MAN TG 460 A, Mercedes Actros 1846 LS, Scania R 124 LA 470 and Volvo FH 12-460

I. Nikitina

The German magazine Lastauto Omnibus conducted comparative tests of four popular European long-haul truck tractors equipped with 460 hp engines. and working as part of road trains.

As time has shown, over the decade the power of conventional engines of long-haul trucks increased by an average of 50 hp. At the beginning of the 60s of the last century it was 240 or 260 “horses”, later it increased to 280. Then engines with a power of 320 - 330, 360 and, finally, 400 - 430 hp appeared. Currently, preference is given to engines with a power of 460 hp. Over 40 years, the most common horsepower has doubled and torque has tripled.

Today the power is 460 or 470 hp.
for heavy trucks is the most typical, of course, provided that it is developed by a relatively small and light engine. Every manufacturer has such a unit. As a rule, this is a six-cylinder engine with a displacement of approximately 12 liters. Cabin parameters

Model	MAN TG 460 A	Mercedes Actros 1846 LS	Scania R 124 LA 470	Volvo FН 12-460
Overall width/length, mm	2240/2280	2490/2200	2470/2265	2470/2250
Front overhang, mm	1 475	1 440	1 460	1 365
Height of steps, mm	368/290/ 300/310	345/335/ 335/345	428/370/ 385/245	423/335/ 350/365
Entrance height from the ground, mm	1 268	1 360	1 428	1 473
Distance from the rear wall of the cabin to the extreme point of the windshield, mm	2 099	1 971	2 048	1 965
Distance between side windows, mm	2 154	2 354	2 299	2 270
Maximum internal height, mm	1 868	1 918	1 688	1 955
Height from engine compartment to cabin ceiling, mm	1 630	1 670	1 450	1 805
Dimensions of the motor tunnel, mm	230x780	250x1 100	240x820	150x925
Dimensions of the lower berth, mm	1 997x755	2 076x750	1 937x680	1 995x700
Luggage compartment capacity, l	461	318	352	583

The four most popular representatives of this category (MAN TG 460 A, Mercedes Actros 1846 LS, Scania R 124 LA 470 and Volvo FH 12-460) were tested. Manufacturers chose the cabin with an eye on the load capacity and gave preference to the smaller one. MAN has installed the LX (narrow, high roof) cab, which, at the same length, offers more capacity than the XL (wide, standard roof) cab. Another German manufacturer used the L cab rather than the Megaspace. Scania and Volvo did the same. The Scania CP 19 cab, with an interior height of just 1,700 mm, was chosen because there is no intermediate cab size between the Topline and standard long-haul cabs. Volvo has started testing with the standard Globetrotter cab.

Although the Lastauto Omnibus edition required manufacturers to equip tractors with a manual transmission in comparative tests, three participants, with the exception of Scania, had automatic transmissions that were manually shifted during the measurements. But manufacturers were given freedom in choosing the final drive gear ratio. Otherwise, the tractors had almost the same equipment, from the size and brand of tires and the height of their tread pattern, and ending with the height of the fifth-wheel coupling, to provide comparable conditions when measuring fuel consumption.

Equipment of the compared cars (costs in euros are indicated for options)

Model	MAN TG 460 A	Mercedes Actros 1846 LS	Scania R 124 LA 470	Volvo FН 12-460
ASR	Serial	Serial	660	Serial
EBS	Serial	Serial	Serial	Serial
Disc brakes front and rear	Serial	Serial	690	Serial
ESP (Stability Stabilization System)	1 430	2 000	Not supplied	2 500
Batteries 170 Ah	Serial	Serial	Serial	Serial
Generator 100 A	Serial	180	540	275
Roof spoiler	353	1 400	1 670	1 500
Chassis with side protection panels	834	1 180	1 630	1 800
Differential lock	Serial	Serial	Serial	Serial
Seven forged aluminum wheel rims 9.00x22.5	2 848	3 482	2 170	1 950
Fuel preheating	139	Serial	270	165
Aluminum brake reservoirs	201	Serial	415	Not supplied
Heated compressed air dryer	108	Serial	Serial	Serial
Reinforced engine brake	70	Serial	Not supplied	1 600
Retarder brake	4 687	7 180	7 820	4 865
Aluminum fuel tank with a capacity of 600 l	360	695	890	400

Cabin

When the competitors met at the barrier, the difference between them turned out to be not very big. This was confirmed by all measurements and assessments. The same can be said about the cabins. Although the updated Volvo FH 12 was able to win, three other competitors received almost the same score in this discipline. The Swede's victory was facilitated by the largest luggage capacity in the cabin, as well as a better organized driver's workplace. However, the assessment of modernization forced him to give in to another Swede. Here the Volvo FH 12-460 scores the same number of points with the Mercedes Actros 1846 LS, ahead of the MAN TG 460 A.

In the cabin of the Mercedes Actros 1846 LS tractor there are a number of little things that get in the way, for example, the display in the instrument panel is difficult to read. In addition, it turned out that the devices literally attract dust. Both externally located luggage compartments of the Actros have a much smaller capacity than those of the Volvo FH 12 and MAN TG 460 A (almost 360 l).

