Three for al - commercialmotor.com · managed by EBS and with ABS. ... Scania P230 DB4x2MnA DC9-16 Euro-4 EGR 5-cylinder in-line turbocharged intercooled direct injection with unit

For further information: www.roadtransport.com

For today’s news visit: www.roadtransport.com

Three for all

28/7/11 COMMERCIAL MOTOR 37

CMO_280711_036-043.indd 37 22/07/2011 09:20:14

For today’s news visit: www.roadtransport.com38 COMMERCIAL MOTOR 28/7/11

GRO

UP

TEST

18-TOnnERS

Make/model:

Engine

Cab

Bodywork / tail lift

Max power

Max torque

Capacity

Transmission

Rear axle ratio

Gear ratios

Brakes

Additional braking systems

Chassis dimensions

Suspension

Wheels and tyres

Fuel tank

AdBlue tank

fiGURESMAn TGM 18.240

D0836 LFL53 Euro-4 EGR6-cylinder in-line, common-rail, high-pressure injection

L Sleeper

JCP Bodies with Ross & Bonnymantail lift

237hp (177kW) at 2,400rpm

925Nm between 1,200 and 1,750rpm

6.9-litre

MAN Tipmatic 12-speed automated

4.11:1

10.33, 8.40, 6.49, 5.27, 4.18, 3.40,2.47, 2,01, 1.55, 1.26, 1.00, and 0.81:1 Reverse, 10.59 and 8.60:1

Electronic Brake System (EBS) withanti-lock braking system (ABS), using disc brakes on front and rear axles

Exhaust brake, with ground discharge silencer

270x70x7mm / frame width 864mm

Front axle, parabolic springs withshock absorbers and stabiliser; rear axle, four bellow air suspension with shock absorbers and stabiliser

8.25x22.5 with 295/80R tyres

300-litre (steel)

N/A

Renault Midlum 240-18

DXi7 Euro-4 SCR 6-cylinder in-line,common-rail high-pressure injection

Global cab

Boalloy Fastruck Bodies with Ross &Bonnyman tail lift

237hp (177kW) at 2,300rpm

920Nm between 1,200 and 1,700rpm

7.1-litre

ZF 6S 6-speed manual

4.5:1

6.75, 3.60, 2.12, 1.39, 1.00 and 0.78:1. Reverse 6.06:1

Electro pneumatic braking systemwith two independent circuits managed by EBS and with ABS. Disc brakes on front and rear axle

Exhaust brake delivering 130kW

244x70x7mm / frame width 850mm

Front axle, parabolic leaf springs; rear axle, air suspension with telescopic shock absorbers

8.25x22.5 with 295/80R tyres

300-litre (steel)

50-litre

Scania P230 DB4x2MnA

DC9-16 Euro-4 EGR 5-cylinder in-line turbocharged intercooled direct injection with unit injectors

CP19 sleeper

JCP Body with Ross & Bonnymantail lift

226hp (169kW) at 1,800rpm

1,050Nm between 1,100 and 1,500rpm

8.9-litre

Scania GR875 8-speed with rangechange

3.42:1

9.17, 6.26, 4.65, 3.75, 2.45, 1.67, 1.24,and 1.00:1. Reverse, 11.00:1

Ventilated disc brakes, dual circuit, full air, EC brake system incorporating Cat 1 ABS and traction control

Air-actuated exhaust brake operatedby the brake pedal

270x90x9.5mm / fame width 770mm

Front axle, semi-elliptic parabolicsprings with swinging shackles, threaded shackle pins and double acting telescopic shock absorbers; rear axle, quarter elliptic with air bellows, double acting telescopic shock absorbers

8.25x22.5 with 295/80R tyres

300-litre (aluminium)

