Rival eight-leggers compete to be the best Tip, tip and away · Rival eight-leggers compete to be...

For today’s news visit: www.roadtransport.com30 COMMERCIAL MOTOR 20/05/10

Tip, tip andaway

TIPPER 2010GROUP TEST

Rival eight-leggers compete to be the best

The big boys are back in town as we put the aggregate and muckaway eight-leggers through their paces. It’s a level playing field for the tried and tested trucks going up against new products. Let the battle commence…

Words: Colin Barnett, Rikki Chequer and Kevin Swallow / Images: Simon Everett

CMO_200510_030-031 30 17/5/10 11:50:52

For today’s news visit: www.roadtransport.com 20/05/10 COMMERCIAL MOTOR 31

For further information: www.roadtransport.com

CMO_200510_030-031 31 17/5/10 11:51:29

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

GROU

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STTIPPER 2010

32 COMMERCIAL MOTOR 20/05/10

Although it has been around for nearly 10 years, the CF cab remains a highly desirable workplace. Entry into the cabin is made easy by well-placed steps and handrails. Once in the driver’s seat, the workspace, despite being a day cab, feels bright and airy, helped by the light coming in via the clear sunroof.

Getting comfortable behind the wheel was also simple, with more than enough adjustment available for the seat and steering wheel to accommodate just about anyone. Inside the cab there are a number of storage spaces for maps and paperwork, and adequate storage behind the seats for PPE and other gear.

Driving within the quarry,

the CF handled easily soft-ground areas, as well as the rougher terrain. On the softest patch of ground there was no loss of traction, even without using the diff and cross locks.

Out on the road, the 408hp power fed through the smooth operating ZF automatic gearbox meant that progress was made without any effort whatsoever. The cruise control and the effective engine brake kept the CF at the legal speed limits with hardly a touch of the brakes on the downhill sections to keep it in check. The long, timed hill climb also presented no challenge at all as it fairly romped up the hill.

The CF as tested was fitted with an in-built camera screen on the dash. As well as giving the view when reversing, it also activates a side camera looking down the passenger side door when the left turn indicator is operated – a handy safety device, especially in urban areas.

Driving the CF tipper round our test route showed that it is a highly capable and comfortable vehicle that is more than up to the role it is destined for.

Engine: Pacccar MX 300 KW Capacity: 12.9-litre Bore/stroke: 130mmx162mm Power: 408hp (300kW) at 1,500rpm-1,900rpm Torque: 2,000Nm (1,475lbft) at 1,000rpm-1,400rpm Braking system: Discs front, drums rear Extra braking systems: MX engine brake Transmission: ZF 12-speed automatic Final drive ratio: 4.10:1 Rear axle: Single reduction, cross and diff locks Cab spec: Day cab Chassis: Steel ladder frameWheelbase (OAS): 5,700 mm Tyres and wheels: 10 stud alloy, Goodyear tyres Suspension: Steel all round Fuel tank fitted: 340 litres, 55 litres AdBlue

List price (chassis-cab only): £105,300 Options fitted: ASTronic 12AS2130 , £3,150; Alcoa alloy wheels, £3,490; air-con, £1,270; MX engine brake, £1,650; diff lock/ASR, £770

Body/material: Wilcox Wilcolite Insulated tarmac air-operated tail gate Tipping gear: Edbro CX 1:5 front end Cover sheet: Dawbarn wraptor sheeting Manufacturer unladen weight: 9,574kg Security features: Engine immobiliser, locking fuel cap

SPECIFICATIOn

DAF CF85 410MAKE MODEL

“On the softest patch of ground there was no loss of traction, even without using the diff and cross locks”

CMO_200510_032-035 32 17/5/10 11:55:51


For further information: www.roadtransport.com GROUP TEST

20/05/10 COMMERCIAL MOTOR 33

IVECO TRAKKER AD340T36KMAKE MODEL

Stood in the quarry environment, the looks and styling of the Trakker leave no doubt about its intended home: it looks robust, capable and at home. This test vehicle was also fitted with the optional sump guard. From the driver’s seat, the theme continues, with the easy cleaned interior and solid feeling switches and clear instrumentation.

