The Scania variations
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In all, there's an astonishing 250 in the new GPR range, based on the central theme of the T-Series cab. Steve Gray takes an indepth look at just what all these means to the operator.
N CONJUNCTION with the T3eries of bonneted vehicles, 3cania's GPR range of forward ontrol lorries (CM, December 13) completes that company's product line-up.
Scania must be one of the few manufacturers which has completely changed all its vehicles in ess than a year. The reasons are pf course fairly straightforward. or a start, the T-Series cab iteself was designed to be the basic Jnit for the GPR range, too. Thus tooling costs — around £20m — A/ere spread over both types of vehicles.
At the same time, it gave Scania the chance to tailor the cab height to suit the varied requirements of operators, from urban distribution to long haul or, in the case of the bonneted models, heavy haulage.
Unlike Leyland, with its C40 cab system, though, there is no facility for the cab width to be reduced. This means that the smallest urban delivery vehicle has the same overall width as the top of the range TIR model.
Scania's rationale is that most bodywork is around 2.5m (8.2ft) wide and so a wide cab is no disadvantage. It also believes that drivers of all goods vehicles have come to expect, and indeed demand, a roomy and comfortable cab to work in.
At first sight, the new cab looks surprisingly like the old. Many of the trade press at the official launch in Sweden also claimed that, in its different forms, it was a look-a-like in profile for the Ford D-Series or Volvo F88.
Its apparent similarity to the LB-Series stems from the bold slotted front grille panel which is much like the old. However, it is made of grp and, unlike the previous model, in this instance the front panel lifts up high 'enough to avoid banging one's head on it.
One of the main criteria for the new cab was that it should be aerodynamically acceptable in both bonneted and cab-over form. Scania spent many research hours, both in Sweden and at the MIRA windtunnel, with a half-scale model, trying to find the optimum cab profile.
The results determined that a 200 rake of the windscreen would be the best compromise to minimise drag, yet allow an uncramped driver's cab. At the same time Scania studied the effects of side winds, which it claims, have much more effect on drag than just a head wind.
According to the Scania engineers, an angle of 50 is enough to increase wind drag by 28 per cent while at ten per cent air resistance is 68 per cent higher than for a zero angle — or direct head wind.
From this research, Scania concluded that a box shape, similar to its existing LB range, was better with high bodywork. In fact in these circumstances (with a 4m box trailer) the old LB111 offered lower resistance than its later counterpart, the R112.
But for lower bodywork the coefficent gets progressively better for the new vehicle. Scania's answer is that the aerodynamically styled new cab system performs better when a specially designed wind deflector, in conjunction with a sun visor, and side deflectors are fitted (in the case of a tractive unit/semitrailer rig).
To back up its results, Scania quotes fuel savings of one litre (0.22 gal) per 100Km (62 miles) which in a typical year (completing, say, 100,000km (62,000 miles) would save an operator between £200/£300 per annum. However, aerodynamics wasn't the only consideration when designing the new series cab.
The GPR cab is aimed at covering the entire range of vehicles which Scania makes.
The designations cover the following vehicle categories: G is for medium duty distribution type vehicles; P is for medium/heavy type operation (tankers and so on); and R is for the longhaul machines.
To cater for these groups, the cab is mounted at differing heights. On G models it is slung low so that the access to the cab is easier. Three stair-type steps are fitted which makes for an easy climb into the driver's seat.
My one objection to this low cab, and indeed that on the P model which is only slightly higher, is that the engine tunnel is very obtrusive. Indeed it is virtually impossible to cross the cab easily — not a good point for a distribution vehicle.
By contrast, the top of the range R long-haul machines have a much higher cab, and their engine hump is much smaller. Presumably, the constraints of an in-line engine make it difficult to amend the situation on the small vehicles.
While wide-opening doors are welcome on any vehicle, I founa the Scania doors opened almost too far! This entailed leaning ou1 a long way to reach the door-pull handle. And on the R models the reach up to the grab handles meant a long stretch. It would bc interesting to see how a driver o1 below average height got on.
Otherwise, the cabs wers fairly well laid out with clear in strumentatioh, and innovationE such as fibre optic illuminatior for warning lights. Pedal heigh for brake and clutch have beer regulated to be consistent an these are of the pendant type.
Although we were unable tc test the vehicles on the road, thE cab seemed comfortablE enough to sit in and most con trols came reasonably well tc hand.
But the overriding impressior of the new Scania's interior that it is a trifle old-fashioned The layout is reminiscent of thr first of the luxury cabs goins back to the late Sixties, earl, Seventies.