The cab of the MAN TG 460 A tractor is characterized by poor entry (compared to Volvo and Scania), smaller volume (compared to Volvo) and a number of small details (fewer places for storing the driver’s belongings when traveling long distances or too troublesome access to electrical equipment), which cost him points. Otherwise, the Munich player has proven himself well.

Scania, despite using the smallest cab, managed to get out of its predicament.
The loss in capacity points is somewhat compensated by convenient entry and exit, better upgrades and workspace. All devices borrowed from their predecessor received the best ratings in all tests. Cabin equipment (for options the cost is indicated in euros)

Model	MAN TG 460 A	Mercedes Actros 1846 LS	Scania R 124 LA 470	Volvo FН 12-460
Automatic heating control	Serial	564	Serial	Serial
Climatic equipment	1 107	Serial	Serial	1 280
Additional heating	1 365	1 499	2 465	2 165
Electric sliding panel	Serial	Serial	436	Serial
Heated mirrors	Serial	Serial	Serial	Serial
Electric mirrors	Serial	Serial	205	Serial
Tinted windshield	108	124	Serial	200
Outdoor thermometer	Serial	Serial	Serial	Serial
Headlight cleaner	155	270	370	170
Heated driver's seat	165	Serial	Serial	100
The seat is better than standard	510	1 590	960	1 380
Leather seats	1 128	1 500	1 300	1 410
Two berths	Serial	Serial	485	125
Airbag/driver seat belts with tensioner	Serial	709/serial	720/375	205/50
Central door locking	Serial	406	Serial	370
Fridge	Serial	1 275	1 225	Serial
Front underrun protection system	–	570	Serial	Serial
Xenon headlights	932	–	990	825

Suitability for use

Ride comfort, dynamic properties and similar factors contributed to the victory or defeat of a particular tractor. In this discipline, the Volvo was the clear winner thanks to its brakes and overall ride comfort. However, the Swede is not without its drawback: the front axle transmits small irregularities to the cabin, so that the internal equipment sometimes vibrates. Nevertheless, the advantage over competitors is still noticeable. Following the Swede is the Mercedes Actros 1846 LS, which provides high ride comfort and gets a good rating for its brakes. However, he does not win in this discipline, since the internal noise is clearly higher than in the Scania and Volvo cabins, and the controls are often illogically located. For example, the power window switch or mirror adjustment is located on the right side next to the driver's seat. The total score in this discipline for the MAN TG 460 A and Scania R 124 LA 470 tractors is at the same level.

All cars used similar engines: in-line six-cylinder, turbocharged and intercooled, with electronic fuel injection and four valves per cylinder. The Scania DT 1202 engine is a turbo-compound engine. The clutch on all tractors is a dry single-plate with an automatic drive, with the exception of the hydraulic one on the Scania R 124 LA 470 tractor, and a pneumatic booster. The main gear is a single hypoid. The braking system is dual-circuit pneumatic with electronic control, with anti-lock and traction control systems, with disc brakes at the front and rear. Spring energy accumulators on the rear axle are used as a parking brake.

Technical characteristics of tractors

Model	MAN TG 460 A	Mercedes Actros 1846 LS	Scania R 124 LA 470	Volvo FН 12-460
Engine model	D2876 LF	OM 501 LA	DT 12 02	D 12 D 460
Cylinder diameter/piston stroke, mm	128/166	130/150	127/154	131/150
Working volume, cm3	12 816	11 946	11 716	12 100
Compression ratio	17,0	17,75	18,0	18,5
Average effective pressure at maximum torque, bar	21,6	23,15	23,6	22,85
Power, kW (hp) at rpm	338/460 at 1,900	335/456 at 1,800	346/470 at 1,900	338/460 at 1,800
Maximum torque, Nm, at rpm	2 100 at 900–1300	2200 at 1080	2,200 at 1050–1500	2,200 at 1100–1450
Injection pressure, bar	1 300	1 800	1 500	1 600
Transmission
Transmission	ZF 12 AS 2301	Mercedes G 231 – 16	Scania GRS 900	Volvo I-Shift
Gear ratios:
1	12,33	17,03	11,27	14,94
2	9,59	14,19	9,14	11,73
3	7,44	11,50	7,17	9,04
4	5,78	9,58	5,18	7,09
5	4,57	7,80	4,63	5,54
6	3,55	6,50	3,75	4,35
7	2,70	5,28	3,01	3,44
8	2,10	4,40	2,44	2,70
9	1,63	3,87	1,91	2,08
10	1,27	3,22	1,55	1,63
11	1,00	2,61	1,23	1,27
12	0,78	2,18	1,00	1,00
13	–	1,77	–	–
14	–	1,48	–	–
15	–	1,20	–	–
16	–	1,00	–	–
W/x	11,41	15,46	14,74/11,95	17,48
"Creeping"	8,88	12,89	16,38/13,28	13,73
main gear	3,70	2,93	3,08	2,79
Kinematic maximum speed, km/h	122	114	114	120
Engine brake power, kW	290	350	230	288
Sectional size of frame side members, mm	270x85x8	283x70x8	270x90x8	266x90x7
Steering gear ratio	17,0 – 20,0	19,3 – 23,0	17,0 – 20,0	17,0 – 20,0
Own weight, kg	7 090	6 570	7 075	6 817
Saddle load, kg	10 920	10 900	10 915	10 705
Base, mm	3 600	3 600	3 550	3 650
Minimum turning radius, m	7,4	7,45	7,2	7,16

P124

Scania is a supplier of trucks for the Swedish army, and civilian versions throughout the world. With the advent of the new, fourth generation of civilian trucks, its main task was to develop the military equipment market of NATO member countries. Having proven itself well in the Western European market and having made all the necessary improvements, Scania confidently emerges as one of the leading places in the production of medium and heavy class military vehicles made according to NATO standards.

