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P REMI UM C HOI CE • In the spring of 1988 Scania replaced
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its best-selling 112 tractive unit which had served so well throughout the decade. The 3 Series trucks took on from where their forerunners left off, and the 113 was offered as a 4x2, 6x2 twin-steer and tag axle: first registrations were on an E plate, but slow delivery of early R models restricted their numbers and secondhand examples are more common with F registrations and later, Although that distinctive square styling of the 3 Series vehicles meant that they could be easily confused with the outgoing models, there were nevertheless a host of changes under the skin. All 4x2s adopted the parabolic spring pack for front and drive axles, with anti roll bars, which was already used on the three-axle tractors.
Optional rear axle air suspension had the added advantage for 6x2s of reducing the rear overhang and increasing swing clearance. Steering was made lighter by incorporating taper roller bearings on steering axle king pins, although the effect was reduced slightly by a higher steering ratio, giving a PP.
more direct response. On twin-steer models the steering linkage to the second axle was rerouted above the level of the fuel tank making more room for direct mounted PT-Os.
A new cleaner burn version of the 11-litre engine with a higher compression ratio, the DSC11-13, produced more power with an output of 260Kw (349hp) at 2,000rpm and torque of 1,490Nm (1,0991bft) at 1.200rpm.
With its modular components, Scania has the ability to juggle its cab and engine combinations, but to begin with the R cab only came with this version of the 11-litre block, badged as the R113 360. For operators wanting more power, the 14-litre vee-eight provided the urge in the R143 450, while the lower mounted P cab was available with less powerful versions of the 11-litre lump as well as the smaller 8.5-litre unit.
Further down the driveline, Scania's 10speed synchromesh gearbox has a direct top ratio and, with the standard final drive ratio, gives a maximum geared speed of 113km/h (70.2mph). Modest external changes to the cab included the option of aerodynamic cowlings for the rear view mirrors and more efficient corner deflectors to keep the side of the cab clean. Lower air intake stacks, positioned below roof height, not only improve the air flow around the cab but with the aperture pointing sideways it no longer acted as a snorkel scoop sucking in every bug within range. Changes to the interior were immediately apparent with smart grey cloth coverings for the panels and seats.
Thicker insulation was used to reduce noise levels further and stronger door handles were recessed in the panel.
A raised roof version of the R cab, the "Topline", added 220mm to interior head room allowing for extra stowage space in the header rail and a standing height of 1.7m when the passenger seat is pushed back fully. Four-point air suspension with automatic levelling gave a more sophisticated ride. Saab's aeronautical design experience appears in the curved dash, but until Scania finds a use for all the switch positions the vehicle won't really be able to fly! On a more positive note Scania did replace that awful light switch with a more accessible rotary one. A soft green light backlit the well displayed instrumentation which included a neater tachograph.
The steering column adjusts for height and rake while the fascia incorporates a separate control for the trailer brakes, situated next to the park brake lever.
• EVOLUTION
Since the launch Scania has continued to develop the R113. Redesignated engines for the 360 (DSC11-18) came in later in 1989 with improved combustion efficiency to meet 1993 EC emission regulations, and although this did not give an increase in power it did result in more torque. A lower powered option, the 320, was also made available in the R cab, developing 228kW (306hp).
An aerodynamic cab package, the Streamline, was also made an addition to the Topline cab, complete with central locking. All top-weight vehicles registered from 1 October 1991 took on Category I anti-lock braking on all axles and Scania's automatic chassis lubrication became a standard fitting. The Swedish truck manufacturer has produced a retrofit "hush kit" to quieten the air brakes, together with sump guards, temperature controlled charge-cooling and side panels to meet the EC's 84dB (A) noise limit.
The air to water cab heater has been replaced with a more securely mounted, reliable air-to-air unit. Since the advantages of low-profile tyres have become established Scania is one of many manufacturers now offering them as standard. The most powerful 380 with EDC now tops the 113 range.
• OPERATOR EXPERIENCE
DC Ball of Newmarket also services its fleet on a five weekly rota.
Managing director David Ball has run Scanias since 1977, he switched to the six wheeled tag axle units in 1983. In 10 years he has operated seven R113 360s, specified with the Topline air-suspended cab with a view to maximising the residual value. "Why do I buy Scania?" he asked, "the backup is good and we have built up a good relationship with the manufacturer and the local dealer.
"I prefer the tag axle," he says. "It is good in winter as you can transfer weight from one axle to the other if you need extra traction in slippery conditions."
According to Ball: "Extra grip is useful if you want to back up under a low trailer that is loaded. Running on six axles reduces the risk of overloading any individual axle," he explains. "Front axle tyre wear is heavy They tend to feather when we run them off on the tag axle. Twinned tyres last longer on the tag and stability is better but overall I save the cost of one tyre a year—that's about
80,000 miles using single wheels. The spigot mounting is an easy fit and can allow slight misalignment of the wheel which has been the cause of some imbalance at the front," he adds. "We had some brake judder problems with them in the early days."
Although none of the vehicles originally had speed limiters fitted, drivers benefited from a fuel bonus scheme. Running loaded for roost of the time the vehicles give up to 31.5 lit/100km (9mpg).