We quickly found we could store our paperwork and personal protective equipment around the cab without having to resort to using the footwell.

On the quarry’s rough and sometimes soft surfaces the Trakker felt sure-footed and the diff lock was needed only on the very softest part. On the tarmac roads, the 8-litre engine worked to keep us moving at a steady pace, and on the hill climb the engine operating temperature rose quickly before the cooling fans efficiently bought it back down to more usual operating temperatures.

On the downhill sections the Iveco turbo brake needed occasional help from the foot brakes to keep the vehicle’s speed in check.

Engine: Cursor 8 EEV Capacity: 7.79-litre Bore/stroke: 115mmx140mm Power: 55hp (265kW) at 1,690rpm-2,400rpm Torque: 1,500Nm (1,109lbft) between 1,125rpm-1,690rpm Braking system: Discs front and rear Extra braking systems: Iveco Turbo brake Transmission: ZF AS Eurotronic 12-speed Final drive ratio: 3.78:1 Rear axle: Meritor Cab spec: Active day cab Chassis: Steel ladder frame Wheelbase (OAS): 5,020 mm Tyres and wheels: 10 stud alloy Suspension: Steel all round Fuel tank fitted: 300 litre fuel, 55 litres AdBlue

List price (chassis-cab only): £93,710 Options fitted: Tipper Pack (easy clean cab, cab rear window, beacons, vertical SCR catalyst, off-road SCR, reinforced rear suspension) £1,500; reinforced front suspension, £550; polish alloy wheels, £4,840

Body/material: Wilcox Wilcolite aggregate Tipping gear: Edbro front end Cover sheet: Dawbarn Manufacturer unladen weight: 9,465kgs full tanks no driver Security features: Immobiliser, battery isolator, locking fuel cap, central locking

SPECiFiCATiOnThe Eurotronic 12-speed automatic gearbox coped well, matching the requests from our right foot to the correct gear most of the time.

But we did manage to make it stop and think on a couple of occasions when having slowed for a

junction, we wanted to accelerate away without actually stopping.

Both times it attempted to pull away in too high a gear leaving the engine to labour and took a couple of seconds to rectify itself.

With on- and off-road work in this vehicle’s role, it was extremely comfortable to drive in both situations, and the only noticeable noise from inside the cabin was when the Cursor engine had

to work a little harder on the longer uphill sectionsThe robust and capable looks of the Trakker are

equally matched by its on and off-road driving abilities.

“On the quarry’s rough and sometimes soft surfaces the Trakker felt sure footed”

CMO_200510_032-035 33 17/5/10 11:56:30


TIPPER 2010GR

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TEST


MERCEDES AXOR 3240KMAKE MODEL

Of all the trucks in the aggregate section, the Axor 3240 wins the award for adhering to the conserva-tive overtures of the industry. It is solid engineering backed up by a no-frill policy.

It was the only manual transmission in this section, offering a slapover eight-speed, making it a traditional day out at the quarry. You’d be forgiven for thinking that it automatically puts the kibosh on proceedings – far from it.

It delivered a sound performance, which was

helped by the impressive 2,000Nm torque produced from the 12-litre engine, and allows the manufacturer ultimately to get away with an eight-speed manual transmission. The 396hp also helps.

To assist fuel economy we were able to employ top gear at 40mph on the A-road sections, and it did dig in when asked.

The Axor 3240 climbed out of Banbury without batting an eyelid.

In fact, the torque levels and power allowed it to romp with authority around the test route. It has a very smooth turning circle and handles well when fully freighted. When empty, it tends to bounce the driver a little.

The tall day cab offers strong visual capabilities but lacks the sort of internal space afforded by its competitors.

There is a space at the rear of the 1,690mm-long cab but it lacks the depth of the Scania CP16.