N/A

vAlUES

Many dealers and manufacturers say operators pay more attention to aftersales than to the upfront price and residual values, but vehicle purchase price and RVs remain the third biggest payout on a vehicle behind fuel and wages. No operator wants to get stung, and no dealer wants to sell under price, so it remains a pivotal issue. These days, asking manufacturers for new truck

prices gets the same response as asking a dog to do a card trick. CM went to industry pricing experts CAP for chassis-cab prices and today’s retail residual values for 18-tonne box vans. According to CAP’s Red Book, the Midlum is the most expensive upfront for the chassis cab, by more than £4,800 over the Scania P230. MAN’s TGM is the cheapest by £535. Taking into account the mileage of the

vehicles and year of registration, there is a clear winner. Scania’s P230 holds 67% of the purchase price of the chassis cab, and is worth £5,500 more than the MAN and £6,250 than the Midlum. The fact that all three command in and around £30,000 RVs speaks volumes for the market’s issues with supply and demand.

WINNERSCANIA

CMO_280711_036-043.indd 38 22/07/2011 09:21:01


For further information: www.roadtransport.com GROU

P TEST


TEST PROcEdURE and ROUTE

Before CM turned a wheel, it brought in Marc Beasley from ATS Euromaster to check tyre pressures and wheel alignment on all three vehicles using its Carbon Cutter service and its dedicated van. All three trucks use 295/80R22.5 tyres.

Tyres tend to be under-inflated on the front axle and over-inflated on the rear, he says. CM’s own tests have found that tyres under-inflated by 10% can cost 4% in fuel, so it’s an important part of the group test.

With 125psi in the tyres on the front axle, and 95psi in the rear, CM took the trucks from Dawson Group’s HQ to Scania (Great

Britain) to weigh the vehicles and load with ballast. Each truck was driven around a 273.9km test route incorporating motor-ways, dual carriageways, A-roads and B-roads. The group test route started at the eastbound Shell station on the A422 at Tongwell, using the second roundabout to join the A509 to J14 of the M1.

The trucks then followed the northbound M1 to J19 of the motorway to join the westbound M6. At J4 we turned left to join the southbound M42, then left again to join the London-bound M40 to J15, which signaled the end of the 132.4km motorway

section, before joining the A46 northbound road to Coventry. We turned right at the A46/A45 interchange, staying on the A46 before joining the A423 towards Southam. After negotiating the bypass we turned right on the A425 towards Leamington then left onto the southbound A4455, otherwise known as the Old Fosseway.

The route continued on the eastbound A422 through Banbury, over the M40, around Brackley and on to Buckingham and Milton Keynes, to join the southbound A5, and rejoin the A422 through Milton Keynes and back to the Shell garage at Tongwell.

Of the three vehicles, the TGM had by far the highest mileage, with more than 380,000km achieved in its three years on the road. The CM group test would prove to be its final UK ‘job’, because the following day it was being shipped to Russia.

The 237hp output is the lowest of the three available from the 6.9-litre engine (the others are 276hp and 326hp), and the L sleeper-cab is the alternative to C day-cab and the smaller version of the LX sleeper.

It was the only truck with an automated transmission, and there was some scrambling among our testers to see who would get to drive it on the final leg of the route over

Sun Rising Hill on the A422.The 12-speed Tipmatic is standard,

and there are some who would question the need for so many gears. It had four more gears than the Scania, and six more than the Midlum.

Perhaps more important is how automation works for drivers who do multi-drop or travel through cities. It takes the stress out of driving, allowing the driver to put more concentration into watching road traffic, cyclists and pedestrians.

A speed memory system will activate the braking system once the speed is exceeded. To activate it, all the driver has to do is dab the footbrake. Use the accelerator and it cancels it – a very neat trick. At 85km/h on the motorway the TGM cruised at 1,500rpm. By switching to manual, the engine can lug down towards 1,200rpm for smaller hill climbs rather than make an unnecessary change down the box.

Cruise control is found on the steering wheel, along with controls for the engine’s ECU display.