The first major contract was a batch of 1,800 trucks for the Norwegian army; orders for 26 tank tractors for Belgium, as well as for a chassis for special equipment for the French army, became even more prestigious. In addition, Scania supplies its diesel engines to equip wheeled and tracked combat vehicles produced in Sweden, France, Spain and Switzerland. The Scania military vehicle program includes “militarized” versions of standard heavy-duty vehicles, which are equipped with the most powerful power units, multi-speed gearboxes and transfer cases, all-wheel drive or additional lifting axles, as well as additionally equipped with improved security cabs.

The vehicles are used not only in general transport operations, but also as tactical vehicles with light weapons or heavy tractors. The most popular for military purposes are the numerous variants of the P124 chassis of classes C and G, equipped with a 6-cylinder diesel engine with a displacement of 11.7 liters. with a turbocharger power of 360 hp, mechanical 9- or 14-speed gearboxes, leaf spring suspensions on all axles, CP14 or CP19 cabs.

This range is headed by the medium tactical truck P124CB 4x4 НZ with a gross weight of 16 tons and a wheelbase of 3.9 meters. It has a 4.7 m long cargo platform with a steel floor, aluminum sides and a canopy, designed to transport 18-20 soldiers. Other versions of this chassis are most often used for mounting special equipment. Reloading systems for swap bodies are mounted on the P124GB 6x2 NZ chassis with a total weight of 29.0 tons. Chassis R124SV 6x6 NZ (gross weight 28.0 tons) and R124SV 8x6 HZ (gross weight 40.5 tons) with an additional lifting axle on air suspension are used for transporting light armored vehicles and installing repair and recovery equipment.

©. Photos taken from publicly available sources.

Author: Evgeny Smolnikov
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R114G

Vabis 3244

Power drive/power expended for movement

In order to more accurately determine the driving power and fuel consumption during comparative tests, tractor units with semi-trailers were driven along a new short test track. The basic idea was that every tractor with every driver and every semi-trailer would drive along a ring section of the track. The obvious advantage is that the influence of the driver and the semi-trailer is eliminated. The tractors drove along a 200 km long ring section 4 times, plus an additional control run. The measurements were carried out on this 200 km of route, the terrain of which ranges from hilly to mountainous, with a maximum elevation of 6%. Thus, measurements were carried out over 1,000 km.

In these comparative tests, all four tractors drove 9 thousand km (round trip) and consumed more than 3 thousand liters of fuel. In the measurements, the MAN TG 460 A turned out to be the fastest, despite the large final drive ratio. When driving on a mountainous section, it outperformed a Scania R 124 LA 470 with a more powerful engine. The winner in this discipline was the Scania R 124 LA 470 tractor with an average speed of 84.44 km/h compared to 84.37 km/h for the Munich driver. This speed essentially brought the Swede forward: the smaller final drive ratio became an advantage on the hilly section. However, on the mountainous section, MAN took second after second from Scania.

In these runs, Volvo set the goal of getting as close as possible to its competitors in terms of assessment. The modernized D 12 diesel engine has constant torque over a wider speed range than before (from 1,100 to 1,450 min-1, previously 1,300 min-1). A steep increase in power occurs at mid-range speeds, which helps ensure that all 460 hp. already at 1,500 rpm they were transmitted to the clutch. With the “old” FH 12-460 this happened at 1,700 min-1.

The Swede was still able to navigate the steep sections well. However, he lost speed when he hit a slight bump while driving in top gear. Thanks to the excellent engine performance, the Volvo FH 12-460 with a lower final drive ratio was able to almost keep up with the speed.

The Mercedes Actros 1846 LS tractor with a final drive ratio of 2.93 drove mainly at low speeds and was able, despite less power in the mid-speed range, to keep up with the Volvo.

The winner was the Scania R 124 LA 470 tractor, which took only 30 seconds from the Munich driver on the 800-kilometer measuring section.

Operation and maintenance of the Scania R124 G truck

Company AvtoPromSkan: Kirov, Kirov region. tel. (8332) 205-215 e-mail ICQ: 555466694

You should not skimp on the quality of spare parts for Scania trucks, since only high-quality spare parts installed on your truck will serve for a long time. supplies high-quality and reliable original spare parts, units, cardan shafts, repair kits, as well as their analogues and replacements for Scania trucks. Parts and spare parts are delivered as quickly as possible to any point in Russia by transport companies and mail and luggage cars.

Scania tractors and dump trucks have been among the best-selling new truck models in Russia for many years. The great demand for Scania is due to the high reliability of these trucks, comfortable cabin, and engine efficiency. These and other indicators are the hallmark of Swedish trucks. The cabs of Scania tractors and dump trucks, like the cabs of Volvo trucks, are recognized as the best in passive safety. The rigid frame structure of the cab with reinforced side pillars and rear wall can withstand a load of 1 ton, and the roof of the car does not collapse to a state that is dangerous for the driver’s life even under a load of 15 tons.

