Pegaso Trucks: Workshop, Repair and Owner’s Manuals PDF

Pegaso Trucks: owner’s, service and maintenance manuals, error codes list, DTC, spare parts manuals & catalogues, wiring diagrams, schematics free download PDF

Pegaso Truck Manuals PDF

When the luxury car manufacturer Hispano-Suiza collapsed, it paved the way for the creation of the equally impressive Pegaso line of trucks. In 1946, on the premises of the Spanish branch of Hispano-Suiza in Barcelona, the state firm Empresa Nadonal de Autocamiones, S.A., abbreviated ENASA, was created. It didn’t take long for the company to become the only one in the country to have the silhouette of the winged horse Pegasus inside the cab, just above the engine.

A former employee of Italian automaker Alfa Romeo and engineer Don Wilfredo Ricart was responsible for the car’s overall design. So, even though they were based on the concepts of the Hispano-Suiza 66 series trucks, the first production Pegaso trucks ended up looking a lot like Alfa Romeo 900 automobiles. The first “Pegaso Z201” prototype was built in Madrid in 1947; it was a three-axle truck that could haul 10-12 tons and was powered by a 120-horsepower gasoline engine mounted inline.

Simultaneously, factories in Barcelona began turning out the 8-ton, two-axle “Z203” with a gasoline power unit (5650 cm3, 110 hp). In 1949, this chassis was outfitted with the world’s first six-cylinder diesel engine with direct injection (9,347 cm3, 125 hp). The Z202 identification number was given to the truck. It only weighed 6600 kilograms, but it could pull 26.5-ton road trains, reach speeds of up to 72 kilometers per hour, and use 50% less fuel.

In 1954, a five-ton “2207” model was added, powered by a new V6 diesel engine (7479 cm3, 110 hp) with a 120° camber angle. The original Pegaso trucks were equipped with aluminum cylinder blocks in all engines, mechanical four-speed main and two-speed additional gearboxes, a hypoid main gear, front independent lever-spring suspension with hydraulic shock absorbers, hydraulic brake drive with vacuum booster, a roomy all-metal cab for four to five people, and a cargo platform with steel folding sides.

Pegaso automobiles became the talk of the town once production moved to a new plant outside Madrid in 1955, and a variety of big trucks were produced. Their new, extended cabs were particularly distinguishable thanks to their bright colors and corrugated metal sheet cladding. The Z206 was the entry-level model, and it could tow 8.3 tons with the same 9.3-liter engine that had produced 130 hp before.

The “Z207” model’s payload has been increased to 6.25 tons, and the engine power has been increased to 120 horsepower since 1957. For road trains weighing 18 and 29 tons, the “Z701” and “2703” truck tractors served as a basis for production. As a result of ENASA’s success, the British corporation Leyland acquired the obscure Spanish company in 1960. The entire Pegaso line was “streamlined” and renamed “Cornet” in English not long after.

Beginning in 1962, vehicles had a new digital indexing system and a rectangular cockpit with a cross-shaped liner. Both the “1011” and the “1031” led the gamma since they were essentially identical to their predecessors in terms of technology. The 8-ton “1090” truck and the truck tractor “2030” were the first to use the 6-cylinder diesel “Leyland” engine’s 125 horsepower. The program grew over time, and by 1972, it had several dozen models in production.

Truck tractors “2011” were powered by licensed Leyland diesel engines producing 165, 200, or 220 horsepower, and the chassis “1060”, “1061”, and “1065” (4×2), “1063” (6×2), “1062” (6×4), and “1066” (8×2/8×4) ranged in carrying capacity from 12 to 21 tons to 18 to 35 tons. The 62 versions with the two front-controlled axles were very useful in the mountains. After acquiring around 53% of the minor Spanish manufacturer SAVA in June 1966, ENASA began offering 1-ton “J4” vans powered by a 46 horsepower engine.

Simultaneously, the “Pegaso-3045” (4 4) military truck, which weighs 3 tons and is identical to the “YA-314” machine made by the Dutch company DAF, went into production. It served as the foundation for the development of a wide variety of military vehicles, including the “6-ton version” 3055 “(6×  6). Pegaso automobiles became very popular in Latin American countries at the start of the 1970s, prompting the company to create its first overseas branch in Venezuela, where the most powerful model, the “1089C” (6 x 4), was produced. Later, factories in Belgium and Cuba began manufacturing Pegaso trucks as well.

