TOOLS
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OF THE
TRADE
Scania's 4-Series started life as an ideal concept, and in a lot of operators' eyes it has just about made it. We've been assessing this popular range as a second , hand addition to the fleet.
OPERATOR FEEDBACK
Over the coming months Commercial Motor's Tools of the Trade series will look at the following vehicles: • MAN F2000 8x4 • lsuzu NQR 7.5-tonner • Seddon Atkinson Strato tractor • Volvo FH12/16 • Leyland Daf 85 Series • Foden Alpha 3000 If you run any of these models and would like to participate in our operator feedback section please fax your details to Bill Brock on 01628 624224.
You must have comprehensive service records and ideally should have run the model concerned for at least 18 months.
At the launch of the 4-Series cab in 1995, Scania's vice-president ICaj Holmelius stressed the critical role played by the cab when he described it as "a symbol; a clear visual expression of image; a reflection of the quality of the vehicle itself and the prestige of the operator running it." In other words, if the cab doesn't look right, the manufacturer can expect sales to slump. RHD versions of the new range went on sale in the UK in July 1996.
Scania started work on its 4-Series cab at the end of the 198os in collaboration with stylist Bertone. It wanted a new cab that would cost less to build while retaining all the strength of the old 3-Series cab. It also had to provide as much space inside as possible while minimising the effect of wind resistance on the outside. Great ideals, but not easy to achieve.
This week we are looking at fleet-spec P-cab tractive units, although for long-distance operations Scania offers the more upmarket R sleeper cab, as well as the more spacious Topline specification.
Visually, the front of the cab makes the biggest impression—it also has a major influence on fuel consumption. The front of the 4-Series cab is slightly narrower than the rear, with corners rounded off to a 3oomm
radius which is considered to be the optimum to give the smoothest air flow. Assembly of the cab is almost completely automated. With an overall dimension tolerance kept within 2mm, it is considered to be so accurate that Scania has patented its "gliding joint" procedure that ensures minimal i:05 space between panels every time. This also g enhances air flow and cuts down on wind noise. Low mounted corner deflectors are designed to combat the spray thrown up by the wheels; even the mirror surrounds are shaped to direct air flow away from the side windows and help keep them clear.
The curved front screen is not raked back, as might have been expected. Instead the design maximises the perceived space inside. The window area has been increased by 15% over earlier models and glass at the front and sides is tinted.
A mix of steel and plastic panels are mounted on a steel frame which gives the strength to withstand the severe Scandinavian impact tests. Sheet metal panels are given the hot dip galvanising treatment before being painted inside and out with specially formulated powder paint which is said to give better protection than other types of paint, while being environmentally friendly. Finally all box sections are injected with oil for longevity.
Inside, the vertical screen provides space D
for overhead lockers while the roof height and width are greater than for the 3-Series. Under normal driving conditions noise levels shouldn't rise above 66dB(A). Noise arising from the engine and transmission is absorbed by what is described as a "copious amount" of under-cab insulation, which also suppresses drive-by noise levels.
The cab is mounted on four independently acting air suspension units, which virtually eliminate vibration as well as providing a stable, comfortable ride. Ventilation is designed to create a draught-Free zone around the driver and passenger. Incoming air is filtered to remove particles of dust and pollen before being distributed through 17 strategically located outlets, ro of which dispense hot air to defrost or demist the front screen and side windows.
The angle and height of the small (473mm) steering wheel can be set for reach, as can the seat. A new luxury seat with integral belts provides support for the lower and upper section of the spine. Like the gear lever, located close to the seat, all controls mounted on the curved fascia with the instruments are easy to reach.
There can be as many as 1,3oo electrical connections on the chassis. More than half are inside the cab, so if a circuit goes down it's worth checking the relays and fuses grouped together at the front of the cab first.
We rather liked the 3-Series cab's tilt pump mounted just behind the front bumper—it was easier to use than the Series-4 version mounted behind the cab. Because noise insu
lation shields are designed into the chassis, access to the engine and ancillary components is no longer obstructed.