Over time, even new trucks require maintenance and timely repairs. Any, even minor, damage can cause problems for its owners. Let's consider the features of operation, maintenance and repair of both discontinued Scania truck models and new car models that have just rolled off the production line.

Scania R124G

Scania R124 G truck

The Scania R124 G truck, called a “bench” by drivers for the specific design of the front panel, is used in most cases as a truck tractor. The Scania R124 G tractor is most often used in our country for international transportation and transportation of goods within the country. This truck has its strengths and weaknesses, which will be discussed below.

The Scania R124 G 4-series truck was produced between 1995 and 2004. Since 2004, the Swedish concern has launched a new family of trucks marked “P”. The letters began to indicate the type of truck cab: “P” – low cab, “R” – high cab. Trucks of this model were equipped with 6-cylinder diesel engines of the DC11 model and met Euro-2 and Euro-3 environmental standards. Euro-2 engines are equipped with fuel injection pumps, and Euro-3 engines are equipped with high-pressure PDE pump injectors, and later models were equipped with an HPI fuel supply system. Tractors with an engine capacity of 11 liters and a power of 340-360 hp were officially supplied to Russia. and maximum torque of 1600 Nm and 1800 Nm at engine speeds of 1050–1350 rpm. Mechanical gearboxes were installed on Scania R124 G tractors:

GR900 – 8-speed gearbox with divider and reduction gear;

GRS890 – 12-speed gearbox with range;

GRS900 – 12-speed gearbox with range and two reduction gears.

Some versions of tractors were equipped with a transmission with an Opticruise system, which automatically selected the optimal gear when the truck was moving. This automatic gear selection system made it possible to maintain a higher average speed while driving.

Scania Group G trucks were created for operation in difficult road and harsh climatic conditions and are perfect for use in Russia. These trucks are equipped with a powerful spring suspension: front double-leaf springs, rear double-leaf springs with air springs. The tractors have high ground clearance, which is important when operating on domestic roads.

The Scania truck manufacturer's warranty is 1 year. During the first year of operation, the trucks do not cause any trouble to the owners, although the vehicle's mileage by this time averages about 150 thousand km. Minor technical problems begin to arise in the second or third year of operation. The service life of a truck is affected by its operating conditions. Scania technicians classify operating conditions into five types:

Type 0 – trucks for transporting goods over long distances in light conditions.

Type 0 includes all Scania trucks with a gross weight of up to 40 tons, designed for use on roads with smooth surfaces and traffic at a uniform speed and a minimum number of stops along the way. Trucks of this class are designed to drive on roadways with slopes of less than 2%. A small number of stops along the way means that the vehicle should have no more than 10 stops for every 100 km of travel (for example, when transporting food and general cargo).

Type 1 – trucks for transporting goods over long distances.

This type of Scania vehicles includes trucks with a gross weight of up to 60 tons. Cars are operated on asphalt roads with an improved surface, i.e. The tractor travels 50-80% of its mileage on roads with slopes of no more than 2% and occasionally with slopes of more than 8%. Trucks of this type are most often used for transporting general cargo: household appliances, etc.

Type 2 – tractors for transporting goods in difficult conditions

This type of truck includes vehicles whose operating conditions are not suitable for types 0 and 1. For example, these Scania trucks are designed to perform transport tasks such as transporting construction materials, timber (timber trucks), tank trucks for transporting various liquid cargo, and transporting bulk cargo (sand, crushed stone, ore).

Type 3 – trucks for construction work, operated off-road.

Trucks of this type are used for transporting crushed stone, ore, sand, concrete, construction waste and solid waste. Trucks of this type can be operated both on paved roads and on dirt roads.

Type 4 – vehicles for transporting packaged cargo over short distances

An example of a transport task for this type of Scania truck is the transportation of small consignments, transportation of liquid cargo in tanks and garbage removal.

SCANIA truck repair

Many years of operating experience have shown that there are no complaints about the axles, engine and gearbox of the Scania R124 G truck. The car is very reliable and durable. But like any complex and high-tech equipment, it requires timely attention, high-quality spare parts, repairs and maintenance.

Usually, with a mileage of 400 thousand. km the old-style Scania steering column shaft “dies.” With a mileage of 500 thousand. km the clutch needs to be replaced. The truck's calipers begin to jam. Poor quality diesel fuel causes problems with the fuel pump. When the speedometer shows 600 thousand. km, the front wheel hub bearings require replacement. It is enough to check the rear bearings and apply grease if necessary. With further operation, parts should be replaced and units that reach the end of their service life due to natural wear and tear should be repaired.

Scania retaining ring

With a mileage of 500-6000 thousand. km, many truckers put Scania trucks in for major repairs so that the truck does not cause problems during further operation. A major overhaul of a Scania truck allows you to continue to operate the vehicle without serious breakdowns for at least another 450-500 thousand km. mileage Used Scania trucks have a stable demand in the market. Knowing this, large transport companies prefer to replace their used Scania trucks with new ones, without waiting for the vehicle to run 1 million km.