The functional, easy-to-clean cab layout is at odds to the three-pointed star’s reputation for providing class and ‘oomph’ in equal measures with its Actros version, but in the tipper sector too much factory-added bling can be detrimental – that is a pastime best left to the drivers.

A word too about its chassis-cab kerbweight: at 9,754kgs incorporating a full 300-litre diesel tank and 40-litres AdBlue tank without a driver, it is 520kg heavier than the Scania, which has a 300-litre fueltank, no AdBlue tank and no driver.

BENZ

Engine: MB-OM457LA turbo-intercooled, six-cylinder in-line, direct injection Capacity: 11.97-litre Bore/stroke: 128mmx155mm Power: 395hp (295kW) at 1,900rpm Torque: 2,000Nm (1,475lbft) at 1,100rpm Braking system: Air dual circuit, with ABS and ASR traction control Extra braking systems: Two-stage engine brake, constant throttle and butterfly Transmission: G221-9 8-speed direct drive manual Final drive ratio: 3.07:1 Rear axle: Single reduction, inter-axle and cross-axle diff locks Cab spec: Day cab Chassis: Steel ladder frame Wheelbase (OAS): 5,100mm Tyres and wheels: 8.25x22.5 with 295/80R22.5 Suspension: Front, compensating two-leaf parabolic springs, double acting shock absorbers; rear, double acting shock absorbers Fuel tank fitted: 300 litres, 40-litre AdBlue

List price (chassis-cab only): £103,221 Options fitted: Beacon, £442

Body/material: PPG, aluminium insulated body Tipping gear: Hyva Cover sheet: Dawbarn Flip’n’load Manufacturer unladen weight: 9,465kg Security features: Engine immobiliser, locking fuel cap

SPECIFICATION

“The tall day cab offers strong visual capabilities but lacks the sort of internal

space afforded by its competitors”

CMO_200510_032-035 34 17/5/10 11:57:11




GROUP TEST

The automated tipper truck has not been popular with operators. They distrust its ability to handle properly onsite, believing it lacks the human touch needed for working on ondulating terrain.

Perhaps it is not by coincidence that Scania has been relatively slow in offering two pedals for the tipper market, while others have gone headlong into offering automated to the tipper market.

Either way, that is history now as CM drove the first two-pedal Scania tipper for this event. The argument for automation in any sector is about bringing up the standards of the less fuel-friendly drivers, as well as saving on clutch components, and with tippers it is no different.

Within a few miles we found the automated Scania tipper more than capable of competing with other auto options (see the MAN muckaway showdown between auto and manual), as well as an alternative to its own manual transmission.

Gear changes are sweet and prompt without veering to the conservative, and implementing driver

Engine: Scania DC13-06 vertical-six in-line turbocharged intercooled direct injection Capacity: 12.7-litre Bore/stroke: 130mmx160mm Power: 356hp (265kW) at 1,900rpm Torque: 1,850Nm (1,365lbft) at 1,000rpm-1,300rpm Braking system: Full air dual circuit, with ABS Extra braking systems: Air actuated operated by brake pedal Transmission: 12-speed Opticruise automated transmission with two crawler gears Final drive ratio: 3.42:1 Rear axle: Single reduction , cross and diff locks Cab spec: CP16 day cab Chassis: Steel ladder frame Wheelbase (OAS): 5,300mm Tyres and wheels: 8.25x22.5 with 295/80R22.5 Suspension: Front, semi-elliptic parabolic springs with swinging shackles and threaded shackl pins damped by double acting telescopic shock absorbers; rear, two spring balance beam bogie fitted with rubber mounted radius arms and double acting telescopic shock absorbers Fuel tank fitted: 300 litres

List price (chassis-cab only): £88,000 Options fitted: 12-speed gearbox, £2,200; two-pedal Opticruise, £2,800; traction control, £700; air con,£740; electric windows, £200; beacons, £350

Body/material: Wilcox Wilcolite aggregate Tipping gear: Edbro CX15 front end Cover sheet: Dawbarn Flip’n’loadManufacturer unladen weight: 9,234kg Security features: Engine immobiliser, locking fuel cap

SPECiFiCATiOn

SCANIA P360MAKE MODEL

intervention for hill climbs allows the driver to get the best from the 1,840Nm torque on offer.