The choice of engines started with an tr-litre unit which was carried over from the 3-Series and uprated to 34ohp. In addition, Scania launched two 11.7-litre engines featuring four valves per cylinder and individual heads with the injectors placed vertically in the centre of the combustion chamber. Steel crowns withstand higher temperatures and pressures while allowing rings to be positioned nearer to the top of the pistons to Dreduce dead volume and smoke emission. At 36ohp with mechanical injection, or at 400hp with EDC, both versions produced good levels of torque at low revs. Then, in April last year, Scania introduced unit injectors, which it had been developing with Cummins since 1992, to give a maximum rating of 42ohp.
A shortened stroke version, with swept volume reduced to io.6 litres, gave outputs of 340 and 38ohp. A single electronically controlled integral pump/injector for each cylinder, controlled by an ECU, replaced the traditional in-line injection pump. High injection pressures were needed to meet future emission standards, but fuel is supplied at low pressure all the way from the tank to the top of the cylinder head.
Typically, a truck engine spends 85% of its running time at less than 8o% of maximum torque. So instead of minimising specific fuel consumption at maximum torque Scania has mapped the engines to perform best at the speed they run at most frequently. The result is claimed to combine better fuel returns with lower CO2 emissions, while being more tolerant of a wider range of driving styles.
Manufacturers are rarely given credit for the huge improvements they have made during development of their diesel engines. Over the past 25 years fuel consumption for a given task has dropped by 6o%. CO2 particulates and hydrocarbons emissions have all been reduced by the same amount, while nitrogen oxide emissions have been reduced by 90%.
P114 340 models were introduced with Scania's CR 900 eight-speed synchromesh transmission while the P524 360 and 400hp models were specified with a G RS9oo r4speed splitter box with a three-position gate shift and direct top for optimum fuel economy. The top gear ratios are closely spaced, giving just 3o orpm variation in engine speed, while the drive axle is specified with single-reduction gearing for economy. Air suspension is standard at the rear on all three model ranges.
OPERATOR FEEDBACK
TAYLORS or MARTLEY
"We find Scania prices competitive and
the new models hold a premium" Stephen Taylor Stephen Taylor, managing director of Taylors of Martley, runs the group with his brother Grahame, who is haulage director. The company has been based on the outskirts of this little Worcestershire village for more than 5o years. hi addition to the 200 trucks it operates from eight depots around the country, the Taylor Group has interests in warehousing, truck rental and workshops.
The group bought its first Scania in the early 1970s to replace an AEC; the Swedish marque now represents the core of the fleet. Taylor's purchasing policy purposely avoids single sourcing so the fleet includes a number of MANs and a mix of Renault, Leyland Daf and Volvo models used on general haulage and distribution, mainly operating in the UK but with some trucks running to the Continent. Of 125 Scania tractive units, six are 13124s powered by the i2-litre mechanical-injection engine.
"Our operation is split between gross weights of32 and 38 tonnes so we use 4x2, tractive units," says Taylor. "Before we updated the fleet, three to four years ago, we ran a series of fuel tests with different makes of trucks to determine the best power rating for our business. Because we don't run with a full 38 tonnes every time, 36ohp seemed to suit our needs. At the time we were running 113 3205 so we liked the idea of continuing with the simple mechanical injection offered with the PI24 360 and took some of the first available. We had some bad experiences with various manufacturers' early EDC systems but that is not to say we fight shy of new technology, which is largely responsible for improving fuel consumption."
"The P cab is more of a fleet cab for vehicles that don't spend too many nights away from home," he adds. "The price differential over R-cab models also has its attractions. Generally we find Scania prices are competitive and the new models hold a premium. That's less so with the 3-Series now as there are a lot out there, and it's one of the reasons why we decided to keep ours for five to seven years. Without the old rust problems modern trucks look better for longer, and the reliability of the engine and driveline is very good. I expect the value of the 4-Series to hold up better. We still buy the majority of our trucks outright but we have taken some on contract lease. However, with limitations on mileage they don't always prove to be as flexible as our own. All of our P cab models run with either Lawrence David or Boalloy triaxle curtain-sided semi-trailers. More recently we've been buying the Tautliner from Boalloy. We aim to achieve over 8mpg; the P124 36os are averaging about 8.5mpg.
