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MAKER
Mention Scania to hauliers and many assume they are the motors of the more image conscious (and affluent) operators. The P114.340, however, is a fleet machine and proved itself as such over CM's 38tonner test route. It's a good benchmark for its class, but that class is expanding, with new or revised models set to compete from several of the major manufacturers.
Let's be brutally frank—haulage is not a glamour profession. It should be driven by cold economic facts and rational business decisions. Nevertheless, there are people out there who feel naked on the road without at least 500 horsepower, 16 speeds and sleeping accommodation worthy of Claridge's—not to mention an airbrushed rendition of Hieronymus Bosch's "Garden of Earthly Delights" on the back of the cab and the D-Day landings on the front. You know who you are.
Fortunately some hauliers are immune from that sort of thing: they realise that whole-life cost, is the most important criterion when choosing a truck and specify the machine accordingly. This Scania ought to be the truck for them—everything about il says "sensible". Moderate power output, wellproven transmission, a modest cab and no frills. Even if the P114.340 is only the sum of its parts, it should be popular.
• PRODUCT PROFILE Scania's 4-Series has perhaps not been revolutionary, but it has certainly carved itself a substantial niche since its introduction three years ago. The UK is Scania's biggest European market and the firm's share is better than 10%. Plenty of mainstream fleets have gone for the 4-Series, not just the traditional owner-drivers and high-spec haulers.
This year has seen the introduction of two new engines and a revised cab interior. We have already seen and tested the new "single driver concept" version of the R-cab, together with the latest 380hp engine (CM 25 June-1 July). Now it's time to look at a more basic model, combining the lower, smaller P-cab with the lower-rated version of the new DC11 engine. This "11-litre" engine (which displaces a true 10.6 litres ) is mechanically a shorter-stroke version of the latest DC12 unit, itself derived from Scania's old 12litre lump. The new engines share a unitpump injector fuel system, each injector being fed from a lowpressure line and controlled individually by the engine's electronics. Unlike most unitinjector engines, the DC models are not overhead-camshaft designs: the single camshaft actuates each injector via a short pushrod and rocker.
While the DC12 takes care of duties at 420hp, the DC11 is available at a nominal 340hp or 380hp—though the true figures are 335hp and 375hp. Unusually, the two DC11 variants have slightly different torque characteristics: the 380hp DC11-02 puts out 1,750Nm (1,2911bft), around 10% more torque than the 340hp DC11-01 (as you would expect) but it does so at slightly higher revs, at 1,0801,50Orprn rather than 1,000-1,450rpm.
Scania driveline supremo Lars Orehall has declared the 340 to be the "obvious" choice for UK operation at up to 38 tonnes, despite the upward trend in horsepower—the average power rating for a new 38-tonner is around 380hp and climbing. He could well be right if the P114 delivers the right fuel consumption.
The new 340 is typical of modern engines designed for driveability in the sense of usable torque over a wide rev range, and good specif
ic fuel consumption in most driving conditions: Scania claims that most truck engines spend around 85% of total operating time at less than 80% of maximum torque. In any case, the 340 should compare well against the old 360 horsepower 12-litre, which produced its peak torque of 1,665Nm only from 1,3001,50Orpm.
The engine is coupled to Scania's established GR900 synchromesh gearbox, an eightspeed (plus crawler) box with a direct-drive top gear. The GRS900 is also available, but no-frills operators will manage without its extra six speeds. The singlereduction drive axle is another Scania item.
Scania's electronic brake system (EBS) with all-round discs is well established, and it is now fitted as standard to all P. cab tractors in the UK. This is a welcome move and probably indicates that the days of the conventional all-air/all-drum setup are numbered. Oddly, EBS remains an option on cabbed tractors tractors apart from the Topline model.
The 4-Series P cab is about 235mm lower than the equivalent day or sleeper R cab, so space is at a premium, but it weighs and costs substantially less—around 300kg and £5,000, The basic sleeper cab here has a single bunk and a yard-friendly rear window, although it lacks the new features of the Solo R-cab we tested earlier this year (CM 25 June-1 July), which had an "armchair" passenger seat and a dining table. But worthwhile options include the Vehicle
Protection System, a package of remote locking, alarm and immobiliser. Why, then, do you still have to pay extra for central locking and a lockable grille?