There is a choice of five wheelbases, between 5,100mm and 5,900mm, four cabs including two sleeper options. The CP16 cab, 280mm longer and 33kg heavier than the CP14, is a wise investment as it allows proper stowage of bags, jackets and PPE items without recourse to the footwell of the passen-ger seat. We definitely recommend the CP16 over the shorter CP14 alternative.

Perhaps the real question is which engine you plump for: we drove the 360 (which is a true rating of 356hp) but there is also a 400 version (394hp). At 32 tonnes, the 356hp is usually enough, but when it came to grunt and performance, it was slower around the route and slower up the hill climb.

“The argument for automation in any sector is about bringing up the standards of the less fuel friendly”

CMO_200510_032-035 35 17/5/10 11:57:43


TIPPER 2010GR

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TEST


MAN TGS 35.400MAKE MODEL

Sharp-eyed readers will note that we have two similar MANs on parade. In fact, apart from the differing minor spec requirements of two operators and the colour, they are identical in all but one area: that is their ZF transmissions, giving us a rare opportunity to try a manual and an auto head-to-head in identical conditions. But for more on the gearboxes, see the box on page 39.

Settling into the ‘M’ narrow, extended day cab, the standard offering induces a feeling of airiness. A good half-metre of space behind the seats gives room for all the wellies, wet weather kit, hard hats

and general detritus that any driver going home for tea could need, and largely compensates for the space lost by the 2,220mm cab width.

The trim is a mix of practical and premium, wipe-down door panels blending with chrome-rimmed instruments. Especially with the auto option ticked, cross-cab access is excellent.

Anyone who believes that tipper driving is still the

arduous penance it once was should experience the refinement of these German muck-shifters. On the road, the MAN’s refinement was such that if you try to drive the manual by ear, the engine sound is frequently overtaken by the distant hum of the

on-off-road tyres. A rather firm ride on the haul roads turns into excellent handling on better roads. In fact, the feeling of security given by the anti-roll bars front and rear is almost a bad thing, giving the MAN the ability to hustle through roundabouts quickly, possibly too quickly.

A step above the wheelarch and corresponding grab handle on the roof, intended to provide a safe vantage point into the Thompson body, is apparently now being deleted by some operators with differing safety priorities. Unlike the 32-tonne Mercedes-Benz, the MAN has a design weight of 34 tonnes, ideal for Germany where exceeding plated, but not design weight, is regarded as a trivial misdemeanour. Nevertheless, it still has a bare chassis/cab weight some 200kg less.

Engine: D2066 400P5 Euro-5 Capacity: 10.5-litre Bore/stroke: 120mmx155mm Power: 396hp/295kW at 1,900rpm Torque: 1,900Nm at 1000rpm-1400 rpm Braking system: Discs front, drums rear Extra braking systems: MAN EVB exhaust brake Transmission: ZF 16-speed manual, (12-speed automated) Final drive ratio: 4.00:1 (4.33:1) Rear axle: MAN hub reduction, cross and diff locks Cab spec: ‘M’ extended day cab Chassis: Pressed steel ladder Wheelbase (OAS): 6,400 mm Tyres and wheels: 295/80R22.5 Continental HSC/HDC tyres, on steel wheels Suspension: Front, steel parabolic, rear inverted steel leaf. Telescopic shock absorbers and anti-roll bars all round Fuel tank: fitted, 300 litres, steel

List price (chassis-cab only): £112,350 Options fitted: TipMatic, £3,000; Eminox silencer, £2,250; Air con, £1,350; Air horns,£435; Safety step/handle, £725

Body/material: Thompson Steel Loadmaster Light muckaway, with Autoloc air tailgate locks Tipping gear: Edbro CX 15 front end Cover sheet: Covermaster 1000 Electric Manufacturer unladen weight: 9,810kg Security features: Immobiliser

