DACIA 1300, a model derived and based on Renault 12, but the licence and production between Dacia and Renault ended in 1979, so it was dropped. It was also presented at TIB'78, TIB meaning "Târgul Internațional București" (International Bucharest Fair).

The 18 was Renault's first car to use the 1.4 L Cléon engine in the medium-size car sector. The Renault 18 also used three-stud wheels (similar to those of the Citroën 2CV), rather than the four- or five-stud wheels common on most of its contemporaries. In 1980 Turbo and Diesel R18 models came fitted with four-stud wheels (necessitated by using suspension parts and wheels from the larger R20 and Fuego), with all versions using four-stud wheels from the 1983 facelift onwards.

Technical data:
- engine: S4
- capacity: 2000 cc
- horsepower: 104 HP
- gearbox: 4+1
- top speed: 150 km/h

ZIL 130 MMZ

Saturday 8 May 2021

ZiŁ-130 was a Soviet / Russian truck designed and manufactured by the company ZiŁ based in Moscow.

The model was introduced as a replacement for the manufactured ZIL 164. The first prototypes were made in 1958. Mass production started in 1962, mass production started in 1964. It is one of the most popular trucks in the former USSR, and by 1994, around 3,380,000 of the 130 model had been built in various versions. In 1992, the production of this model was also started at the Uralskij Avtamotornyj Zawod (UAMZ) plant (the car was named UAMZ-43140).

The ZiŁ-130 is the first ZiŁ truck painted blue and white. Earlier ZiŁ trucks were painted in dark green (similar to military cars).

Throughout the production period, the ZiŁ-130 underwent two more serious modifications; in 1966 and 1977. After the second modernization, the radiator grille was changed. The biggest disadvantage of ZIL trucks was a very high fuel consumption (even 55 liters / 100 km, and in the case of a tractor unit, sometimes even more), caused by the use of a gasoline engine. On the other hand, it has some advantages over the diesel engine, especially in the climatic conditions of Russia (very cold winters), because gasoline does not freeze anywhere in the world.

Technical data:
- engine: V8
- capacity: 6000 cc
- horsepower: 178 HP
- gearbox: 4+1
- top speed: 80 km/h

Żubr A80

Saturday 8 May 2021

Żubr A80 - Polish truck produced in Jelczańskie Zakłady Samochodowe in Jelcz-Laskowice in the years 1960-1968. It was the first truck produced by this manufacturer.

In the first post-war years, in order to meet the country's transport needs, the Central Design Office of the Automotive Industry was established. This office dealt with the creation of vehicle plans, which were then implemented in factories throughout the country.

The first car factory in post-war Poland was the Truck Factory in Starachowice, opened in 1949. The first prototypes of the Old 20 were completed on December 15, 1948. These plants were established on the basis of the former steelworks and armaments plants. This manufacturer produced small and medium-sized trucks and chassis for specialized cars and buses. At the beginning of the 1950s, the Fabryka Samochodow Osobowych in Warsaw was put into operation. At that time, plants producing components for various manufacturers, located in different parts of the country, developed as well.

Post-war road transport in Poland was based on low-capacity trucks (2-4 tons). The fleets of carriers were dominated by Lublin 51, vehicles of Soviet production (ZIS, ZIŁ and GAZ), Czechoslovakia (Skoda, Tatra) and surplus vehicles, mainly pre-war.

Jelczańskie Zakłady Samochodowe started its activity in 1952. Initially, they dealt with the repair of trucks and the construction of bodies on cars of various manufacturers. An additional activity was the production of tools and workshop equipment.

Also in 1952 in Warsaw, in the Design Office of the Automotive Industry, the concept of building a truck with a carrying capacity of 8 tons was created. The chassis design work, led by Witold Kończykowski, engineer, was completed in October 1952. At the end of 1952, the office and employees were moved to Jelcz.

After moving the office to Jelcz, the design team of Eng. Kończykowski developed the assumptions of derivative cars. At that time, 3 concepts were created: A-01 - load capacity of 7 tons and 4x4 drive, A-02 - load capacity of 7 tons and drive 4x2 and a bus chassis with a lowered frame and an enlarged wheelbase.

At the same time, in the team led by Eng. Edward Loth, the design of the S56 engine was created. It was approved in April 1953, tests of the finished prototype on the dynamometer were completed at the turn of 1954 and 1955.

