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S 0 eddon Atkinson is able to draw on many
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years of experience in truck manufacturing as the separate entities of Seddon and Atkinson, and as a unit for the past three decades. Since 1991 it has been under the control of the Iveco division of the Fiat group.
More importantly, the company—like ERF and Fodencalls on other names like Cummins, Mentor, Allison, ZF and Eaton to put together a specific type of truck to meet operator's needs, rather than a mass-produced model with a host of optional extras. But, like its Britishbased competitors, Seddon's move into fleet sales is seen as vital to its long-term existence, Seddon Atkinson (and its Iveco parent) have invested millions in expanding and updating the production line in a bid to increase registrations, without, it says, compromising traditional excellence.
But SMMT registration figures suggest that Seddon Atkinson's sales will drop slightly for the second year running, after a steady rise from -1997.
Pro dmt hmAr down
The current range includes the top-of-therange T7 Stratocruiser with a 34o-4o5hp engine range, available as 4x2 or 6x2 tractors. The versatile T6 Strato, with the 3054o5hp-engine line-up, is designed specifically for high-mileage fleet operators. Punters can choose from 4x2 and 6x2 tractive units or 4x2, 6x4 and 8x4 rigid versions. Complementing this is the lightweight rigid T5 Strato, with a 215-235hp engine range and a choice of 4x2, 6x2 and 6x4 axle configurations.
W285 PR) is a 6x2 Seddon Atkinson T6 Strato with a high-roof sleeper cab and a mid-lift axle. It has a slightly different history from most previous used trucks that have appeared in CM, in that its first owner has been the manufacturer itself. But instead of being primed for a roadtest, it has spent its life working out on the road as part of the demonstrator fleet.
This particular truck has also been prepared exclusively for fleet operations and during its time the Cummins Mu Celect engine has been downrated—first to the dualrated 305/34ohp ESP option, and then to 380hp—before returning to its original 4o5hp rating (which actually means a
true power output of 399hp;
Since its registration on at April 2000 this truck ha probably seen more driver than hot dinners, while clock ing up its total of io5,000krr
Its service history has bee] fairly quiet, with a seized un] versal joint which damagel the back of the gearbox beim the only real incident of not The nearside electric windot motor has been replaced an it has a new brake multi circuit protection valve.
Seddon Atkinson has price W285 PRJ at 133,000 (ex VAT), which is slightly eve book price because it come straight from the factory.
The Bottom Line
Previous Used Truck Tests have mainly been at 38 tonnes, but we ran the mid-Wales rout at 40 tonnes this time. The Strata is hardly an old truck, and with around 400hp on tap w reckoned that at least 40 tonnes was needeo to stretch it: tohp per tonne is a practical rat ing for today's road conditions.
Bearing in mind our tradition of atrociou weather arriving as soon as we send a trucl around any test route after June, CM wa more than surprised by the ideal testing con ditions in mid-November. There was little i any wind, chimney smoke rose verticall uninfluenced by any cross winds, and th clear blue sky produced brilliant sunshine— how's that for the luck of the draw? Cominl back on the motorway there was a suspicion of a slight wind at our backs, but that was al]
On the motorway W285 PRJ notched u] tompg travelling back from Ross-on-Wye t the BP Station on the A5 at an average spec( of 77.2km/h (48mph) in heavy but fast moving traffic—very impressive. Across th tough A-road section it recorded 7.o7mp while keeping an average speed of 54.2km/1 (33,7mph). Here the traffic was varied bu fairly well paced but it included roadworks on the A5 and the diversion at Welshpool Overall W285 PRJ knocked up 7.84mpg am completed the 442km rout at an average speed o 60.2ktrith (37,4mph).
On the road
The To.8-litre Cummin, engine's 399hp is developei at 1,900rpm, with th 2,000Nm maximum torqui sweet spot found a 1,200rpm. Although it ha spent time lower down th, horsepower scale, 399hp i, its spiritual home and the rat ing it will be sold at.
With decent mileage unde its belt the Cummins engine and Mentor (née Rockwell) drive axle are well harmonised. Trekking through Shropshire and the hilly Powys section W285 PRJ coped well. Momentum was briefly obstructed on Dolfor Hill by a wide load, but apart from that it was plain sailing.
The slippery road surface just before Llandrinciod Wells allowed the force of the drive axle to guide the front two axles across slightly as it exceeded the grip at a tight turn, but this is symptomatic: of any mid-lift 6x2 in tight situations.
The gearstick operating the Eaton T6
speed box has a short throw and the driver occasionally needs a little force to push the gear change through. We also experienced a little difficulty when shifting a half gear— that is, from the upper split of one gear to the lower split of the next, or vice-versa. To counter it meant depressing the clutch fully and not rushing any gear changes; nevertheless, it's something to keep up the driver's concentration levels.
Splits on the level were made with consummate ease at T,,porpm to hit the sweet spot at 5,200rpm, but the Celect RoadRelay display was set up to remind the driver to change
down when the revs dipped below 1,2 oorpm.
On the motorway W285 PRJ had no trouble keeping up with the traffic and pulled impressively over the steep rise from the M5 past Junction i of the M42 heading eastbound. The cruise control, operated by a large orange switch in the centre of the dashboard, holds well and is disengaged by depressing the clutch or dabbing the foot brake.
The TG is fitted out with Mentor Q-cam drum brakes and to be fair the driver would not know that these were not discs. The engine brake, which is operated by a button situated on the floor in front of the steering column, copes well enough as long as you drop a gear and push the rev counter into the yellow band.
The suspension on the front axle gives the driver a pretty smooth ride overall but when the motorway gives those sudden dips the front axle does tend to offer a small squeak of disapproval.
Cab quality
Any size of driver will be well pleased with the space in the T6 high-roof sleeper cab. The interior does look as though it has spent the past 18 months being casually trashed while out on demonstration and then tidied up on its return to Seddon Atkinson—but unless it's an owner-driver or a fleet motor driven by conscientious tie-wearing drivers, demo motors on the whole are there to be abused. Still, because it was not the heavy repeat abuse typical of a short-haul or waste site tractive units, the interior looks as though it's simply aged with time rather than showing any specific wear and tear. The plastic covers still remain around the centrepiece but have been removed from the sidewall, though bits stubbornly linger around the side panels.
The steering wheel feels large and dominating, and could hinder the larger drivers out there from getting out of the seat for a spot of cross-cab mountaineering. Access from the driver's seat to the bunks is not that good, but once you get your bearings there is more than enough headroom (six foot standing on the engine hump) to move around.
The high-roof option has two bunks, which
look relatively unscathed, and two centre Storage, both inside trays, one covered. This is also a truck built and out, was adequat{ before drink holders were standard issue. for our needs... There are two decent overhead storage lockers but these have a staggered floor base so small bits and bobs should not be stacked in there, just the bulky stuff.
CMverdict
This truck comes straight from the manufacturer's yard and CM expected it to be in a decent condition—it did not disappoint. W285 PRJ produced a good motorway fuel figure and coped well enough with the Aroad section. The overall fuel figure and average speed suggests that the truck should do more than simply earn its keep.
Ex-demo trucks always fetch a good price and CM believes that there will be plenty of operators who would want it on their fleet. The move to fleet sales for Seddon Atkinson should be a long-term banker, providing they keep churning out motors like W285 PRJ.
M by Kevin Swallow