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There's something so reassuring about Scania, and its role at Tipper 2008 was as something of a yardstick.
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When we last looked at this truck at Tipper 2006, it was the Euro-3 DC1011-08 380hp version with a sleeper cab classic asphalt spec. This time around, Scania is still one of the big three tipper manufacturers and it was a similar aggregate specification that we were once again testing. The P-Series is a product that any transport manager could order and be confident it will do the job.
Complete with the CP16 extended day cab, it offers the driver more room for all the extra gear required (high-vis, jackets, hats, boots, etc) in a time of ever-increasing health and safety requirements, and enough room to move
the seat back and get a decent, reclined 40 winks A Our Euro-4 P-Series between building sites and quarries. with extended day cab had The 11.7-litre 380hp Euro-4 engine, with eight-speed a classic aggregate spec
manual transmission, handles 32 tonnes with aplomb, In fact, you have to drive pretty poorly to get the engine to sound as if it has any fight in it. While MAN has banged the drum for exhaust gas recirculation (EGR), the Swedes have gone about their business with quiet confidence.
Weight-conscious transport managers at tipper companies favour EGA because it carries fewer tanks, ergo less weight, on the chassis, and our assessment of chassis cab weights confirms this theory. And that's not to mention the hassle of filling another tank.
Torque 1,900Nm from 1,100-1,350rpm delivers decent momentum when asked over the more arduous on-road climbs. On site, with an aggregate body, with speed restrictions and health and safety, the torque wasn't tested beyond the short, sharp hill climbs; more likely, it'll be wet and hazardous conditions that will test the driveline.
It breezed around the route and we spent more time looking out for speed cameras and car drivers than discussing the merits of the truck and its driveline. This model comes as basic as you'll get: drum brakes, steel suspension, steel wheels and steel fuel tank a case of functionality over flair.
KS It came down to a penalty shoot-out between Sweden and Italy, but the results are testament to the quality of all the vehicles on test.
The Hino's price and improved product standing were only let down by its driveline, biased towards power rather than torque, and the Mercedes-Benz fell by the wayside because of the feel of its brakes and basic specification. Of the two. Hino is the one that operators know, while the Axor is still an emerging player.
So it fell to Oaf Trucks, and its CF85, to show the sort of standard manufacturers need to attain to make inroads into the tipper market. If the Iveco hadn't been so twitchy on the back roads, the Italians would have waltzed to victory, but, instead, it left the door open for Scania's P-Series to pull level. After five tough assessments, followed by a sudden-death play-off, it proved to be the basic chassis-cab kerb weight (minus body, assorted driver body weights and with full tanks) that edged the Swedes in front.
Iveco will argue it could pull 100kg out of the truck to match, but on the day we have to go with what we have. And in the Scania P-Series, we have a tried and tested vehicle whch is also very competitively speeded.
• This year we moved locations and set up at the Smith & Sons (Bletchington) Ardley quarry, which is just off J10 of the M40. towards Middleton Stoney.
Thanks to quarry manager John Stocker and transport manager Paul Needle for allowing us to load up our vehicles with 16mm stone and run them around a 50-minute route for driving impressions.