SPECIFICATIOn

“A rather firm ride on the haul roads turns into excellent

handling on better roads”

CMO_200510_036-037 36 17/5/10 12:04:51




GROUP TEST

Merc’s offering in the straight two-way fight for the heavy-duty muckaway section of this year’s tipper test is the Actros 3241K. In the UK construction market, the premium wide-datum cab sells in the proportion of around 30/70 compared with the Axor. The test truck came with the standard day cab, with the seat backs tight against the rear wall, maximising the proportion of body to overall length, but leaving no storage room for anything bigger than a coat. However, the space between the seats is well used with a large storage bin and various other useful cubbies on the rear wall. The passenger-seat cushion folds up to provide a cavern on the passenger side, and if you do need even more space, the extended maxi day cab and a choice of high or low-roof sleepers are available.

The commanding driving position, with wrap-around dash and gear control arm-rest, is cosy or claustrophobic depending on your view, but it means everything is in easy reach. The general feel is less VW-like than the MAN, and more like, well, a Mercedes. Primary transmission control is by that

Engine: OM501LA Euro-5 Capacity: 11.95-litre Bore/stroke: 130mmx150mm Power: 402hp/300kW at 1,800rpm Torque: 2,000Nm at 1,080 rpm Braking system: Drums front and rear Extra braking systems: MB constant throttle and exhaust brake Transmission: MB PowerShift G330 Off-road, 12-speed automated Final drive ratio: 4.83:1 Rear axle: MB hub reduction, cross and diff locks Cab spec: Standard day cab Chassis: Pressed steel ladder, TBA Wheelbase (OAS): 6,450 mm Tyres and wheels: 295/80R22.5 Bridgestone M840/M279 tyres, on steel wheels Suspension: Front, steel parabolic, rear inverted steel leaf. Telescopic shock absorbers and anti-roll bars all round Fuel tank: 300 litres, steel, AdBlue 40 litre plastic

List price (chassis-cab only): £105,350 Options fitted: Powershift, £1,907; beacons, £442

Body/material: ABBA Predator, Hardox steel muckaway Tipping gear: Hyva front-end Cover sheet: Donovan 9000 Manufacturer unladen weight: 10,175kg Security features: Immobiliser

SPECiFiCATiOn

arm-rest joystick, with the various operating functions such as manoeuvring and rocking modes controlled by dash switches.

On the road, the shifts were smooth and well timed, with good control retained off-road. The ride felt slightly softer than the MAN, giving improved comfort around the quarry, but slightly less nimble outside. Again, it’s a given that the performance from 400hp at 32 tonnes should be adequate for most needs.

The ABBA Predator body comes with a neat solution to load access if needed. A full-sized eight-rung ladder lives on a simple pivot under the left side of the body, forward of the rear wheel arch. It’s a moment’s work to unlock it, pull it out on its shaft and pivot into position for safe and easy access.

MERCEDES ACtRoS 3241KMAKE MODEL

“The commanding driving position, with wrap-around dash and gear control arm-rest, is cosy or claustrophobic depending on your view”

BEnZ

CMO_200510_036-037 37 17/5/10 12:05:17


TIPPER 2010GR

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TEST


Route times (minutes) Hill climb (seconds) Chassis cab weight (kg)

TEST daTadaf Cf85 67.0084.00

9,574kg 340 litres fuel

55 litres AdBlue No driver

2021222285

IVECO TRaKKER

61.00101.009,465kg

300 litres fuel 55 litres AdBlue

No driver

2021192181

mERCEdES-bEnzaxOR 3240K

70.0096.00

9,465kg 300 litres fuel


1921222183

manTGS 35.400

67.0089.00

9,735kg300 litres fuelNo AdBlue No driver

2322232189

SCanIaP-SERIES 360

64.00108.009,234kg

300 litres fuel No AdBlueNo driver

2122212185

mERCEdES-bEnzaCTROS 3241K

67.0089.00

10,100kg300 litres fuel


2221232288

General impressionHandling driveline performanceCab comfortTotal (100 points)

VEHICLE ImPRESSIOnS

Aggregate tippersWith three auto gearboxes and a manual, the immediate assessment was whether the mercedes axor suffered as a result. There were arguably more gear changes with the auto op-tions, and the axor was the slowest overall and only the second quickest when climbing a hill.