The entire project was approved in January 1954. In summer 1955, road tests of the complete prototype began. The vehicle was made with a tipper body with a capacity of 7.5 tons (in the 1950s, cars of this type produced in Poland had a load capacity of up to 3.5 tons).

In 1960, Żubr C-90 was created, which was a tractor unit that could tow trailers weighing up to 16 tons.

At that time, there was a division of production between Jelcz, which was to produce large trucks, and Stare, which dealt with medium-sized trucks and off-road trucks.

Serial production of the Żubr A80 began in 1960. It turned out, however, that the new vehicle is very emergency. Users mainly complained about the engine and the rear axle. Designers developed a new S-560 engine. The cooling system, gearbox and rear axle were changed. The most visible change was the replacement of the 22-inch wheels with the 20-inch ones. As a result of the troubles of Zakłady Mechaniczne in Łabędy, Hungarian Raba driving bridges were used. Despite this fact, the Żubr A80 was still a very emergency vehicle.

In 1961, the cabin was also modernized, which was much more modern than the original one. In 1962, the production of chassis for bodies and tractors was started in small series. In the same year, work began on the successor of Żubr - Żubr II.

Serial production ended in 1968, when the assembly of the Jelcz 315 began. In total, less than 7,000 units were produced.

Technical data:
- engine: S6
- capacity: 9935 cc
- horsepower: 170 HP
- gearbox: 5+1
- top speed: 75 km/h

Star 25

Saturday 8 May 2021

Star 25 was a Polish medium-duty truck produced in 1960-1971 by Fabryka Samochodowych Star in Starachowice.

In 1956, a prototype of the Star 25 truck was presented, which was the result of many years of construction work carried out at the Automotive Industry Design Bureau in Warsaw, aimed at developing a successor to the Star 20 model produced since 1948. Compared to the standard N20 and N23 cabins, the new type was characterized by better acoustic and thermal insulation, more efficient heating and better visibility from the driver's seat. The vehicle was powered by a prototype S470 inline 6-cylinder gasoline engine with a capacity of 4196 cm³ and a maximum power of 69.8 kW (95 HP). The drive unit was locked with a 5-speed manual, unsynchronized gearbox. The load capacity of the prototype Star 25 was increased to 4,000 kg, thanks to the strengthening of the spring mounting and the use of two arm shock absorbers in the front suspension.

The lack of technical and financial possibilities, as well as the need to quickly replace the Star 20, led to the start of serial production of the Star 21 car in July 1957, in which only some of the modernized elements from the prototype developed in 1956 were used.

Serial production of Star 25 started in 1960. The vehicle body is mounted on a longitudinal welded frame made of pressed sheet metal. The chassis uses a rigid front axle suspended on semi-elliptical leaf springs and two hydraulic arm shock absorbers. At the rear, there is a drive axle suspended on semi-elliptical leaf springs, additionally supported by auxiliary leaf springs. A new pump with increased efficiency was used in the brake system. The drive of the Star 25 is powered by a Polish, 6-cylinder, inline S472 gasoline engine with a capacity of 4196 cm³ and a maximum power of 69.8 kW (95 HP). The drive unit was locked with a 5-speed manual, unsynchronized gearbox.

Star 25 was equipped with the N20 wagon cabin produced by the SHL plant in Kielce, or a simpler, cheaper and less comfortable N23 cabin, produced by FSC. These cabins have undergone minor changes involving the use of light indicators in place of the arm and central wiper motors. Due to financial and technical reasons, it was not decided to use the K26 type cabins constructed in 1956.

Along with the standard version of the Star 25 model, the production of the Star C25 truck tractor was started, adapted to work in a set with a single-axle box semi-trailer type D60 or a box semi-trailer type D40, which were produced by Zakłady Budowy Nadwozi Samochodowych in Kożuchów. The next production version was the Star W25 rear discharge car. The production of this model was carried out with the participation of ZNTK in Oława, which was the manufacturer of the unloading box and the hydraulic chute mechanism. The design of the C25 and W25 models was based on a shortened box chassis, in relation to which the wheelbase was reduced by 50 cm. In order to ensure the possibility of transporting large-size loads, the Star 25L model was introduced to the offer. This vehicle had an elongated frame, thanks to which the wheelbase was increased to 3850 mm. The extended undercarriage was also used in the Star A25P model, intended for firefighting bodies.

Technical data:
- engine: S6
- capacity: 4196 cc
- horsepower: 95 HP
- gearbox: 5+1
- top speed: 80 km/h