• PRODUCTIVITY Fuel consumption is the bottom line for a fleet tractor like this, and the Scania does not disappoint: it returned a superb 8.35mpg round our Scottish test route—a record with the CM test trailer—at a fair average speed. Its result: were particularly good for the mixed A-road running of the second day of our test, which suggests that its gearing is well chosen. Certainly, only having an eight-speed box was not a problem, and it is clear that 340hp can be quite powerful enough for 38 tonnes. Even our gruelling "severe gradients" section—from St Boswells in the Borders down to Durham via the A68—was tackled easily despite rain and standing water.
In terms of specification and performance, one of the closest equivalents we have tested was Mercedes-Benz's Actros 1835, which returned better third-day results but was beaten on days one and two, for a fractionally worse result overall. The Actros might have closed the gap a little with one of Mercedes' latest single-reduction axles fitted, but other sub-350hp models have failed to get within 5% of the Scania's fuel consumption round our route.
The Scania is just as competitive when it comes to payload: at 24.08 tonnes (with our nominal 7,000kg trailer) it is close to the best opposition, and by specifying alloy wheels you.could lop off another 114kg.
The published base price of the Scania is not quite so impressive: Seddon Atkinson's Strata, in particular, undercuts it by quite a bit (with a 16-speed gearbox, to boot). But the Scania is otherwise well equipped, and promises good residual values. According to Glass's Guide, a year-old P114 is worth thousands more than any of the competition.
• ON THE ROAD Scanias have long been regarded as driver. friendly, and—again—this one delivered. The new engine is extremely willing, revving freely throughout the range but also lugging down into three-figure revs when required. Its instant response is characteristic of an up-todate EDC engine, as is the fast.acting cruise control. The engine's real-world performance is good: both on our test hills and on the test track it came very close to the Actros (despite being 19hp down) and a decent driver would not be left behind, though a modern 380 (such as the Cummins mil) would show it a clean pair of heels.
The gearbox is far from the slickest or lightest change in the world, but it is usually quite positive, and the switch-operated rangechange is reliable, after a heartbeat or two to make sure it's engaged. The ratios are well chosen, 50mph corresponding to just under 1,500rpm in top, and we rarely missed the split gears.
The steering is exceptionally light, and rather dead around the straight-ahead—you get used to it, but it is not as pin-sharp as one would like when negotiating difficult con. traflows. We wonder if Scania has been listening too closely to its ergonomics experts—light control efforts are a good idea in general, but they shouldn't compromise handling.
Still, the ergonomics are good when you have to get round the unit: access to the strcies is well designed, with good steps, cab collars that fold out easily and sensible catwalks (or -manwallts" as they are called on the spec sheet).
The instruments are all clear and the controls are positive: you'll like the cab, as long as you don't mind sombre expanses of black plastic (and that rather odd-looking handbrake), The disc brakes respond quickly and well—our test-track emergency stops were completely without drama—although they retain the slight remoteness of many disc setups. The wheels remained completely cool even over the A68, but the "pad wear" warning light flashed intermittently—probably a faulty earth somewhere.
• CAB COMFORT
The P114's driving position is Scania's customary cocoon, which is comfortable enough but which makes cross-cab access almost impossible. The seat has a wide range of movement, and the adjustable steering column is a worthwhile option.
The ride is well controlled, though occasional sharp shocks are transmitted through the seat—what else can you expect from a bread-and-butter fleet machine? But we tested a similar PI14 in our sleeper cab group test earlier this year (CM 9.15 April 1998) and found that it gave the best overall ride measurements (in a group of six comparable machines), and was particularly good on broken surfaces.
The Scania's noise measurements were also the best in that group, a smidgen ahead of the Actros 1835: unfortunately we couldn't repeat those tests (a blustery day put paid to mean.
ingful results) but our ears tell us that the Scania is as quiet as many more luxurious trucks. The driveline is especially quiet, and at speed you can hear only the wind noise.
However, you can't take advantage of all that quiet because Scania has fitted an absurdly complicated Clarion radio/cassette unit. It makes fine sounds, but it has tiny, farfrom-obvious controls and is mounted above the windscreen, so you would need the independently swivelling eyes of a chameleon (and two separate brains) to adjust it and drive at the same time. Get yourself a driver's mate with very long arms.
Storage is OK, with two decent under-bunk lockers, a narrow "wardrobe" and space above the screen. A lot of the comments we have previously made about the R-cab apply equally to the P-cab: it is well made, well finished and has useful features such as excellent interior
lighting and the removable alarm/night heater control. But of course it's smaller: during our sleeper cab test it became clear that although the bunk is good, changing space is severely restricted-you would not want to spend a long time away from home in the P-cab.