The mercedes scored well out on the road, and the larger engine and horsepower of the daf Cf85 just pushed out the Iveco Trakker in terms of performance.

daf scored strongly on cab comfort and driveline performance backed up by a solid hill climb. Scania, the slowest on the hill climb, enjoyed a solid all-round performance with an eye-catching kerb weight as well. In the end, the Swedes and the dutch tied for the number-one slot with only kerb weight separating them.

Kevin Swallow / Rikki Chequer (testers)

Cab dImEnSIOnSOverall width (max) Overall height (max) front overhangRear overhangbody lengthbody widthbody heightnumber of stepsInternal cab heightEngine cover heightWindscreen to back of cab

IVECO TRaKKER

2,5503,0801,440775

6,2002,3501,050

31,610370

1,550

mERCEdES-bEnzaxOR 3240K

2,490 3,1821,440900

6,7002,5001,400

31,510280

1,690

manTGS 35.400

2,2403,1181,475800

6,6002,5509653

1,645260

1,770

SCanIaP-SERIES 360

2,490 3,0401,510730

7,2902,4901,030

21,500460

1,790

mERCEdES-bEnzaCTROS 3241K

2,2903,2331,440900

6,6002,5001,030

31,470310

1,500

dImEnSIOnS (mm)

daf Cf85 410

2,4503,0001,380840

7,5002,4901,220

31,650450

1,650

CMO_200510_038-039 38 17/5/10 12:06:40




GROUP TEST

Muckaway tippers

NEXT WEEK

THANK YOU TO...

CM will be taking the Mercedes-Benz Atego for a spin

Once again CM is indebted to Smiths (Bletchington) and its employees, transport manager Paul Needle and Ardley quarry manager John Stocker for providing the Duns Tew quarry to host the event. Renault Trucks kindly provided a hospitality trailer and RBI employee Sandra Greaves catered to the hungry masses.

AUTO vs MANUALMAN TIPPERS

Although the manual has an extra four ratios, with top gear being less of an overdrive than the auto, different axle ratios produce the same overall ratios in first and top gears, giving 82km/h at the 1,400rpm top of the torque plateau. The shift of the manual ‘box, with slap-across range change and rocker switch for splits, was clearly defined and easy to use, although reverse needs a considerable

effort. On the auto, you simply dial-in the mode you require and go.

While normal Tipmatics get normal and manoeuvring modes in both directions, the

construction versions get an extra, off-road mode for going forwards.

We could restate all the arguments in detail, but after the two compar-ison runs, it’s hard to comprehend why anyone would want to buy or drive the manual.

OK, the auto carries a £3,000 capital premium, but lower contract hire charges turn the figures around, thanks to lower maintenance costs. For example, MAN expects four clutch changes in the manual to one for the auto.

Whether in the middle of the quarry or in the middle of Banbury’s traffic, the ability to concentrate on driving and the sheer reduction in workload settle the driving argument beyond doubt.

The term “no-brainer” is over-used, but its really hard to see why anyone would want to change their own gears today.

Despite the different company philosophies, the two German muckaway tippers on test proved remarkably well matched and nei-ther emerged as a clear winner. Both feature high build standards and equipment levels, and should satisfy the pickiest driver.

The performance is virtually identical, the Mercedes V6 having an extra 100Nm of torque, which aids flexibility more than outright grunt. Both are set up to hang on to gears and lug down to get best economy, and if manual control is needed, will happily oblige. After a tough marking process, though, the more spacious standard cab and a small but possibly significant weight advantage gives the verdict to the MAN by the smallest of margins.

Colin Barnett

CMO_200510_038-039 39 17/5/10 12:07:05

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