Last year the Swedish manufacturer launched a complete range revision, starting with the R-Series in April. In September 2004, new rigids broke cover in the UK under the name of P-Series. Today Scania has an even better product – mainly thanks to a new, 190mm longer, day cab with improved ergonomics – and the manufacturer is still right up there in terms of sales.

Specification

As you will see from the July issue of ROADWAY, your tester has been spending a lot of time in tippers recently so was looking forward to trying out a new P-Series for the first time. The truck Scania submitted for this road test was its entry level offering at 32 tonnes. The P340 CB8x4MHZ Tipper, to give it its full title, is powered by Scania’s 10.6-litre DC11-08 six-in-line turbo diesel.

There is 340hp on-tap at 1900rpm, and at the business end of things 1600Nm (1180lb-ft) of torque is delivered within a relatively narrow, 1100 to 1300rpm band.

The engine relies on direct unit fuel injection and the drive is transmitted to the rear bogie via a single dry plate clutch and nine-speed GR900 gearbox with a 10.10-to-one to one ratio spread. There is a 14-speed GRS900 manual available, but only with hub reduction axles, and Scania’s automated Opticruise transmission management system is available if the GRS900 box is specified.

It is worth noting that at Euro 4 Scania has opted for exhaust gas recirculation, high-pressure injection and an Oxy Catalyst, so the DC11 in its current form will disappear. We expect Scania to reveal the full details of its Euro 4 engines in the autumn.

The manufacturer offers two chassis for its construction range. Here the F950-50 frame consists of 270x90x9.5mm U channel side members with riveted cross members. The heavier F958 chassis would add another 309kg to the overall chassis weight. Scania fits semi-elliptical parabolic springs on axles one and two as standard – a beefier set is available – and the rear single reduction hypoid bogie is suspended on twin spring balance beams fitted with rubber mounted radius arms and double acting telescopic shocks.

Our single reduction bogie had a final drive ratio of 3.67-to-one and there is the option of 3.93 and 4.22 to one reduction if the application demands.

Braking is courtesy of drums sized at 413x178mm on axles one and two and 413x203mm on the rear bogie. Our test vehicle had a standard brake pedal operated exhaust brake to help slow things down; a hydraulic retarder fitted to the gearbox output shaft is an optional extra.

The new P-Series is CAN-bus equipped and our test truck was fitted with Scania’s Interactor 200 communicator system that is web linked and can upload engine performance data as well as holding digital mapping and mobile telephone interface software.

Our P340 rode on a set of steel wheels and was topped off with Scania’s new CP16 extended day cab, a Rouse aluminium Xtralite body with Edbro CX15 front end tipping ram and the 18.6cu-m load space was covered with a manually operated Dawbarn Clearspan rollover sheet.

Even with a heavy duty steel front bumper and 300-litre steel fuel tank the whole vehicle tared off at 11,160kg, leaving 20,840kg for the load. Performance

Before we launch into our on-road report it is worth emphasising that this truck is Scania’s entry-level machine at 32 tonnes. We have been rushing around in 420hp tippers lately and so when we got into the P340 we were not expecting staggering levels of performance.

Scania recommends starting off with the nine-speed box in first followed by a block change to third. In practice, on level going, second gear is fine with a block change to fourth, but on uphill gradients we would follow Scania’s advice to protect the driveline.

With 1600Nm of torque on tap the engine output is well up to the job, but these things are relative. We had to ask ourselves whether a decent payload combined with good fuel economy was going to make a vehicle more productive and profitable than one that gets the job done quickly and allows for an extra load at the expense of some fuel.

We would not describe the P340 as sluggish, but it does take a while to get it up to the desired cruising speed. Maximum torque is only available within a narrow rev range and over 1300rpm the torque curve drops off dramatically. This is how it has to be driven to get the best results in terms of fuel economy and performance.

In top the Scania will happily motor all day doing 56mph with the rev counter on 1520rpm and we found that the minimum of gear changes were required on the motorway as the engine will lug down to 1000rpm quite happily. On single carriageway A-roads 40mph in top requires 1100rpm – in the peak torque band – which meant we did not have to bother the gearbox that often.

Compared with the last 380hp 8x4 we tested around this route (Daf CF85 with a 12.9-litre engine), the Scania’s average speed was 1.72mph slower, which equates to around eight minutes over our distance of 167 miles. This is not going to break the bank, but on repetitive short trips with lots of stopping and starting 340hp will loose out in time terms to an 8x4 with 380hp plus.

On our timed hill climb the Scania took a full minute longer to complete the three mile climb than our 380hp truck and we found ourselves down to 35mph on this 50mph stretch of road.