The seating position gives a good view of the road. Considering the mileage and numerous drivers, the interior of the cab

has held up well. The only signs of ageing were a little vibration in the mirrors, an unspecified rattle from the bunk, and the steering wheel was set off-centre.

TGM is a robust truck at 18 tonnes, both in the way it drives and manoeuvres. Although the 6.9-litre is the smallest engine, its power matches the Renault Midlum and has a tad more torque across a broader rev count.

Man

TGM 18.240 “a speed memory system will

activate the braking system once the speed is exceeded”

CMO_280711_036-043.indd 39 22/07/2011 09:21:25

For today’s news visit: www.roadtransport.com40 COMMERCIAL MOTOR 28/7/11

GRO

UP

TEST

18-TOnnERS

EnGInES

Renault offers two cabs at 18 tonnes. Midlum acts as a lightweight short-haul chassis cab, while Premium offers a bigger cab designed for comfort on longer journeys and prolonged stays away from home. Midlum also shares its cab with DAF’s LF and Volvo Trucks’ FL range.

Powered by the DXi7 Euro-4 engine the 237hp was the lowest of two (the other being 276hp) offered to the Midlum line-up.

Midlum comes with the ZF six-speed transmission, with five- and nine-speed manuals offered with different power ratings and weight categories. There is an exhaust brake and the control is on the left of the steering wheel.

The single bunk Global cab gives the driver the feeling of handling a small truck, mainly because the same cab is used for 7.5 tonnes. The only tangible difference is that up to 12 tonnes it has one step into the cab, while with 12 to 18 tonnes there is an additional one.

Despite its cab size, the Midlum, with 158,200km on the clock, soon settled to its task. The six-speed is well set out and progress is swift on the motorway to cruising speed. The first task was to activate cruise control, which sits on top of the dash, rather than as part of the steering wheel or steering column. Not the greatest location, and it could be easily overlooked.

On the A- and B-roads the vehicle slowed as it negotiated repeated roundabouts and hill climbs where a lack of gears forced the driver to hang on longer in a gear than is perhaps totally comfortable. But, on the whole, the Midlum coped well with the peaks and troughs. At 40mph in top gear the rev counter sits at 1,250rpm, which is nicely placed.

The driver’s seat is comfortable, but

that is countered by the hard suspension and each shallow pot-hole that couldn’t be avoided was felt more than it should be.

Of the three cabs, this one had aged the most with mirror vibration coupled with ‘window wobble’ when lowered halfway – caused by a large piece of glass operating on worn runners.

REn

aUlT

Mid

lum

All three engines were Euro-4 specification with MAN and Scania using exhaust gas recirculation (EGR) and Renault Trucks using selective catalytic reduction (SCR). Swept volume varies from 6.9-litres for MAN and 7.2-litres for Renault to the much larger 8.9-litre for Scania, making the Swede’s engine the heaviest.

However, MAN and Renault offer identical power and torque whereas Scania has slightly less power, but more torque at its disposal. That additional torque helped the Scania P230 achieve the quickest overall time around the test route because it was

able to lug through the peaks and troughs rather than rely on power for recovery and climbing.

The automated transmission in the TGM was very sensitive to added labour, or load, and changed early to maintain its optimum delivery for the task in hand. Driving with Midlum’s six-speed all three drivers felt that early changes, particularly on hill climbs, was preferable to lugging because the gaps between second, third and fourth gears were wider than the equivalent ratios on both other transmissions.

That said, at 18 tonnes Scania’s 8.9-litre,

torque-strong engine might not be best suited for the weight-sensitive operations or the urban delivery network where torque isn’t best utilised. Stop/start journeys between traffic lights, roundabouts and traffic jams require power to get back up to speed, and additional driver training on maintaining the momentum to help keep the truck rolling where it can. Through Banbury and around Buckingham both the TGM and Midlum felt responsive to the stop/start progress while the Scania felt slightly more heavy-handed.

