. . . and it shapes up like this
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SCANIA provided CM with two of the new 38-tonne combinations last week, writes BILL BROCK.
Both tractive units were sleeper cab R112s, the first being a 4x2 tractive unit coupled to a 12.2m (40ft) York tri-axle Lo Deck platform trailer based on a new wider mainrail chassis for increased stability. It had sideguards.
Loaded to maximum weight, the air-to-air intercooled engine giving a power to weight ratio of 6.45 kW/tonnes (8.78 bhp/ton) and producing 1,395Nm (1,025 lbft) or torque at 1,250rpm had little difficult in pulling away from rest using fourth gear.
Gear selection of the 10-speed synchromesh range change Scania GR 870 box proved to be sticky at first but either I or the box improved as we both warmed up after a cold start. On the flat, sixth ratio could be skipped without much loss in acceleration but it was needed dur ing hill climbing.
Over A-road running at 40mph, maximum torque coincides with the legal speed limit using top gear.
A geared maximum speed of 67mph allowed a 60mph cruising speed at about 1,800rpm and top gear was easily held (3% medium motorway gradients.
The second vehicle was similarly-specified 6X4 with trailing rocking bar rear axle al was coupled to a York two-a) trailer.
Gear selection was mui smoother, and improved sta ility in roll and pitch w, apparent from the outs( appearing to give a better fc through the steering and mo even ride.
Initially this vehicle is avz able with a 3.1m (10ft 21n) whel base but after Type Approval will be offered with a 2.85 wheelbase (9ft 4in) thought suit the overall length requir ments of most operators.
The rear axle on this moc will have a narrower track givir greater turning clearance front of the landing legs of tl trailer.
As it is offered now, slow at tight forward manoeuvres pr sented no tyre-scrub problerr There were no hump bat bridges on the route to test ti ground clearance of the 511 guards but the 550mm (1ft 91/2i gap (set with a level platforr
ks to be adequate.
ks the vehicle articulates durturning, the sideguard preits a leading edge unshielded the rear wheels of the tractive t, and it is worrying to note t a gap opens up in which (thing or anyone entering uld have no chance of es)e.
he tri-axle tractive units can used with suitable existing o-axle trailers for 38-tonne eration.
ihould the trend move to trie trailers in the future ScaI's layout lends itself to an sy conversion to two axles.