But the news is not all bad. From experience, we believe that from a driver’s perspective the 340hp 10.6-litre Scania DC11-08 performs just as well as some of its higher capacity rivals at 360hp and if you are going to operate a fleet of eight-wheelers on easy work Scania’s 10.6-litre at 340hp is fine.

At the pumps

Whatever we have to say about the performance of this truck, its strong point is fuel economy. Our heavy test route is testing in terms of topography.

Our A-road section has twists, turns and short sharp hills, and the second motorway section goes up hill and down dale as it traverses the South Downs. From Portsmouth we climb nearly 700ft to Hindhead.

On our first motorway section the Scania returned an impressive 9.95mpg and managed 9.28mpg on the, much stiffer, second leg of motorway running. On the single carriageway section, between Basingstoke and Newbury, we recorded a sectional figure of 6.93mpg and on the tough 700ft climb to Hindhead we averaged 8.26mpg over this 28-mile stretch of the A3.

This leg of our route was the only one where the Scania suffered, as it had to work hard for long periods and our comparative fuel figures show this, but it made up for this weakness over the rest of the route, returning an impressive 9.21mpg overall average.

So what? you may ask. From these results we feel that if the vehicle is going to be used for easy aggregate work over longer distances, 340hp is perfectly adequate and you should get terrific value at the pumps, but if you decide to buy a P340 for use on muckaway or skip loader work around testing terrain, we suggest that 380hp should be your minimum if performance and fuel economy are a deciding factor because the engine will have that bit more in hand.

Ride and handling

We can only comment on the laden ride of the P340 as it arrived with us fully freighted and left in the same condition, Scania having borrowed its load from a local quarry.

The laden ride is excellent thanks to its suspension set-up. Contributing to this is a four-point cab suspension and a new driver’s seat that addresses some of the comfort issues raised by drivers with the 4-Series. Over rough road surfaces the chassis gives the feel that it is riding through the bumps rather than over them and the whole truck feels more sophisticated than its predecessor.

On the corners the chassis gives a reassuring feel and there is not too much rock and roll. Having driven most of its competitors in this sector recently we would rate Scania’s chassis handling characteristics in the top four. The steering set-up is good and the truck goes exactly where you point it, instilling immediate confidence from the word go.

We felt the braking set-up let down the overall driving experience. On our test vehicle, the bite point on the pedal was a bit vague. For years Scania has integrated its exhaust brake with the service brake pedal and it works perfectly well, but on this truck there were times when we were not sure if we were running with the exhaust brake only or both exhaust and a small amount of service brake.

On the descent from Hindhead around the Devil’s Punch Bowl we did detect some brake fade so we may have been rubbing the drums when we thought the exhaust brake alone was arresting us. Scania offers a hydraulic retarder as an option on all its eight-wheelers and we recommend customers seriously consider this. If nothing else it stands to save you around eight sets of brake linings over a normal operating life.

A driver’s eye view

Until Scania launches its full range of Euro 4 engines, the biggest news story about the P-Series is the cab. The 4-Series P-cab was slated by drivers and press alike for its cramped foot well in RHD, its back pain-inducing driver’s seat and impossible cross-cab access.

Has Scania done enough with the new P-cab? Well, just about. The driver’s seat is a big improvement and is a very comfortable place to spend nine hours. There is a bit more room on the clutch side of the driver’s foot well, but there is still an annoying incursion from the engine tunnel, just where you would like your foot to rest if stretching out. In LHD it is fine, but it always was.

The engine tunnel has been lowered, making it much easier to climb over if required.

The new ergonomically designed dash is a big improvement and the new steering wheel incorporates the cruise control buttons, retarder control and engine management information menu buttons.

The driving position is good with a well positioned gear shift, decent visibility and our truck had a front blind spot mirror, which is a big plus.

Climbing into the cab is easy with a decent full height handrail and only two steps, but the biggest plus is the new extended day cab. The extra 190mm allows for a large storage bin on the back of the flat topped engine tunnel and there is ample room behind the seats to keep tools or sheet ropes, push the driver’s seat right back for a snooze while on break or for somewhere to put boots and coats.

Overall the cab is roomy and light and this is one of the quietest 8x4s we have driven. Only MAN’s TGA with the D20 engine compares. This driver can think of several worse places to spend the working week.

Productivity and operating cost

With a basic chassis cab list price of £62,160 (the 380hp version is around £4200 dearer) the P340 is at the lower end of the 8x4 price range. This puts it firmly into fleet operators’ territory, but this is by no means a gaffer’s wagon. The drivers will like it.

R&M costs are about middle of the road and consumable parts prices are low. Service intervals are every 20,000km with a major service due after 80,000km.