WINNERS MAN /

RENAULT

“The driver’s seat is comfortable, but that is countered by the hard suspension and each pothole was felt more than it should be”

CMO_280711_036-043.indd 40 22/07/2011 09:22:13



P TEST


TRanSmiSSiOnS

The P-series 18-tonne chassis cab is Scania’s entry level truck. It comes with a choice of short, day and sleeper cab, and wheelbases up to 6.3m. Like its competitors, the truck has the entry level 226hp engine as standard, with 266hp and 305hp options.

Scania offers a six-speed transmission with the 226hp, 8.9-litre engine, but its owners chose the GR875 eight-speed (four-over-four) range change, which only comes as standard on the 305hp engine.

With the most conventional transmission of the three trucks, we found ourselves starting out in second and block-changing into fourth before entering the upper range and progressing in single gears to the top.

When rolling into traffic lights anticipating a change or at a rounda-bout timing a gap, we found third the ideal take-off gear. A lot is made of automated transmissions and it is clearly the future, but conventional eight- and 16-speed boxes remain second nature for drivers, and a good driver can more than match automa-tion using this box.

On the motorway the truck cruised happily at 85km/h at 1,450rpm. The truck handled well on the motorway and A-roads, and only Sun Rising Hill caused the driver to use the lower half of the gear range to navigate the switch back half-way up.

It could be argued that the eight-speed is a little too much for 18 tonnes, but of the three it appeared to be just right. By using two block-changes early on the driver uses only six gears to get up to cruising speed, which is certainly no more than Renault and one less than the gears

used in the TGM to do the same thing.With 241,000km on the clock the cab looked fairly clean,

albeit with a few scuffs and scratches you’d find on any truck, perhaps more importantly there were no wobbles or rattles.

Scania P230

CM couldn’t have picked three more diverse transmissions if it had tried, and it was the manual overdrive six-speed in Renault’s Midlum that felt the most alien and required the most thought.

Neutral sits between second and fourth and has the narrowest gear range, which requires the driver to use first gear every time for a standing start and to use each gear through the range to top.

Block-changes can be made coming down the box to use the exhaust brake, which delivers up to 130kW with the revs above 2,000rpm. On the motorway and on the level the six-speed is perfect, but on the hill climbs those slightly wider gaps between second, third and fourth,

compared with its competitors, force the driver to be more proactive (see engines).

The eight-speed range-change in the Scania, although an option, felt the most comfortable. As a four-over-four it has been industry standard for longer than many drivers can remember. Start in second on the level, block-change to fourth, and then into the high-range for single changes to the top. With an exhaust brake on the brake pedal, the driver can change down in block to raise revs to get the best from it.

However, it was MAN’s 12-speed Tipmatic overdrive gearbox that took the day. Select D (for drive) and away you go. The driver might want to select manual on the motorway to stop the gearbox changing

down when it reaches a shallow hill climb, or prevent any unwanted changes when reaching the brow of a hill, otherwise the transmission gets on with the job in hand.

Its eagerness to change down once the engine starts to work on a hill, is the only downside.

Automation requires the driver to be gentler on the accelerator; put your foot down and it will drive up the revs before a change, eradicating any benefits it might bring. Another benefit of automation is that it reduces wear and tear on subsidiary items such as the clutch, compared with a manual transmission.

WINNERMAN

“The truck handled well on the motorway and a-roads, and only Sun Rising Hill caused the driver to use the lower half of the gear range”

CMO_280711_036-043.indd 41 22/07/2011 09:22:37


18-tonnersG

roU

P te

st

42 COMMERCIAL MOTOR 28/7/11

Make:

GVW

GCW

Front axle (chassis cab only)

Rear axle (chassis cab only)

Kerb weight (without driver)