"The trim inside the P cab has given a few problems," Taylor reports. The lockers over the front screen have been replaced on several of them. From new we have experienced difficulty in engaging reverse gear—it can't be done without a lot of grating. We have quarterly meetings, with Keltruck and Scania's engineer for the area to discuss problems like this. They have carried out various mods but the problem still persists. There was a recall on the driver's seat and another for the ignition switch to be replaced. We don't have a problem with brake wear but clutch life has become shorter. To be fair, we do more miles than we used to but now we only get two to three years out of a clutch. A few years ago we averaged up to five. Scania's parts prices are quite good; they run a lot of specials and availability has never been a problem. Lack of space in the P cab is the most common complaint we get but driver comfort is much better than with the 3-Series."
RECALL DATA
The Vehicle Inspectorate's accident and recall department has been notified on a number of safety-critical items, each pertaining to a limited number of Scania 4Series vehicles built since 1996.
VI 14 May 1997: Potential insufficient torque of drag-link clamp.
• 29 May 1997: Possible detachment of air deflector.
• 20 July 1998: Possible defect in the seat-belt retractor.
IN 29 July 1998: Possible detachment of the fifth-wheel coupling.
• 1 August 1998: Possible deflation of tyres on Michelin disc brake rims.
▪ 10 October 1998: Burnt trailer brake
hoses.
• 10 October 1998: Unauthorised overriding of top speed limiter.
• 10 October 1998: Potential failure of steering shaft connection.
• 10 October 1998: Possible malfunction of brake system protection valve.
• 20 October 1998: Possible leakage from air conditioning system.
• 11 January 1999: Risk of short circuit on the starter motor cable.
lam surprised just how well it pulls for a 360hp engine"
Brian Harman
Brian Harman of A&G Harman works out of Battle, East Sussex, hauling round timber from sites across the south of England. His 3-Series Scania was stolen recently so he looked around for a used 4-Series 6x2 replacement.
"We run with tandem-axle trailers because they produce less drag and lifting the middle axle gives us better traction off-road as well," he says. "There seem to be a few three-axle units around now but when we needed one, about five months ago, there wasn't much about." Instead his local Scania dealer, Derek Jones Commercials, offered to convert a 1997 P124 360 4x2 tractive unit with a lift axle. It had 465,000km on the clock but was offered with a full warranty for a year. In the event the conversion took six weeks to complete as there was a delay in the supply of parts from the factory.
"We had to cut back a bit on the work and managed to get by with our other three trucks," he says. "With a crane the 124 gives us a 22tonne payload at 38 tonnes. A lot of the time we tare out a bit lighter than that, so although we have thought about uprating to 41 tonnes GVW we can't justify the cost"
The company was started by Brian's father 46 years ago. It began to operate Scanias with a 111 and has progressed through successive models. Even though the work is hard Harman keeps his trucks a long time.
"We bought a 112 about 10 years ago when it was a couple of years old," he recalls. "We are still running it but we have replaced the engine. I expect we will keep the 124 for 10 years. The 124 the crane works off has a PTO, which is a lot lighter and quieter than having a donkey engine but it does use more fuel. We can be loading for up to an hour with the engine running so consumption looks high, but it's something we just have to live with. We have only had this truck a short time and it's running very well except for the exhaust brake—it's just not working at all. We picked up on it at the last service when we took it into Scantruck at Lewes but it's not been put right yet. This one will cover a good 120,000km a year but we don't use a drop of oil between services.
"The cab is very nice," says Harman. "Coming from a 113 it is quite an improvement. The seats give plenty of support and the bunk is nice and big. We're just not used to this level of comfort on this type of work!
"I am surprised how well it pulls for a 360hp engine and I
am just loving this 14-speed gearbox," he adds. "Reverse can be a bit chunky but once the transmission has warmed up it seems to be all right. Low-down torque is good and the diff-lock is very useful where the going is soft
"Some of the sites we visit have difficult entrances but manoeuvrability is pretty good," he says. "Visibility on the nearside can be a bit difficult at acute junctions— it has the extra window on that side but it's obscured by a curtain. We're in and out of the cab a fair bit but access is no problem. Normally availability of parts from Scania is very good, but they can be a bit expensive sometimes."
