Introduction
Scania is keen to let UK operators know what a reduced-weight tractor unit can offer at 44 tonnes. “Maximising payloads, economy and efficiency,” says the brochure. Yet the history behind the R124LA6x2/2NA420 put forward for our CM Scottish roadtest lies with an enquiry from major logistics company Wincanton looking for a low-weight three-axle tractor for its Carlsberg contract.
The Swedish truck company, in collaboration with axle and suspension manufacturer Hendrickson, produced a tractor with a 5,450kg capacity for mid-lift on 19.5 inch wheels with 265/70R22 tyres fitted to the 3.9m chassis. The weight saving is approximately 450kg against its equivalent twin-steer model. Ironically, after all this effort, Wincanton went elsewhere to get its “lightweight” tractors – but it left Scania with essentially a new product. Its original incarnation came with the P-cab but customers preferred the R-cab.
Since its introduction in June 2001, Scania has sold 172 units with more than 80% fitted with the R-cab even though it adds 140kg to the kerbweight over the P version. Operators can also choose the topline cab as well, along with a choice of 11, 12 or 16-litre engines.
Product Profile
Since the introduction of Euro-3 regulations last year Scania has been busy launching its 11.7-litre HPI turbo compound range of engines to the market. Following the debut of two high-powered six-pots, the bread and butter 420 HPI engine arrived in September, thus completing it’s 11.7-litre line-up.
However, an opportunity to test the new 420 HPI engine is at best “in the pipeline” so had to make do with the current “single blown” engine it will eventually replace. Operators will have the choice between the two but the new engine has notably beefed up torque characteristics, keeping in touch with current truck manufacturing trends.
The fleet favourite 420 DC12-01 is a charge-cooled direct injection diesel, with unit injectors. This test model has 51,000km knocked up on the clock through its current owner, RDL Distribution.
It has six cylinders in line, with an 11.7-litre capacity producing 420hp top power from 1,900rpm, and 2,000Nm maximum torque spread across 1,000-1,300rpm. Transmission is the Scania GRS900 14-speed synchromesh (except for two crawler gears) with range change and splitter, and direct-drive from top gear. Final drive is 3.08:1; just above the industry norm.
The 4-Series R-Cab is six years old and despite a few internal tweaks and revamps it has remained essentially the same. The cab has two bunks with no optional extras added. The lightweight axle leaves space for two fuel tanks totalling 650 litres. The plated weight of the rear bogie is 15,950kg and is fitted with Knorr Bremse disc brakes.
Retail price for the basic Scania R124 6x2 lightweight tractor with a radio cassette option is £66,284 (ex-VAT), £300 cheaper than the Daf CF85 430 (CM26 September) and £1,300 less than the Scania R124 470 tested at 41 tonnes (CM 13 September) – Both Euro 3.
Another benefit is that, looking at the return of a Scania R124, the residuals are at the top edge. After three years the book price drops to £30,000 for a truck with up to 160,000km on and after five years it drops to £21,850, better than the Daf CF85 and the Mercedes-Benz Actros 2543LS (CM 1st August).
Scania places a two-year R&M warranty with unlimited mileage and has 89 dealer and service points for back-up. External optional extras include a £37.50 upgrade from standard 300.200-litre fuel alloy tanks to a 350/200-litre combination. Further options include brushed alloys, a sliding fifth wheel and electronically adjustable mirror.
Productivity
The benchmark for fuel results is always changing. As CM is only just starting to build its data bank of 44-tonne test results, it’s difficult to gauge the long-term significance of the Scania’s overall 7.51mpg. At this new weight the severe gradients section of our route will ultimately bring the overall fuel figure down; although on the motorways and normal A-roads they remain on a par with 41 tonnes.
A few myths about running below the perceived industry 10hp/tonne standard went some way to being debunked as a result. Two more powerful trucks in the shape of the Actros 2543LS and Scania’s own R124 470 both ran at 41 tonnes with Euro-3 engines and achieved near identical figures. Over 733 miles we are talking just a couple of litres’ difference.
The Daf CF85 430 was the first truck to run around our route at 44 tonnes and achieved 7.69mpg with better A-road and motorway figures than the R124 420, but the Swedes can hold their heads high with a good run through the severe gradients on the increasingly fearsome A68.
Being a 7,550kg lightweight tractor with a total payload of 29.65 tonnes, the Scania R124 420 topped the Daf CF85 by more than half a tonne. If you are running bulk loads where payload is critical then you will value the extra half-tonne, approximately 60 trips will mean one whole trip is saved.
The weather on the route was pretty clear on day one with a little cloud and mist at the start of day two followed by some rain on the final run home from Newton St Boswells. Traffic on the A5 gets worse as the relief toll road starts to take shape around Cannock, and the run up the M6 was stop/start until we passed Preston. From here to the finish, the only hold up was coming down the M1 towards Nottingham.