Body/payload potential

Test kerb weight

Test payload

renault

18,000

21,500

3,712

1,905

5,517

12,383

8,116

9,884

scania

18,000

28,000

4,651

1,852

6,503

11,497

9,096

8,904

WeIGHts AnD PAYLoAD (kG)MAn

18,000

33,000

3,855

1,796

5,651

12,349

8,250

9,750

Make:

Overall width

Overall length

Overall height

Overall cab height

Overall cab length

Overall cab width

Wheelbase

Front overhang

Rear overhang

Step heights

Cab floor height

Internal cab height

Internal cab length

Internal cab width

Cubic internal cab space

Engine cover height

Bunk (length x width)

renault

2,500

11,126

3,870

2,855

2,000

2,100

6,800

1,325

3,045

300/360

1,096

1,607

1,700

1,890

5.16m3

245/360

1,800x575/485

scania

2,500

11,130

3,611

3,100

2,260

2,490

6,300

1,460

3,370

400/350

1,056

1,850

2,060

2,130

7.90m3

460

2,050x750

DIMensIons (MM)MAn

2,500

11,125

3,775

2,856

2,280

2,240

6,575

1,400

3,150

310/310

926

1,645

2,145

2,056

7.25m3

260

2,005x749

Make:

Price new for chassis cab*

Retail residual value**

Mileage / year registered

*price sourced from CAP Red Book for the chassis cab only before discounts**price takes into account actual vehicle mileage and age

renault

£56,620

£28,750

158,000km/2008

scania

£51,820

£35,000

241,000km/2008

VALUesMAn

£51,285

£29,500

380,000km/2008

cAb

There are two reasons for buying an 18-tonner with a sleeper – to help achieve better residuals over a day-cab, and because you want your driver to sleep in it.

As practical as the Midlum is, any more than the odd night away and the driver might question the MDs love for the employees.

It’s narrow, the bunk is the smallest, and it has the least internal height/width/depth of the three vehicles.

But in terms of comfort the Midlum scores well, and part of the bunk is wide enough to house the driver contentedly. The driver’s seat is comfortable and you can get across the cab without too much fuss.

Any driver who has to spend more time away from home will enjoy the Scania CP19. From the footwell standing height is 1,850mm, which will cater for most drivers, and the bunk is also the longest, at 2,005mm. The only downside is the engine cover height, which is 460mm of immovable plastic, making access from the driver’s seat to the bunk not so straightforward.

MAN’s TGM pretty much mirrors the Scania’s CP19 in roominess. It’s slightly longer, lower and narrower, and the bunk is a tad smaller, but a significantly lower engine cover (260mm) means the central space opens it up nicely.

In terms of storage, MAN scores well with a large external locker and Scania has a pull-out draw under the bunk. All three have more than

enough storage for paperwork, but all three cabs will force the driver to move any overnight bags from the bunk via the engine cover to the passen-

ger seat and back again.

thank youCM would like to thank Dawson Group, and the staff at Dawson Rentals, for providing the vehicles and ensuring we had everything we needed. We would also like to thank Scania (Great Britain) for providing the test ballast, and ATS Euromaster for the Carbon Cutter van to make sure the tyre pressures were spot on.

WINNERS MAN /

SCANIA

CMO_280711_036-043.indd 42 22/07/2011 09:22:56



P TEST


Make:

Average speeds (A-road 141.5km)

Average speed (motorway 132.4km)

Overall average speed (273.9km)

A-road mpg

Motorway MPG

Total MPG

Running costs:Diesel at £1.37.8 (includingVAT) per litre AdBlue at £0.75 per litre

Productivity: Figure is kilometres per litre times payload divided by journey time, which equals distance-weight per minute

Renault

55.9 km/h

82.7 km/h

66.3 km/h

12.29 mpg (23lit/100km)

16.51 mpg (17.1lit/100km)

14.01 mpg (20.2lit/100km) AdBlue 5% (0.1lit/100km))