Scania truck service

Timely maintenance of the truck in transport companies must be monitored by a full-time mechanic or the driver himself. The Scania truck service program includes the following elements:

X-service is carried out every 22.5 thousand km. and takes no more than 45 minutes. It includes lubrication of pins, spring pins, control unit, and checking the oil level. This maintenance allows you to prevent premature repairs and replacement of many parts. If the truck is operated in favorable conditions or has a central lubrication system, TO-X is not performed. The concept of “favorable operating conditions” means low dust content in the air, the absence of deicing agents on the roads (or summer operation of the car), and low sulfur content in diesel fuel (less than 0.2%). Most mechanics of companies with large fleets service trucks after 15 thousand km. mileage without waiting for the required 22.5 thousand km.

Scania suspension silent block

Many carriers, in order to avoid unnecessary problems with the Scania engine, are switching to the use of high-quality fuels and lubricants. To ensure that a Scania truck starts without problems in winter at low subzero temperatures, many trucking companies have switched to using 10W40 semi-synthetic oil instead of the previously used 15W40 mineral oil. Semi-synthetic oil burns to a lesser extent, which means it needs to be added in smaller quantities compared to mineral oil. Some drivers use mineral oil in the warm season and semi-synthetics in winter. Over several years of such operation, significant savings on fuel and lubricants can be felt.

When assessing the conditional mileage of a Scania truck, do not forget about the engine idling. This is especially true when operating a vehicle in winter, when the truck engine runs for a long time without load. This is typical during forced downtime of a tractor, while waiting for a vehicle to be loaded or unloaded at terminals, during queues at customs inspections or weight controls. Keeping such records from memory is not easy, but the manufacturer recommends using the following calculation scheme:

150 hours = 10 thousand km

300 hours = 20 thousand km

450 hours = 30 thousand km

600 hours = 40 thousand km

750 hours = 50 thousand km.

When purchasing a used Scania truck with mileage, to assess the actual technical condition of the vehicle, it is recommended to visit a company service station for computer diagnostics. Inspecting the truck by specialists will help identify hidden defects and subsequently avoid costly repairs and the purchase of spare parts for the Scania truck.

Scania equipment

When choosing a truck for commercial cargo transportation, owners, on the one hand, strive to save money when purchasing a truck, and on the other hand, to make the driver’s working and resting conditions comfortable. This is probably why the configurations of trucks intended for use in Russia differ from the European configurations of Scania trucks. When purchasing a truck, domestic drivers prefer to have a built-in refrigerator, air conditioning, and a cabin heater from Webasto or Eberspacher, which is necessary for heating the truck cabin when the engine is not running. In Russia, they prefer to save on the Scania preheater, which is not popular due to its high price, maintenance costs and increased fuel consumption when using it. Sometimes, in the struggle to save money, drivers refuse air conditioning and use the side windows down in the heat.

JOST saddle repair kit

Truckers try to choose a spacious Scania truck cabin, if not the most comfortable Topline, then, if possible, Highline. Depending on the expected mileage of the car, fuel tanks of different capacities are selected: 580l, 680l and 720l. If these dimensions of fuel tanks are not suitable, then you can order a fuel tank of the required capacity. Often this problem is solved by purchasing the required fuel tank at a dismantling site, or if you have several Scania cars, you can remove a larger capacity tank from another car.

Roof spoilers and aerodynamic side fairings are often ordered for tractors used for international cargo transportation. This body kit, when driving at an average speed of 80 km/h, reduces air resistance by 40% and saves up to 10% of fuel. Also, domestic drivers prefer installing central locking and anti-theft alarm systems on Scania trucks.

Maintenance of electrical equipment of Scania trucks.

onboard electrical wiring must be kept dry and clean at all times. To prevent a possible fire, it is not recommended to use, even temporarily, wires of a different cross-section and resistance instead of those used. Particular attention should be paid to the battery. Regularly checking the level and density of the electrolyte will save the driver from possible problems when starting the engine. During long periods of parking, it is advisable to use external power sources to charge the battery. The charging current should be equal to 1/10 of the battery capacity. Even a half-charge of a truck battery can create problems when starting the engine and affect the unstable operation of on-board electronic systems.

If there is a pre-heater, after a long period of parking in winter at low temperatures with the engine not running, it is necessary to turn on the pre-heater. To make it easier to start the engine, you can heat the fuel in the fuel filter with a heat source ( except open fire! ) or hot water.

Scania truck fuel system.

Since in Russia it is difficult to find diesel fuel that meets the European standard EN590, in cases of emergency, drivers add kerosene to domestic diesel fuel. In this case, the maximum amount of kerosene should not exceed 1/5 of the amount of diesel fuel. It is recommended to fill the fuel tank with kerosene first, and only after that with diesel fuel, but not vice versa. In this case, the resulting mixture does not harm the engine. According to the rules, it is prohibited to “liquefy” diesel fuel with gasoline or alcohol. When a truck engine operates for a long time on such a fuel mixture, precision pairs wear out in the fuel injection pump and pump injectors, and in some cases this can cause failure of engine parts.

The main problem with operating the Scania R124 G diesel engine in winter is the waxing of diesel fuel. Paraffin crystals in diesel fuel clog the fuel line and the pores of the car's fuel filter. The result is a drop in the power of the power unit or a complete stop of the engine. A way out of this situation may be to install liquid-type heat exchangers or electric heaters in front of the filter element.