• SUMMARY
The P114240 is an excellent fleet machine. We have established that it can deliver superb fuel economy even at 38 tonnes and on tough roads. The apparent shortfall in power makes little practical impact, and the engine works well with the eight-speed gearbox.
The tractor handles well despite its imprecise steering, and ride quality and overall comfort are good, while the electronic braking system will impress most drivers the fact that it's standard is the icing on the cake. Nevertheless, the competition is hotting up: Volvo has just announced its FM range, Leyland Daf has the brand-new CF, MAN has introduced new engines and Iveco is soon to present a revised EuroTech. Any of these could set a new benchmark in the fleet tractor market. But right now, the Scania is the one they have to beat.
7 by Toby Clark
Price as tested: £59,575 (ex-VAT). Basic chassis-cab price £55,625, see table page 33 for options.
Engine: 10.6 litres, 335hp (250kW).
GTW: 38,000kg as tested. Payload: 24.08 tonnes.
Fuel consumption: 8.35mpg (33.914/100km). Average speed: 69.3km/h.
SPECIFICATION
EMIN Scania P1141,4 4x2 NA340 sleeper-cabbed tractive unit.
Design GTW: 40,000kg.
Design GVW: 19,000kg.
Plated GVW: 17,000kg.
Importer: Scenic, (Great Britain) limited, Tongwell, Milton Keyres MK15 8HB EllM Scoria DC11-01 four-stroke charge-cooled direct
wiection turbo-diesel with unit injectors and electronic diesel
control.
Cylinders: Six, in line
Bore/stroke: 127 x 140mm.
Capacity: 10,641cc Compression ratio: l& I Maximum net power: 335hp (250kW) at 1,800rpm.
Maximum net torque: 1,600Nm11,180Ibh) at 1,000 I ,4.5J-pir TRANSMISSION Scania GR900 eight-speed (rangechange) synchromesh manual gearbox, with crawler gear. Final drive: Sconia R660 single-reduction hypoid rear axle, standard ratio 3 42:1.
Optional ratios: 292 with low-profile tyres only), 3.07 and 3.80:1.
Clutch: Air-assisted single dry plate.
Dual-circuit electronically-controlled air-operated brakes incorporating load sensing and Call ABS; discs fitted front and rear.
Air reservoirs: 1 x 14.81it plus 3 x 28.8Iit
Parking: Spring chambers on both axles.
Secondary braking: Exhaust brake BRAKING SYSTEMS.
Effigniiii Hydraulically assisted recirculating ball, 4.9 turns lock to lock. claimed turning circle 13.0m kerb to kerb.
BEM Sconia f800 flat top steel channe11270 x 90 x 8mrn) hone 1770rnm wide) with riveted cross members. Suspension: Front, semi-elliptic parabolic springs with anti-roll bar and double-acting telescopic shock absorbers, rear, quarter-elliptic springs with air bellows and double-acting telescopic shock absorbers.
Axle design weights: Front, 7,500kg; rear, 11,500kg. Axle plated weights: Front, 7,100kg; rear, 10,500kg. Wheels and tyres: 8.25 x 22.5in ten-stud steel wheels fitted with Goodyear 295/80 R22.5 tyres (G391 front, G267 rear). Fuel tank: 350 litres (standard fitment; numerous options available).
ELECTRICAL SYSTEMS: 24V negative earth. Batteries: 2 x 170Ah (135Ah or 180Ahoplionol). Alternator: 65A 190A optional).
IMEEMEI Crone Fruehauf curtainsider, three airascended axles
DEALERS AND SERVICE POINTS and service points in the UK
Stank, has 66 dealers TERMS OF WARRANTY Iwo-year repair and maintenance package; live-year anti-corrosion warranty with biannual inspection at Scania-franchised dealers.
OPERATIONAL TRIAL RESULTS SCOTTISH TEST ROUTE: 1,180km.
Day 1 (348km): Average speed, 77.8km/h; Fuel consumption, 9.65mpg (29.3111/100km).
Day 2 (402km): Average speed, 65.6km/h; Fuel consumption, 8.26mpg (34.21it/100km).
Day 3 (430km): Average speed, 67.0km/h; Fuel consumption, 7.59mpg (37.214/100km).
Overall: Average speed, 69.3km/h; fuel consumption, 8.35mpg (33.91it/100km).