£27.84p per 100km(diesel) plus £0.08 per 100km (AdBlue) total £27.92 per 100km

4.95kmpl x 9.88t / 248 = 0.20 km-litre/tonne per minute

Scania

60.2 km/h

81.1 km/h

68.8 km/h

11.17 mpg(25.3lit/100km)

15.05 mpg(18.8lit/100km)

12.76 mpg(22.1lit/100km)

£30.45 per 100km


PERFORMANCEMAN

59.4 km/h

81.1 km/h

68.2 km/h

11.77 mpg(24lit/100km)

14.67 mpg(19.3lit/100km)

13.01 mpg(21.7lit/100km)

£29.90p per 100km


TiME TRiAl, FUEl RESUlTS ANd PROdUCTiviTy

Scania’s P230 proved the quickest over the 273.9km route clocking an average 68.8km/h, just edging out the MAN TGM. The Renault Midlum was quickest on the motorway, but significantly slower through the A-road section. However, the Midlum proved the most frugal in both the sections and overall, beating the MAN TGM by a full 1mpg and Scania by 1.25mpg. Scania proved marginally more efficient over the motorway section than the TGM. At the pumps the Midlum was cheaper by £1.98 over 100km compared to the TGM and £2.53 against the Scania.

Scania was also the heaviest on the scales, offering 8.9 tonnes of payload, compared with TGM’s 9.76 tonnes and Midlum’s 9.88 tonnes. All this extra weight is through the front axle with the 8.9-litre engine. Predictably, applying all that to the law of physics, it shows the Midlum is able to travel further with more weight per minute (see productivity chart) than its competitors.

Make

Driving experience

Transmission

Cab

Fuel economy

Payload and productivity

Cost and residuals

Quick reference chart (no stars bad – five stars excellent)

Renault

★ ★ ★

★ ★ ★

★ ★

★ ★ ★ ★

★ ★ ★

★ ★ ★

Scania

★ ★ ★ ★

★ ★ ★

★ ★ ★ ★

★ ★ ★

★ ★

★ ★ ★ ★

CM STAR RATiNGSMAN

★ ★ ★ ★

★ ★ ★ ★

★ ★ ★ ★

★ ★ ★

★ ★ ★

★ ★ ★

Transport managers and MDs have to make decisions based on merit and if this group test is anything to go by, there is a lot to assess. The first will be the nature of the work; CM took in a sizable motorway section, as well as plenty of A-roads and B-roads with two town centres.

Then it’s specification. What do drivers need to make their jobs easier, what do companies need to do their jobs properly, and what can they afford?

It terms of specification the sleeper cabs of MAN TGM and Scania P230 easily out-shone the Renault Midlum, because they were higher, wider and longer.

Midlum scored well, along with the TGM, when it came to urban journeys, while the Scania proved quickest around the entire route. MAN’s transmission was a clear winner. All three drivers picked TGM as the least stressful truck to drive, while the Scania, with its eight speeds, is tried and tested technol-ogy most drivers understand.

Scania, according to the CAP Red Book,

was the cheapest chassis cab to buy upfront with by far the best residuals three years down the line.

Taking each individual part on merit delivered a mixed bag, but neither MAN nor Scania proved to be the sum of its parts when it came to including fuel economy and productivity.

Here, the Renault Midlum came to the fore compared with the TGM and the P230,

despite the misgivings regarding the cab and transmission. Midlum delivered the most payload, and proved the most frugal over the entire journey, as well as being the most fuel efficient over the A-road and motorway sections.

For its fuel efficiency and productivity on this group test, the Midlum emerges as the overall winner.

CONClUSiON

WINNERRENAULT

OVERALLWINNER

RENAULT

CMO_280711_036-043.indd 43 22/07/2011 09:23:20

Documents

Three for al - commercialmotor.com · managed by EBS and with ABS. ... Scania P230 DB4x2MnA DC9-16 Euro-4 EGR 5-cylinder in-line turbocharged intercooled direct injection with unit