At a time when many maker: are increasingly using sof materials for roof lining, floe and door coverings. Scania ha moulded plastic and rubber There are in fact two standard of trim for European markets, and B, and two more, C and C or developing countries.
The high instrument binnacle, although not obscuring the view .o the front, is nevertheless still ntrusive.
Despite all this, the cab is workmanlike. To help the driver hree nearside mirrors are fitted: )ne conventional, one highernounted with a wide field of tision, and a kerb mirror. The :nein mirror is heated, of course.
The steering wheel can be adusted for rake, but it can also be .aised or lowered by means of a :elease nut on the wheel itself.
A climate control system has )een incorporated into the cab, which is fully integrated with air:onditioning when this is fitted. kir-conditioning can be added )n if required as a retro-fit, as all he necessary preparations have )een made.
A cassette-type filter with a ;ynthetic wool element cleans ncoming air — it even stops p01en entering, claims Scania. If iesired, the air entering from )utside can be reduced to just en per cent to allow a quick mild up of warm air.
Another feature of the heating :ystem is the circulation of hot iir through the cab doors to :leer side windows, but as the sealing is so good air discharge outlets have been built into the doors.
Cabs are basically in day, rest or sleeper configuration, but Gmodels only have the day type and P-models day or rest.
Under the surface of the new vehicles there have been a great number of changes too. The chassis frame can be specified in three strengths, depending on the type of duty. M is for medium duty, H for heavy, and E for extra heavy duty. But not all these classes are available on all vehicles.
Thus the G-models are limited to M and H strengths, while the P can have M, H or E. The basic frame in the M case is the same for 4 x 2 vehicles with a wheelbase of 5.4m (17.7ft) or less and it is 8mm (0.3in) thick.
Above this length, a 9.5mm (0.37in)-thick section is used on twoand three-axled models (the latter up to 4.2m (13.7ft).
Finally, for three-axled units with wheelbases longer than 4.2m, a reinforcement is added to make the thickness up to 13.5mm (0.53in).
Simarlarly H-frames, for vehicles using poor roads or for on/off road use, vary from 9.5mm (0.37in) thickness to 17.5mm (0.69in), again using flitching.
For extra heavy work, the Eclass chassis are always of double thickness and crossmember material is increased in proportion to the material thickness of the chassis frame side-members. A standardised cross-member system is used on all chassis and they are all of uniform section.
With regard to the running gear, by working co-operation with Bosch, Scania has changed the fuelling of its established 8-, 11and 14-litre engines to give more power.
Taking the smallest G82 vehicle, this has an eight-litre naturally aspirated engine giving 120kW (161bhp) with a maximum torque of 520Nm (380 lb ft).
Moving up the scale, the P82 also has the 120kW engine but with the option of a higher output DS805 eight-litre engine as well.
A development of the DS801, it is turbocharged and produces an output of 155kW (210bhp) and torque of 725Nm (535 lb ft) at 1,400rpm. It is a much more flexible unit and is a further development in Scania's low-rev high torque-rise philosophy.
Two power-unit options are available on the P112 model. These are the DS111 4 and DS1115 and are both of 11 litre capacity. Outputs are 206 and 224kW (280 and 305bhp) respectively, with torque figures of 1165Nm (860 lb ft) and 1235Nm (910 lb ft), at 1,300rpm. These torque increases are particularly useful in that they make the engines more flexible. The last of Scania's engines to receive the uprating treatment is the DS14 which has an increased torque of 1,580Nm (1,165 lb ft) at 1,300rpm and a maximum power of 285kW (388bhp) making it one of, if not the, most powerful engine in a European roadgoing vehicle, available off the shelf.
In answer to queries about the seemingly large gap between the largest 11-litres output and that of the 14 litre, Scania engineers said that there was no demand for an intermediate engine, but if one should become apparent they could easily cope with it. They also claimed that intercooling wasn't necessary, as its two known achievements — fuel economy and more power — were already features of Scania's existing engines.
For gearboxes, Scania has retained its fiveand ten-speed allsynchromesh units, but has added a ten-speed splitter. This is not a new box, but an existing Scania one, and it will be used on some 11-litre engined models if specified. Scania's own rear axle is also used.
As far as the other chassis components go, Scania has grouped all brake reservoirs and valves together for ease of servicing and the electrics have been improved. Many electrical components are now located inside the cab.
In all, Scania with its GPR range can offer virtually 250 different variations on the theme.