ACCELERATION km/h sec (gears) 0-80 59.9 32-64 26.1 5-6-7 48-80 36.9 6-7-8 WEIGHTS Kerbweight of tractor as tested with full tank and 75kg driver 6,920kg Unladen semi-trailer 7,000kg Net payload 24,080kg Total 38,000kg IN-CAB NOISE 80km/h 68.5dB(A) Tickover 54.0dB(A) Figures obtained From earlier Sleeper Cab Test (see text). BRAKE PERFORMANCE From Peak Average Distance km/h 9 9 m 32 0.70 0.58 7.0 48 0.69 0.58 15.8 64 0.70 0.53 30.8 Park brake held on 20% (1 in 5) gradient facing up and downhill. HILL PERFORMANCE Hill min sec Forteviot 3 32 Carter Bar 4 26 Black Hill 5 24 M18 4 17 MI Baulked Stop and restart possible on 20% (1 in 5) gradient.
DRIVERS' VERDICTS
Having completed our Scottish test route, we headed for BP's truckstop at Crick in search of professional drivers to give us a second opinion on the Scania P340...
Although the address on the side of George Fishlock's Mercedes-Benz 1840 reads Newbury, he told us he has a Hampshire post code. "I'll have to get used to changing gear again won't I?" he laughed when we invited him to try out the Scania P340. "It's not nearly so high to climb in as mine," was his first reaction. Once we were out on the road he added: "The cab doesn't roll nearly as much either." As we encountered the first hill climb he changed down a gear or two and commented: "The clutch is very smooth. I would have just taken a split there if there had been one available. I don't like to let the revs drop so low that the engine starts to vibrate.. .you have to give this a bit of welly to get it going again. Visibility is nice across the front and I'm impressed with the shape of the mirrors—they're nice and wide. I prefer the steering not to be too light and this is about right for me. The curved dash seems to be all right; I can see all the instruments at a glance. The engine cover is much higher than in mine but then it's intended for a different type of use."
Back at Crick we parked up alongside a smart Ferrari-red Volvo FH 420 CD and trailer belonging to Mark Mitchell of Mitchell Transport, based in Falmouth. Coincidentally we also spoke to Mitchell last year, when he was running an earlier Volvo and we were testing a Scania R360, He's a big lad but had no trouble climbing up behind the wheel. "The door on my Volvo opens a bit wider but this is a lot lower," he told us. Out on the road he passed quickly through the gears before setting the cruise control. "It's very useful," he commented. "The ride is smooth enough most of the time but it rides the bumps hard. It's certainly as quiet as mine, if not a bit quieter." It was a hot day outside and with three of us in the cab he was running with the window open. "I have air conditioning in the FH," he said, "and I don't sweat a bit. In a delivery truck like this it's just as relevant—it's so cheap now it ought to be included as standard." Over the hills he thought the extra splits would be useful, "but it holds onto the revs mind, and for 340hp it goes very well. I think I said that the brakes felt spongy last time, and this is just the same," he remarked as we came to a stop. "I see it's got a wardrobe and a remote night heater. There's sufficient space in the driving area but the engine cowl is much too high to climb over to get to the bunk. You wouldn't want to spend five nights a week in it."
Dave Holland was up from Moretonhampstecid, on the edge of Dartmoor, in the Renault 340 Manager he drives for B Thompson. As he settled in behind the wheel of the Scania he commented: 'The seat's got better adjustment than the Renault." As we headed up the road he added: "The brakes feel strange. The pedal travels further than I'm used to but they pull up OK once they start to work." On a down grade he dropped o cog and pressed the pedal lightly, engaging the exhaust brake to hold the speed steady. "You can feel the exhaust brake working," he said, "the gears are all there and they slide in easily—the clutch is very light. Visibility is good too; there are no obvious blind spots. Electric adjustment on the mirrors would be useful," he added. "The engine pulls about as well as mine although that's done a lot more miles and it runs freer. Eight gears are just about adequate but you might benefit from the split on the hills. The front suspension feels a bit hard, although overall the ride could be a bit smoother than on the Renault, but noise levels are about on a Four. The dash layout is good—everything is in vision and all the switches are to hand. I can reach the radio OK and the fascia vents are fine. The trim should be very easy to keep clean." At this point he asked: "Is this the R or the P cab? It's got quite a bit of head room, but mine has a lot more space in the middle. This is designed for just the occasional night out. It's all right for someone who normally does his eight or 10 Dave Holland: Good cab hours and then goes home to his own bed"
Mark Mitchell: Would like better bunk access and air conditioning.
George Fishlock: Praised the visibility, the instruments and the clutch.