A less imposing cabin with ever-evolving front paneling replaced the original in 1972. All-original chassis, powered by in-house or licensed 4- and 6-cylinder engines (ranging from 4,400 to 11,945 cc and 90 to 310 hp, respectively), were retrofitted with foreign-made multi-speed gearboxes from ZF, Fuller, or Renk. Vehicles on board were given the designations “1080” (4×2), “1083” (6×2), and “1086” (82), respectively, indicating the number of steering axles present. The “2080” designation was used on truck tractors. The cab’s recline feature was added in 1975.

The number “1180” was chosen as the designation for the new series. Flatbed trucks with a gross weight of 14.2-16.8 tons, such as the “1121” and “1126” (4×2), as well as the “1183” (6×2) and “1186” (82), were part of the Pegaso program at the end of the 1970s. Truck tractors “2181” (4 ×2) were available with the most powerful turbocharged engine in Europe at 352 horsepower and a 9-speed Fuller gearbox, making them suitable for road trains with a gross weight of up to 38 tons. In addition, ENASA manufactured the “1101” series of ninety vehicles for use in public service, the “2180” series of six-wheeled concrete mixers, the “3188” series of eight-wheeled concrete mixers, the “2531” series of ten-wheeled concrete mixers, mining trucks (models 3076 and 3078) with 260 horsepower, one-person cabs, gross weights of 26-36 tons, and ceramic clutch plates, and so on. In 1979, output hit a record high of 26,000 automobiles.

The authority of ENASA began to erode at the decade’s close. Troubled British automaker Leyland lost its Spanish subsidiary to International Harvester in 1981. In 1982, she oversaw the start of production on the revised T1 or Tekno line, which included an increased cab length and improved indexing. The 1223R (4×2), 1331R (6×6), and 1431R (8×2) big flatbed trucks all featured 6-nb turbocharged and intercooled diesel engines (10518 and 11945 cm3, 225-310 horsepower) and TsF gearboxes with 6-12 gears.

The 1228T and 1231T truck tractors both have 352 horsepower engines, a double final drive, and a 13- or 16-speed gearbox. The modernized Tekno series has been in production since 1985. It has 24 base versions that range in gross vehicle weight from 14.2 tons to 38 tons and in engine horsepower from 135 to 370. At the same time, a pair of military trucks bearing the numbers “7223” and “7227” (4 ×4) debuted in the Paris-Dakar Rally. While the new American owner was having personal difficulties, International Harvester sold Seddon-Atkinson, a British company he had controlled for 10 years, to ENASA in February 1984. DAF, a Dutch firm, has emerged as a more reliable partner for Spain.

Pegaso 1066

Their work on the redesigned Cabtec cab, which debuted the following year, began in 1986. The DAF-95 vehicle that was outfitted with this technology was named “Truck of 1988.” The new generation of Troners came in third, and as a result, Seddon-Atkinson began installing Cabtec cabs in its Strato line of vehicles. One could choose from two hundred unique Troners, each with its own unique set of features and specs, in the world-famous Troner series.

Only two basic 2-axle series, the “1232” and “1236,” were manufactured by the business, with the “R” flatbed trucks and the “T” truck tractors being available for use in road trains weighing between 38 and 44 tons. They both have a 12-liter turbocharged diesel engine producing 320-360 hp, a 16-speed ZF automatic transmission, anti-lock brakes, and a locking differential. There were several variations of the cabin available, including a shorter “T” version, a longer “TX” version, a “Plus” version (Plus) with an interior height of around 2 m and a berth in a unique capsule above the cabin, and a standard version.

When ENASA realized how much it would cost to upgrade the entire range, they went bankrupt. With only 11,086 heavy trucks produced in 1988, production dropped by more than half (eighth place in Western Europe and 15th in the world). In 1989, it was determined to build lighter and running models to get out of this dilemma, therefore a license was bought from the British business Perkins for diesel engines ranging in power from 50 to 188 horsepower. There was also an attempt to “surrender” to the German companies MAN and Mercedes-Benz, but the Spanish government would not go through with it.

The resulting Pegaso Ecus lineup was quickly put together in Spain using components from the Volkswagen LT and MAI-Volkswagen truck lines, with a gross vehicle weight of 2.8 to 9 tons. An attempt was made in the early 1990s to upgrade the Tekno family into the more modern and affordable Mider series for long-haul transportation, but this was ultimately unsuccessful. On September 13, 1990, ENASA, which had employed 5,700 people, ceased to exist. When IVECO acquired it, it incorporated the company. After that, the Pegaso Ecus, Tekno, and Troner were manufactured for slightly more than two years before being discontinued in favor of IVECO versions marketed in Spain as IVECO-Pegaso.