Air drying system.

The air compressed by the compressor is supplied through the cooler coil to the separator filter to remove excess moisture from the system. At low temperatures, unremoved moisture freezes and prevents air from flowing through the system. Therefore, before parking the truck for a long time, it is recommended to drain the formed condensate from the receivers and fill the pneumatic system with air until it “resets” while the Scania tractor engine is running. This will remove any remaining moisture from the dryer filter and cylinder block.

Air supply to the engine.

The formation of condensation in the intercooler (charge air cooler) is a common problem during winter operation of a Scania truck. Freezing of moisture can occur both when the engine is turned off, and when the diesel engine is idling for a long time, during downtime during loading, customs, or in a traffic jam. The problem of condensation formation in the intercooler while the engine is running can be determined by the characteristic white smoke coming from the exhaust pipe. To prevent this problem, it is enough to open the crankcase ventilation system. It is worth remembering that if the crankcase ventilation pipe is lowered too low, condensate may freeze. In this case, a characteristic oil leak appears along the engine seals; engine oil enters the engine intake tract from the turbine. In winter, at air temperatures from 0 to -10 degrees. drivers cover the lower part of the intercooler with a rag screen, which is included in the package of the new Scania car. On used cars, this cover is usually lost. It can be replaced with any air- and moisture-proof fabric or material (tarpaulin, linoleum, plastic). At ambient temperatures below (-15 degrees), it is necessary to close 2/3 of the intercooler height from below. When the engine operating temperature increases to +90° C, it is necessary to reduce the degree of “blindness” of the intercooler.

To prevent large quantities of condensate from entering the cylinders, it is recommended to carry out purging. To do this, you need to raise the Scania cabin, loosen the clamp on the corrugated pipe running between the intake manifold and the intercooler. Disconnect the corrugated pipe and place it on the manifold. Next, you need to start the truck engine and hold the engine speed at least 1200 min-1 for 5-10 seconds until the moisture is completely removed. Sometimes with this procedure, 3 to 5 liters of moisture come out of the intercooler. Precautions should be taken not to block the air outlet from the pipe.

In winter, at temperatures from –15°C to –40°C, it is recommended to melt the condensate frozen in the intercooler with an external heat source while the engine is not running, and only then blow out the intercooler. In the absence of an external heat source, you can warm up the device by running the engine itself at idle speed. In this case, the intercooler should be closed at the front, and the speed should not exceed 600 min-1. If malfunctions and uneven operation begin during engine operation, the engine must be stopped immediately and purged.

Strengths and weaknesses of Scania trucks

One of the most reliable parts of Scania 4 Series trucks is the power steering. Only Scania of the first series had problems due to play in the lower cross-shaped joint. Sometimes the upper power steering seals on tractors leak. With further operation of the truck with such a malfunction, the steering begins to bite first, and then the steering column shaft fails. For most types of hydraulic boosters, there are repair kits and spare parts, including those from non-original manufacturers. This repair kit includes an oil seal and a dust ring. There are hydraulic boosters in which complete disassembly of the unit is necessary to replace the top gasket. Not every service specialist is ready to take on such an important, complex job; it is usually recommended to immediately replace the entire assembly.

For the repair and maintenance of Scania trucks, many different repair kits, original production spare parts and their analogues are produced. When repairing the brake system, it is easier and cheaper to replace part of a Scania caliper than the entire caliper, which costs 550-700 euros. Repair kits for generators and JOST saddles are in regular demand. On Scania tractors produced in 2000-2002, silent blocks and bushings for the four-point cab suspension require regular replacement. Replacing the front and rear truck cab mount bushings and adjusting the locks will solve your cab problems for several years. The Scania front suspension regularly requires repair kits for the front stabilizer, bearings, shock absorber bushings and cab suspension cushions.

Scania driveshaft

When repairing a truck cab suspension using non-original split bushings, an extraneous knock often occurs. Some mechanics change the entire stabilizer at once, although it is enough to replace the rubber-metal bushings, removable bearings and stabilizer seals. Repair of the stabilizer is enough for one and a half years of proper operation.

In the first batches of Scania vehicles, one of the weak points were the cylinders and the truck cab lift pump, but later the parts were modernized, increasing their reliability and service life. Today, repair kits for these parts are produced, with which you can fix the problem yourself. After several repairs, experienced mechanics recommend replacing the entire pump and cylinders.

Sometimes a knocking noise occurs in the area of the right wheel. The first place inexperienced mechanics start checking is the king pin and bearing, but it is usually the lower lift cylinder bushings that are the cause of concern.

Scania R124 G tractors will enjoy well-deserved respect among drivers for a long time to come.
The main advantage of tractors is that spare parts for Scania series 2 and 3 will continue to be produced for a long time. And some spare parts from these models are installed on Scania trucks of the latest models. scania, car, truck, scania truck, scania trucks, engine, spare parts, intercooler, cabin, repair, scania, fuel, tractor, operation

Fuel consumption

Test participants had very similar fuel consumption figures. However, the impact of four almost identical and equally heavy semi-trailers on fuel consumption turned out to be greater than the difference between individual tractors. A closer look at the resulting fuel consumption reveals a clear difference. When tractors go uphill, the Mercedes Actros 1846 LS and Scania R 124 LA 470 are the best and are about 2% more economical than the other two. The best average fuel consumption on a section with 12 climbs was obtained from Scania (107.9 l/100 km) and Mercedes (108.7 l/100 km). This is where the advantage of Scania's turbocompound technology comes into play. In addition, the power is 470 hp. develops an engine with a displacement of only 11.7 liters. Mercedes achieves good fuel consumption when the engine is running at full load, mainly at low engine speeds, but the speed decreases when driving uphill.