In productivity terms the Scania’s excellent fuel returns plus the ability to carry – with an aggregate body – 20,840kg meant this truck scored a high payload productivity figure in our assessment calculations – the best yet for an 8x4.

With the might of Scania’s dealer network supporting it, the P340 makes a strong business case for itself in anyone’s language.

ROADWAY says

We have already pointed out our reservations about the P340 so won’t dwell on them further.

Overall we think that Scania has done a commendable job with the new P-cab and has gone a fair way in keeping up with the competition. The truck is a pleasure to drive, but personally we would opt for that extra 40hp. The fuel returns will still be very respectable, the drivers won’t have to work as hard and there is always that bit extra in hand.

But if 340hp is all you need then this truck is going to be hard to beat. It is frugal at the pumps, scores highly in the payload productivity stakes and for £62,160 you get the Scania build quality that drivers love.

Having driven this truck we would fully expect Scania to keep its lofty position in the 8x4 market, and for fleet buyers, this vehicle is a must for the short list.

TEST SPECIFICATION

MANUFACTURER Scania (GB) – Milton Keynes

MODEL P340 CB 8x4MHZ Tipper – CP16 Day Cab

ENGINE TYPE DC11-08 Euro 3

CAPACITY/CYLINDERS 10.6-litres 6-in line

COMPRESSION RATIO 18-to-one

BORE X STROKE 127 X 140mm

FUEL SYSTEM Direct unit injection

MAX POWER AT RPM 340hp (250kW) at 1900rpm

PEAK TORQUE AT RPM 1600Nm (1180lb-ft) between 1100 and 1300rpm

GEARBOX TYPE GR900 8-speed manual

RATIO SPREAD 10.1 to one to one

DRIVE AXLES Single reduction hypoid

RATIO 3.67 to one

AXLE CAPACITY AXLE ONE, TWO each 9000kg REAR BOGIE 26,000kg

CLUTCH TYPE Single dry plate air assist

SUSPENSION FRONT AXLES Semi-elliptical parabolic springs, swinging shackles, double acting telescopic dampers REAR BOGIE Two spring balance beam bogie, rubber mounted radius arms and telescopic dampers

BRAKES FRONT AXLES 413X178mm drums

REAR BOGIE 413X203mm drums

AUXILIARY BRAKING Air actuated exhaust brake

TYRES Michelin 295/80R22.5 all round

ELECTRICAL SYSTEM CAN-bus, 80A alternator, 2x140Ah batteries

WHEELBASE 5300mm

WIDTH 2490mm

CAB HEIGHT 2980mm

CHASSIS DESIGN 270x90x9.5mm U channel side members, riveted cross members

CHASSIS WEIGHT 300-LITRE TANK + FUEL 8859kg

CHASSIS LIST PRICE £62,160

EXTRAS radio cd player £130, interatctor telematics system, £1810, tipping body complete, £12,850

PRICE AS TESTED

£76,950

MAINTENANCE

R&M contract based on 80,000km per year over five years

Per km5.54 pence

Per month £369.86

Per year £4438.32

Dealer service points 90

ROUTE RESULTS

Motorway

Fleet Services to M3 J6 via M3 J9

70.5km 43.78 miles

Average speed

Scania P340 52.53mph

Daf CF85 380 53.61mph

Fuel consumption

Scania P340 9.95mpg

Daf CF85 380 8.83mpg

Mixed A-road

M3 J6 to M3 J9 via A339/A34

63.1km 39.18 miles

Average speed

Scania P340 40.53mph

Daf CF85 380 44.35mph

Fuel consumption

Scania P340 8.44mpg

Daf CF85 380 44 7.97mpg

Motorway M3 J9 to A3(M) J1

60.5km (37.57 miles)

Average speed

Scania P340 53.67mph

Daf CF85 380 52.40mph

Fuel consumption

Scania P340 9.58mpg

Daf CF85 380 8.28mpg

Trunk A-roads

A3(M)J1 to Fleet Services

75.4km (46.82 miles)

Average speed

Scania P340 46.05mph

Daf CF85 380 49.28mph

Fuel consumption

Scania P340 8.85mpg

Daf CF85 380 8.73mpg

PRODUCTIVITY

Kerb weight (full tank) 11,160kg

Payload capacity 20,840kg

Overall productivity MPGxMPH 443.8

Overall payload productivity (tonnes) 9248

Gross weight as tested 31,760kg

PARTS PRICES

Oil filter £8.25

Air filter £37.85

Brake shoes (full wheel set exchange) £35.25

Wiper blades (cab set) £9.02

Headlamp assembly £111.43

Driver’s door mirror £90.80

Clutch assembly exchange £783.50