"We ran our previous
Scania 112 for 10 years and it never
owed us a thing "Richard Lea II Brooks Contracting, based at Morecambe, is the transport service arm of Harbour and General Civil Engineering. Transport manager Richard Lea runs four trucks—a Foden, a Ford, and two Scanias with low-loader, step. frame and flatbed trailers. Both Scanias are three-year-old 6x2 124s with tag axles, but the 360 was bought new while the 400hp model was picked up second-hand.
"We ran our previous Scania 112 for to years and it never owed us a thing," says Lea. "We would normally keep trucks until they need changing; that's to say if they start to give trouble then we get rid of them. Our 112 wasn't costing us anything, but we thought we should sell it before it did. It went to a private buyer who ran it for a further 15 months and it didn't owe him anything either.
"It was this kind of value and reliability that made us return to Scania when we bought the 124s," he adds. "They move plant and equipment around our sites. The 400 is equipped with a taller R-cab and a Palfinger loading crane behind it plated at 38 tonnes, while the P-cab 124 is plated at 65 tonnes although it doesn't often run at above 50 tonnes. With a standard trailer both will run at 41 tonnes. There's very little to choose between them in fuel consumption—both do the same sort of work and return about iompg.
"Up to now we have had no major fault," Lea reports, "but we have had some silly little problems. In the first week the alternator adjuster pulley flew off—luckily it didn't go through the radiator. Switches inside the cab, like the splitter control, have cracked. I think the use of the collar for the range change is a backward step. Although it's not a bad box it's not as quick, smooth or light as Eaton's latest I6-speed transmission. The 124 360 has covered 280,000km and we haven't had the brakes relined yet.
We took advantage of the service contract when the vehicles were new but! would never have another," he concludes. "It wasn't what I expected as you don't get the full service frequency. We tend to keep the same driver on each one as they tend to look after them better There is no complaint from the driver of the P-cab 360 that his is any less comfortable that the R-cab of the 400; both have a good
bunk." •
"We would expect a P124 in really good
condition to fetch 12,000 to £3,000 more than hook" Alan Phillips
Over the past three years Scania dealers have improved their ratio of new to old vehicles sold from 4:1 to 3:1. Used truck sales manager Alan Phillips has recently joined the Scania-owned dealership Southway, based at Heathrow, from Renault. With used sales outlets at Newbury and Avonmouth, and a stock of more than 45 Scanias across the range, he serves customers throughout the south of England. Part of his mission is to help Scania move its new-to-old sales ratio towards a target of 2:1.
"Early P-cab 124s are now coming up to three years old which is a time when we expect numbers to increase in the used truck market," he says. "Up to now I have seen more 124.360s than 400s. With a lot of fleets the smaller P-cab has traditionally been specified with the smaller power option.
"With regard to the 6x2; in the new market there has been a move away from the tag axle to the mid-lift and so in the used truck market tag-axled models seem to be in shorter supply," says Phillips.
"P-cab units are in demand from small fleets as well as owner-drivers," he adds. "The level of comfort and space is superior to that of the 3-Series.
Customers recognise that our 12-litre engine gives them the level of power and torque to handle 38 to 41 tonnes without having to go all the way to 14 litres.
"The CAT book gives the retail price for an average 1996 sleeper cab P124 4x2 tractive unit as £33,000, while a 6x2 P124 360 with a mid-lift would retail at £37,000," Phillips reports. "The 400hp EDC engine adds about £1,500 to £2,000 but we would expect a P124 in really good condition to fetch £2,000 to £3,000 more than book."
"They are one of the nicest looking
trucks on the road" Chris Wright
Scania says that auctions tend to depress resale values. Chris Wright, managing director of Commercial Vehicle Auctions based in Doncaster, counters this point of view: "Where values are not supported by the manufacturer a truck will only make what the market-place will accept. The right truck, in demand, will always make the right money" Commercial Vehicle Auctions has been trading since 1989 and holds regular sales, on two Wednesdays a month, which have a throughput of 160-200 trucks and 80-150 trailers as well as a range of plant equipment.