Measurements of the fuel consumption of a MAN tractor show that it reacts more sensitively than the other three competitors at high speeds and at full load.
On flat terrain, MAN and Volvo achieve the best results and consume approximately 0.5 l/100 km or 2 – 3% less fuel. Despite this, MAN takes the win with a slight advantage in fuel consumption. Results of measurements during comparative tests

Model	MAN TG A LX-Haus	Mercedes Actros 1846 LS L-Haus	Scania R 124 LA 470 GR 19-Haus	Volvo FН 12-460
First stage, lap 1
Speed, km/h	84,81	83,40	83,82	83,06
Fuel consumption, l/100 km	36,7	36,1	36,9	36,3
Second stage, lap 2
Speed, km/h	84,33	83,36	84,8	83,26
Fuel consumption, l/100 km	35,9	37,0	35,5	37,4
Third stage, lap 3
Speed, km/h	84,56	83,62	84,50	83,19
Fuel consumption, l/100 km	36,2	37,0	35,5	36,3
Stage four, lap 4
Speed, km/h	83,79	83,06	84,38	83,03
Fuel consumption, l/100 km	37,3	35,2	36,6	36,6
The entire mileage is 800 km
Speed, km/h	84,37	83,37	84,44	83,13
Fuel consumption, l/100 km	36,27	36,28	36,30	36,80
Fuel consumption, l/100 km
Partial loads (85 km/h)	20,50	21,03	21,05	20,60
full loads (12 lifts) at average speed, km/h	110.75 at 69.66	108.70 at 65.81	107.91 at 68.41	110.76 at 67.09
Number of gear changes to climb hills	41	50	27	58
Climbing in top gear, %	2,79	3,02	3,18	2,99
Engine brake1, slope 5.5%
gear/speed	10/2 250	13/2 400	9/2 300	10/2 150
speed, km/h	90	84	73	90
braking power, kW	290	350	230	288
Acceleration time, s: With sequential gear shift:
0 – 60 km/h,	24,4	30,9	24,4	29,3
0 – 85 km/h,	47,1	53,6	46,4	52,3
In top gear 60 – 85 km/h	25,3	29,2	28,7	34,7
Internal noise level at 85 km/h, dB(A)	66,8	66,2	62,6	63,7
Maintenance
Oil change frequency, km	80 000	100 000	60 000	100 000
Number of service points: in Germany in Western Europe	385 800	1030 1750	200 900	150 1000
Weight parameters
Tractor own weight2, kg	7 080	7 100	7 085	7 295
Saddle load, kg	10 920	10 900	10 915	11 705
Expenses3, cents/km
Maintenance and repair	8,77	8,61	8,81	8,79
Fuel	26,16	26,20	26,22	26,63
Variables	2,40	2,40	2,40	2,40
Permanent per day4, euro	176,97	178,28	175,94	189,17
Overall per day	65,66	65,71	65,22	66,55

Notes. 1 – truck tractors from MAN, Scania and Volvo are equipped with a more powerful engine brake for an additional fee, Mercedes – as standard; 2 – all tractors are equipped with a fifth wheel coupling, a spare wheel, a fuel tank filled with 300 liters of fuel, a spoiler, side panels covering the chassis, 315/70 R 22.5 tires on aluminum rims; 3 – MAN NG 460 A and Mercedes Actros 1846 LS tractors cost 89 thousand euros, Scania – 90 thousand and Volvo – 91,180 euros; 4 – when operating 240 days a year.

Scania R124G

A. Trokhachev, photo by the author

Hard worker. This definition is perfectly suited for the Scania R124 G, widely known among the people as the “bench” for the characteristic design of the front panel. In most cases, Russian carriers use this machine on international routes, although Russian expanses are not alien to it. Having summarized the experience of servicing and repairing the Swede in several transport companies, we decided to talk about the strengths and weaknesses for those who choose it as a workhorse second-hand.

Disc brake pads with repair kit for one axle. In addition to the original ones with the Scania markings, high-quality products manufactured by Beral, Textar, Knorr-Bremse are used. For international cargo transportation, replacement is not required when the mileage is 250–280 thousand km.

It is not without reason that the Scania brand has held the top spot in the sales ranking of new imported trucks in Russia for several years. However, not only here, but also in some countries of the former USSR too. Reliability, comfort and efficiency, without exaggeration, have become the hallmark of products of the Swedish automobile industry. And the presence of such equipment in the company’s fleet has a positive effect on the company’s image and indicates the success of running a transport business. Therefore, we chose this particular car for publication.

There are no perfect people, and there are no perfect cars. Even the most reliable products break down every now and then and cause problems for their owners. Sincerely wanting to help carriers in choosing means of production, our magazine is starting a series of publications under the heading “Operation”. In it we will talk about both discontinued models that are of interest to those who choose used cars, and about new modifications that have just rolled off the assembly line. Our correspondents set themselves the goal of being as objective as possible and using data obtained from not one, but from several sources.

