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o ou only have to look at current
residual values in the Cap Red Book for Used Commercial Values to see why Scania's used truck salesmen are healthy and happy. Supply struggles to match demand so if any dealer
Wants to sell it on to an operator they will have to pay the asking price from Scania—if they won't, someone else will.
The used truck sector is a tough environment and negotiations are keen. After two days on the road with Scania's used vehicle sales manager Paul Willis and his mobile phone, it's clear that there is a revolving-door policy for second-hand trucks back from contract-hire deals.
Scania's reputation and market strength in the UK peaked during the 19905 when just about every operator or owner-driver wanted one, and even though Scania's peers and competitors have closed the gap, that reputation for quality still helps today's used models find second homes quickly
Product profile
The Rii4LA 4x2NA is available with the choice of two engines, three wheelbases, and as a day cab or sleeper. Baseline power is from the 340hp version of the DC1i-or engine which produces 1,6o oNm peak torque and comes with an eight-speed Scania G R9oo gearbox.
The option is the nominal 380hp (its true rating is 375hp) which is fitted to the subject of CM'S used truck test—W265 JJA.
The stronger engine offers torque of 1,75oNm between 1,o8o and 5,500rpm, and it has the GRS9oo 14-speed gearbox as standard—which is only an option with the 340. Other options are the GRS 8 90 minus crawler gears and Opticntise with Traction Control.
The wheelbases are 3.3m, 3.55m and 3.7m, the latter specced on W265 JJA, and the twobunk sleeper stands 3.3 IM metres high without air management kit.
No fancy optional extras are fitted inside or outside of the cab.
Since being registered in mid-April 2000 in ANC Express livery, it has clocked up 461,000km on a three-year contract-hire deal. There have been no major components replaced with just a couple of call-outs for a defective unit injector at 335,00okm and a starter motor problem at 38i,000km. ANC Express ran W265 JJA from new plated at 28 tonnes for express parcel deliveries and collections, and coming into this test it had yet to pull 40 tonnes.
Scania has priced it at £25,500 (ex-VAT) after contract hire, which Cap deemed to be fair. Its July edition Red Book for Used Commercial Values lists a retail price for a clean model at £24,750 (ex-VAT), underlining dealer and customer demand.
Bottom line
When Scania put forward an R114.380 for a 44-tonne used truck test last September it produced a pretty decent figure, and with the same horsepower and torque anything less than that would have been a disappointment.
So when W265 JJA took the unofficial fuel consumption record for the Used Truck Test Route for artics, producing 8.49mpg, there was a huge sigh of relief. And before any manufacturers call to say "it's not a comparative test", all CM can say is "we know".
It's worth bearing in mind that its original plated weight means the driveline has been spared hauling maximum weight for prolonged periods, so it has not worked as hard as those 4x2 tractors that have hauled 40tonnes day in, day out.
The previous record holder, achieved on six axles and at 38 tonnes, would be difficult to compare with five axles at 40 tonnes done 18 months later, but we felt it was still worth mentioning. Potential payload with the 7.otonne trailer for W265 HA is 25,820kg.
The basis of this figure comes from a very impressive A-road fuel figure, 7.82mpg. The weather was cloudy but humid and the temperature was around 20°C on day one rising to 26°C on the second. The air was still and traffic only really built up around the A5 toll road and the M42 road works at Junction 2.
On the road
For 4o-tonne operations, the true output of 375hp is a good solid dependable engine rating to keep a decent average speed and mpg figure, and to
let the driver feel as though they are actually making some headway. It means approximately 9.4hp/tonne and, with 461,000km on the clock, the Scania DCii-o2 engine is in its prime offering plenty of life for any potential new owners.
Scania, like Volvo, has moved away from i6-speed boxes to 14-speed transmissions with the top left position completely removed from the traditional H-pattern. The
result is broader torque bands coupling gear IL to 61-I direct-drive top.
In theory, there should be wider gaps between gears causing the driver to use more revs before changing to compensate, but there was no real sign or need of this. We more than likely used the same number of gears from 14 as we would have from a choice of 16.
With a relatively high mileage, you might expect the clutch or at least a part of the synchromesh to start feeling the pace but W265 jjA gave us no signs that it was about to give way. The throw between gears is clean and even an early start didn't cause any problems changing up into high range where the odd sticky change can catch you out.
Hill climbs felt a little laboured at times and this was most noticeable in the short sharp Dinmore Hill climb, where we dropped two full gears to 4H and the engine dug in at
oorpm—i ust inside the torque band's bottom end. This meant an economic climb rather than a power-based one.
The long and winding Dolfor Hill saw the engine work between 4L and 5H producing a pretty decent time. The changes were all half gears and the driveline responded well when asked for more power.
The A-road section was where the backbone of the fuel figure was created, holding 40mph comfortably at the bottom end of the torque in 61-I. By dropping a half gear, tricky short and sharp hills were easily dealt with. There is no after-market or optional retarder engine brake fitted, so the standard air-actuated exhaust brake was the only extra braking facility, and it sits at the top of the foot brake. There was little action to report from the motorway section as we kept pace with our peers from Ross-on-Wye back to Hinckley, and the driveline pulled nicely from a standing start in the traffic jam on the M42 at J2 opposite the services to the crest of the next hill.
Cab quality
It's normally after the eye has got used to its surroundings that it starts to pick out any scars, wear and tear, or any hasty but subtle cosmetic surgery employed to give the cab a smart appearance. But as we headed home on day two, the only thing we could pick out was some scuff marks on the locker above the driver's head.
There was some dust and grit in the centre storage facility under the middle section of the bottom bunk but apart from that it was clean and damage-free. The dash has held onto its black sheen and the seats are free of cigarette burns.
Both bunks look as good as new, as ANC Express drivers rarely enjoy a night out in an anonymous lay-by. This has helped the cab maintain its overall quality as few, if any, drivers have needed to clamber over the engine cover for a kip.
Summary
There are several factors for a record breaking fuel result: decent weather conditions, no caravans or tractors, familiarity of the route... oh, and an impressive driveline. It handled the route easily and, while it is only a fleet spec truck, this could well suit an experienced owner-driver.
Its condition, mechanically and cosmetically, is excellent and it has only worked at 28 tonnes.
As we mentioned earlier demand exceeds supply so if you are in the market for a used, competent 4x2 tractor with a sleeper cab, and you're willing to match the price for a truck back from contract hire, Scania would like to hear from you.
• by Kevin Swallow