"We sold some P-cab 1248 quite early on when they were about a year old," he says. "They have taken over the role of the 113 and are one of the nicest looking trucks on the road. There seem to be more P-cab models coming through than R-cabs—I think this is because they are a lot better than the old 3-Series P-cab.
"When the range came out demand was greater for the 360, but I believe we are seeing more 400s now in general haulage fleets," says Wright. "With [DC and a little more horsepower they are slightly more economical on fuel. It's still a bit early for the supermarket fleets to be replacing them as yet.
'We see a mixture of 4x2 and 6x2s but the demand is for the 6x2 units," he concludes. "The 4x2s don't make as much as we think they probably should, but then the ones we have sold tended to be with the less powerful engine. The last P-cab 6x2 400 we sold was a 1997 model on a P-plate and it made £37,800 which I think was a fair price. As a ballpark figure you will pay about £5,000 less for a 4x2 360 of the same year."
INSURANCE
• Insurance broker Roberts and Davis of Newmarket, Suffolk, supplied CM with sample quotes for an owner-driver operating within the UK with full no-claims benefits: 1867.25 for a Scania 124 360 4x2 working at 38 tonnes, and £1,00510 for a 6x2 tractive unit plated at 41 tGnnes.
TOOLS
OF THE TRADE SPECIFICATION
Model: Scania P124LA 400 4x2traCtive unit with single-bunk P sleeper cab.
Design Mt 50 tonnes. Design (111 19 tonnes. Manufacturer: Scania (GB), Tongwell, Milton Keynes, Beds MK15 8HB.
MINE Scania DSC12,01, Euro-2, charge-cooled. Cylinders: Six, in line.
Capacity:11.7 litres.
Maximum net power 400hp (294kW) at 1.80Orpot Maximum net torque: 1,335 ibft (1,810Nm) at 1,100-1,500mm TRANSMISSIOW Scania GRS900 14-speed synchromesh With range-change and splitter incorporating two crawler gears. Airassisted. single dry plate clutch. Final drive: 3.08:1.
IMAMS SYSTEM Dual-circut. ABS Category-1, full air system with automatic slack adjusters and air dryer. Raring Spring brake actuators on both
EZM
Recirculating ball with hydraulic power assistance.
CHASSIS I adder construction with riveted cross-members.
Suspension Front, semi-elliptic parabolic steel springs with threaded shackle pins and roll bar, rear, full air suspension on both rear axles.
Wheelbase: 3.711.
Wheels and tyres: 22.5in spigot-mounted steel rims with 295/130 R 22.5 tyres front a.nd rear. Finite= 400 litres.
ELECTRICAL SYSTEM 24V, 2x170Ah batteries with 65A alternator.
SERVICE DATA
Door mirror (complete): £78:11 111111311
Manufacturer's standard workshop hours Remove and replace clutch assembly: 7,00 Remove and replace one Injector: 9.60 Replace head gaskets: t.60 Replace brake shoes/pads, front and rear: fiII Remove and replace engine: 900 Remove and replace gearbox: 5.00 Renew engine oil fitter( s): gn
TOOLS
OF TOE TRADE
VERDICT
Scania has sold about twice as many P-cab 124 4x25 as R-cab models, which clearly shows its acceptance in the market-place as a fleet cab. The 4x2 versions are more plentiful and there are about two thirds the number of mid-lift 6x2s, but these are more likely to be found with the-R cab. Scania's 36ohp engine, retaining mechanical injection, is a popular choice for operation at 38 tonnes but the 400 offers the potential for better fuel returns and will cope better with the increased weights. They were launched three years ago and should soon become more readily available in the used truck market. CM suspects that Scania dealers will try to keep the best examples coming back in from leasing contracts for sale through its own outlets. While residual prices for the 3-Series have dropped away, prices for the 4-Series seem to be holding up. With dealers taking a larger share of the younger used models that is likely to remain the case.