Scania to boost fire sales
Page 11
If you've noticed an error in this article please click here to report it so we can fix it.
Few markets are as competitive as that for fire-engines, in which a few manufacturers chase a total annual sale of no more than 300 vehicles. Scania makes up a small proportion of the market, but its new 4-Series CrewCab should give them a high public profile.
by Toby Clark • Scania has been waiting for the CrewCab since the 4-Series was first launched, and its fire engine sales dwindled to a very few last year. But Scania's specialist vehicle manager David Crowther expects to sell 30 chassis this year—over 10% of the UK market—and perhaps twice that number in 1998. "At the moment we sell to a small number of customers," says Crowther. "We haven't had a specification that would appeal to all forces".
But with more than 20 on order, the CrewCab looks like becoming more popular, at a price that's on a par with the Dennis Sabre. Existing Scania customers such as Strathclyde and Grampian have bought them, and new conquests have included Durham and Cleveland.
Specification
Under the skin, this is a near-standard 17-tonner: the model number indicates that it's a 1)-class (Distribution) normalheight rigid chassis with rear steel suspension and a 220hp 9-litre engine. Rear air suspension is standard on 4-Series 4x2 tippers, and would improve the ride and stability, but it suffers from sag during static tilt table testing.
Three versions of the ninelitre engine are available, at 220, 260 and 310hp. The middle rating is likely to be the most popular, and the one most commonly compared with Cummins' and Volvo's 250hp units.
As with most fire engines, the Scania uses an Allison automatic gearbox, the six-speed MD 3060. It can be specified with Allison's own retarder, or as here with a Telma.
The plated gross weight is 16,800kg, well in excess of what it will normally scale, and some rivals weigh less. However, the increasing amount of equipment needed by fire services favours the Scania in the future.
In theory, the CrewCab could be offered on chassis up to 40(1hp and in 6x6 configuration, but as just 11 6x4 fire engines were sold in the UK last year, we are unlikely to see one.
The cab
The cab is an impressive piece of design, all the more so for being a parts-bin special. That's perhaps unfair, but it is true that most of the components come from existing 4-Series models.
The front end and doors are from a standard P-cab, while the rear pair of doors are from the bonneted T-cab. Few new panels are needed, but the result is well developed.
This example has two front seats and four in the back— complete with cradles for breathing apparatus.
Cab access is easy, though (typically for a Scania) the driver and front passenger are separated by a broad engine hump. Noise is reduced by the stan
dard fitment of double-glazed side windows, which also meet anti-bandit impact regulations.
Driving impressions
The CrewCab is extremely easy to drive. The controls are all standard Scania, apart from the gearbox lever (pushbutton control is optional). The 220hp engine clearly loses ground to the 250hp Cummins or Volvo competition, but it's smooth and quiet.
The Telma retarder engages smoothly when you lift off the throttle, with more power controlled by the brake pedal. Steering is sharp, and the turning circle is excellent. Highspeed manoeuvres feel safe, though there is more body roll than you would expect from a Dennis Sabre.
The overwhelming impression of the Scania is its refinement: conversation is possible even at the maximum speed of 70mph, and the most intrusive noise is a rattle from the ladder.