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SM O OTH C R UI SE R T he traditional yardstick for measuring a heavy 4x2

23rd December 1993
Page 35
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Page 35, 23rd December 1993 — SM O OTH C R UI SE R T he traditional yardstick for measuring a heavy 4x2
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Which of the following most accurately describes the problem?

rigid was: "Will it return lOmpg with a 10 tonne payload?" Ifs an adage that has a solid ring to it but it needs updating. Most 17-tonners today, including our Scania 1393ML test vehicle, exceed this bottom line comfortably, some even do it with capacity to spare.

Two years ago Leyland Daf's 156kW (212hp) FA60.210 Freighter set the all-corners record for the quickest, most economical trip around our Welsh test route at 21.1 lit/100km (13.4mpg) at an average of 65.21cm/h (40.5mph). That record still stands today.

It snatched the laurels from MAN's lowerpowered 17.192F which only three months before had set a target of 21.8 lit/100km (12.9mpg) at 62.9 lun/h (39.1mph).

The 60-Series had a body/payload figure of 11.86 tonnes against the RAN's 11.69 tonnes and this Scan ia's 11.42 tonnes.

Rarely do trucks combine such excellent fuel consumption figures with fast journey times. Clearly Daf's charge-cooled 6.2-litre Euro-1 diesel takes much of the credit.

However, unlike both the P93IVIL and MAN 17-tonners, it also had aerodynamic cab fairings with body pelmets carrying the promise of a 13% fuel saving.

Nevertheless, these are very high standards that the other two sector leaders, Iveco Ford and Volvo, will be shooting at. Certainly, Scania's 162kW (217hp) P9311111, treads an above-average line as far as performance and body/payload is concerned. This is a good basis from which to attack a market sectors that it previously ignored. In addition to some success in the tipper segment, Scania is also building up a head of steam in municipal and distribution arenas.

It's two years since Scania served notice that its 8.5, 11 and 14 litre-engine range would be built to comply with the Euro-1 emissions limits that are now in force.

New turbochargers were used to boost torque at lower revs and with a better air supply came better combustion with a reduction in nitric oxide emissions and particulates.

Two-axlecl Scania rigids have a choice between the standard 153kW (205hp) turbocharged 1JS9-08 8.5 litre-diesel and the optional higher powered DSC9-10 162kW charge-cooled engine as supplied in our test truck. The more powerful DSC9-10 six-potter provides almost 10% more torque at 835Nm (6161bft) which is a lot more grunt than others in this class.

Scania marries the low-powered engine to its G770 five-speed synchromesh box, but if this duo has limitations you can always go for the 162kW engine.

Coupled with its GR801 eight-speed range change gearbox and equipped to supply trailer air brakes, more grunt makes sense, especially for operators wanting a drawbar outfit capable of working at 28 tonnes GTW.

There's a choice of day or sleeper cab on the P93M. In standard 17-tonne GVW form, there's no leeway on axle-loading tolerances but where this is a real problem Scania offers its beefier AM61 front axle and suspension. This costs an extra £816 but in addition to a tonne bonus at the front end, there's the promise of extra payload should there be any sign of a move up to an 18 tonne limit for 4x2s.

Scania also offers air suspension on both front and rear axle which Silentnight for one has chosen as the basis for its drawbar demount-ables. The test truck had the standard 3.78:1 diff. For those wanting to fine-tune the driveline, there's a wide choice of differentials with Scania's 10.5-tonne rear axle.

Although limited to 96Iun/h (60 mph), in theory it has a top geared speed of 109kni/h (68.1mph) and can climb a 26.4% (1-in-3.8) grade in bottom cog.

As we proved, it did slightly better than that by clearing MIR/Vs 33% (1-in-3) slippery slope in steady fashion.

With a body/payload figure of 11.42 tonnes, the P93 is one of the heaviest of the 17-tonne chassis. It gives 440kg to Leyland Dais 60.210, while the slightly shorter Volvo FL618 has a 350kg edge over it. However, their respective 6.2-litre and 5.5litre engines pale beside the Scania's heavier 8.5-litre DSC9-10 which manages to produce its maximum output 400rpm below their 2,600rpm power line.

As well as having more cylinder capacity than its rivals, the P93ML churns out more torque at lower engine speeds which suggests that it has plenty in hand at 17-tonnes gross.

Its 835Nm at 1,300 looms over the Leyland Daf's 650Nm at 1,600rpm, MAN's 730Nm at 1,200-1,500 rpm and the Volvo's 700Nm at 1,56Orpm In addition to extra torque, the DSC9-10 engine's specific fuel consumption curve bellies down below the all-important 200g/kWh mark between 1,200 and 1,750rpm.

It reaches its lowest 193g/kWh point just above 1,400rpm which relates well to a P93 17-tonner that, on the day, seemed better geared for motorways than distribution-type work. Over both A-road and motorway stretches of our Welsh test route, the Scania was only marginally quicker than the Volvo but there's a more interesting contrast in fuel returns. Both are 11mpg (25.71it/100km)-plus machines but the Scania is thriftier on motorways while the Volvo edges ahead over Aroads.

Over the entire 362.8kms of the CM middleweight test route, there's less than a litre of dery between them, whereas the 60-Series saves nearly 16 litres (35 gal) over the pain

MAN'S deceptive star the 17.192F, is only 3.0 litres behind the 60-210 Freighter and in the same journey time as the Scania which begs the question: is the extra power really necessary?

In top gear the P93ML is a smooth cruiser along motorways held to the 60mph limit by the Econocruise device. It's no slouch either at inter-urban speeds with its high torque output gobbling gradients without pause.

The Leyland Daf 60-210 apart, it performs comparatively well, the engine pulling willingly over its green economy band.

Yet, despite its lean, green Euro-1 guise, high output and eight-speed-box, Scania's 17tonner lacks sparkle getting away from the traffic lights and is to a degree hindered by uneven steps between 3rd and 5th gears.

Its 0-80km/h figure of 53 seconds means that the competitors listed, all with six-speed boxes, can show it a clean pair of heels, especially the Leyland Daf 60210 which gives the P93 six seconds and still edges ahead. It's quicker through the gears too.

Working your way through the GR801's cogs is relatively easy which is just what you need for busy high street distribution work. Thanks to power-assisted steering which is light but not overly sensitive, the P93 manoeuvres well too.

The amount of effort needed at the wheel is about right for this size of truck, even in tight

confines. 110.

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