Movement of the fully air suspended cab seems to have introduced both niggling, repetitious and expensive faults. Along with other hydraulic pipe wear, the clutch pipe can chafe through in less than a year; a replacement costs over £25. The roller at the top of the radiator lasts about 18 months. A throttle cable can last as little as 10 weeks, and cost more than £20. Scania says its service department is aware of these problems and has already introduced fix kits for the clutch and throttle but it still has to do something about the radiator mounts. Ball usually has no problem selling his vehicles to other local operators. In the intervening year he has bought two 143.470s and five top-spec Volvo FH12.470s. He is stretching his replacement programme to three-and-a-half years.
Opinions differ as to the cause of feathering of the front tyres of tag axle models, but one expert we spoke to believes that, with the axle lowered, the long wheelbase could be a contributing factor. Either way he reports that the tag axle's geometry is "horrendously complicated" to set up properly—a point worth bearing in mind if you think a vehicle may have been in an accident, or if the wheels have been kerbed.
Cheltenham-based Ralph Davis International runs a fleet of 42 tractive units with 50 Schmitz and Lamberet triaxled refrigerated trailers. Service engineer Graham Harding says: "We used to buy Scanias because we thought they were the best trucks for our type of operation, but recent experience has shown that Volvo's after-sales service and customer care caters for our needs better. Although we have several Scania 143s on the fleet we also operate two Scania 4x3 113 360s. They were specified with the Topline cab and air suspension at the rear."
The trailers are built to carry 26 pallets with a payload of about 20 tonnes. "Since we put them on the road in February 1993 they have covered 310,000 miles," says Harding. "Most of that distance has been at maximum weight. None of our trucks travel very far without a load. Fuel consumption has been quite consistent at 7.4 to 7.7mpg. Ralph Davis keeps its trucks for five to six years, depending on reliability. "With the vehicles travelling so far from home our maintenance policy includes inspections every three weeks in addition to the normal service routine," he adds. "We use Morris XFID 1540 long-life oil and drain the engines every 45,000 miles. The oil is expensive but it pays dividends—we haven't suffered any lubrication problems. We did have an engine failure on one of the 113s, though: a conrod went through the block at around 100,000 miles. Chassis autolube has been made standard throughout the fleet but the two 113s are the only ones without it. Our policy on tyres is to fit all new Michelins; we don't use remoulds at all. We've been getting quite good results with their drive-axle tyre.
"The most common complaint we have with Scanias is with the battery box/air tank mounting," says Harding. "It's prone to cracking. The cab's air suspension is another area of concern; the air bags wear out regularly. They can need replacing in as little as three weeks; some we have had last as along as a year. We haven't sold any 113s recently but if the 143 Scanias are anything to go by we shouldn't have any trouble selling them when the time comes for replacements. We're not planning to buy Scanias in the future. Our most recent acquisitions have been Volvo FH16s to replace the 143s—the high power helps us maintain good journey times."
• DEALER FEEDBACK
Scania has 20 distributors nationwide but many more outlets, as shown on our map on this page. We visited Keltruck, based off Junction 1 of the M5, to find out what sort of support operators buying secondhand trucks can expect. At any time you can expect to find about 50 used quality vehicles for sale at the site. Managing director Chris Kelly told CM that prices for a 1991 R113.360 with Topline cab is 138,000; add an extra £3,000 for a tag axle. Extended warranty can be arranged to cover major components.Whether buying new or secondhand the tag axle model remains the most popular.
Prices are perhaps higher compared with other manufacturers' tractor units of the same age, but this reflects the initial purchase price and the residual value the operator can expect when the time comes to sell.
There should be no need to worry about the reliability of major driveline components as they are only about a third of the way through their expected first life cycle.
Kelly's advice to anyone buying a Scania R113 privately is to look at the general condition of the vehicle as an indication of what sort of life it has had, look for oil leaks and make sure that the oil pressure holds up. With up to 10 wheels on a tag-axle chassis, tyres could also be a costly item. Even if they look good, measure the tread depth to see how much life is really left in them, he says.
Commercial Motor's Workshop supplement followed the service of an R113 360 back in 1990 (Workshop Ways January 1990), and found little to daunt operators Cab movement weans this roller needs doing their own servicing.
replacing after about 18 months. With changes to the schedule including oil-drain periods extended to isk4 30,000km, the company cbr claimed a 25% '■.ttelp
reduction in servicing compared with the Series 2. The centrifugal oil filter helps save on replacement elements, but it does need the correct attention. With the advent of EDC equipped 113s, however, owners may find that they can't avoid visits to the dealer (see Workshop October 1991 where we saw the R143 470 with EDC being serviced).
Independent dealer Kevin Brandrick of Warley operates 12 R113s in his 500-vehicle rental fleet. "They have performed okay but no better than any other make of tractive unit," he says. "There is a shortage of young secondhand trucks. People buy Scania because the depreciation is less than for some of the competition but that has been less so recently. The market is showing some signs of picking up and good deals on new trucks are coming to an end. That should give a lift to residuals on older vehicles."
• SUMMARY
With the oldest R113s on the market having little more than five years in service under their belt, it is unlikely that a potential buyer will find a good example with any serious problems. Our research failed to uncover more than comparatively minor teething troubles with the 113, with the comment on the high price of service parts being the main dissenting voice.
With their low depreciation, whole-life costs for R113s should be competitive, although purchasers will have to swallow the initial premium on the price: at around .£27,000 for an early 4x2, an R113 is an expensive choice, compared to an ERF E14.32 of the same vintage which might go for £19,000 or less.
Despite this, the R113 remains an attracfive buy, and if the Scania image costs money, there will undoubtedly still be a ready supply of operators prepared to pay.
• by Bill Brock