We hope that carriers will actively participate in the process by sending responses to publications to the editor. We will be grateful if you tell us about your own experience in operating certain brands and models of cars, not only foreign, but also domestically produced. And we hope that you will write about the operation of which equipment you would like to know.

Specification

The thermostat, as a rule, does not create problems for owners of the Scania 4 Series, but if it fails, it can immobilize the truck for at least several hours - until it is completely replaced. The procedure is very troublesome, and on the road, especially in winter, you can’t cope with it quickly alone

The Scania R124 G belongs to the 4th series, produced from 1995 to 2004. In the fall of 2004, production began of a new basic family of cabover cars of this brand with the letter “P” and at the same time the factory indexing was changed. The letter began to indicate the type of cabin (“P” - low, “R” - high cabin). By the way, Scania truck cabs, along with Volvo Trucks products, are considered the best in terms of passive safety. Thanks to the rigid frame structure with reinforcement elements, the side pillars and rear wall can withstand an impact load of 1 ton, and the roof does not collapse to a dangerous state under the influence of a load weighing 15 tons.

The model we were considering was equipped with 6-cylinder in-line diesel engines DC11 of Euro 2 and Euro 3 standards: with a fuel injection pump (Euro 2) and PDE high-pressure unit injectors (Euro 3), although there were also later modifications with an HPI fuel supply system. Tractors with engines with a displacement of 11 liters and a power of 340 and 360 hp were supplied to our country. (at 1900 min-1). The maximum torque of the power units was 1600 and 1800 Nm, respectively, at 1050–1350 min-1.

The engines were coupled with manual gearboxes: 8-speed GR900 with divider and reduction gear; 12-speed GRS890 with range shifter and 12-speed GRS900 with range shifter and two crawler gears. On some versions of transmissions, an Opticruise system was offered, which automatically selects the most optimal gear for given driving conditions at a particular time. Due to the accelerated selection of gears during the trip, a higher average speed of cargo delivery was achieved.

The clutch disc and release bearing are not Scania's weak points. In Russian conditions, the clutch is often not completed even up to 400–500 thousand km, which indicates high operating loads or insufficient driver experience

Group G equipment, to which the car in question belongs, is designed to work in difficult road and climatic conditions, which is 100% applicable to Russia. Such cars have increased ground clearance and are equipped with a powerful spring suspension (in our case, front double-leaf springs and rear double-leaf beam springs with air springs).

Vitality

The term “survivability” is used not only in the navy. Motorists also use it widely. At least, when preparing this material, this adjective was used by all the operators with whom I studied and generalized the experience of Russian use of the Scania R124 G.

The factory warranty for the car is 1 year. In the first year, Swedish technology does not cause any problems, although by this time the speedometer shows 150–160 thousand km. According to reviews from carriers, problems arise in the second or third year of operation, although they are not fatal.

The service life of a vehicle is also affected by the type of operating conditions. Scania specialists distinguish between five main types of operating conditions – from zero to four. Since not all carriers have encountered or are familiar with them, it is appropriate to recall this gradation.

0. Transportation of goods in light conditions over long distances.

This type includes vehicles with a gross permissible weight of less than 40 tons, which are operated on roads with flat terrain without a significant reduction in speed and with a small number of stops. Working conditions on roads with flat terrain mean that 90% of the vehicle's mileage is driven on a roadway with slopes of less than 2% and rare slopes of more than 3%. A small number of stops means that the car stops and starts moving no more than 10 times for every 100 km. An example of a transport task is the transportation of general cargo (food, etc.).

The fuel priming pump is a non-separable mechanism. At a price of 600 euros, it remains operational for a maximum of two or three seasons, and sometimes breaks down in the second year of operation. They usually change it on their own.

1. Transportation of goods over long distances.

The type unites trucks with a gross permissible weight of up to 60 tons inclusive, which are operated on roads with improved surfaces in areas with mixed and hilly terrain. These operating conditions mean that 50–80% of the vehicle's mileage is driven on roads with mostly slopes of less than 2% and rare slopes of more than 8%. An example of a transport task is the transportation of general cargo (consumer electronics, etc.).

2. Transportation of goods under difficult conditions over long distances.

This type of transportation includes vehicles whose operating conditions, according to the above classification, do not belong to types 0 or 1. An example of a transport task: transportation of construction materials, liquid cargo in tanks, timber, bulk cargo, crushed stone (with a trailer), ore.

3. Off-road operation. Construction works.

An example of a transport task: transportation of crushed stone and other stone fractions, concrete and garbage, solid household waste.

4. Transportation of packaged goods over short distances.

An example of a transport task: distribution transportation of small consignments, removal of garbage and liquid cargo in tanks.

Repair

The front wheel bearing costs, like the rear wheel bearing, about 300 euros. Needs replacement as a result of natural wear and tear after the mileage traveled is at least 450–500 thousand km. With careful care, it can “live” until the first overhaul of the entire car

Truckers joke: “The main spare part in a car is the DRIVER.” And after a short pause they add: “It’s true, it’s irreparable and very expensive.” Indeed, a lot depends on the driver, and not only in a global sense (safety of cargo, timely delivery), but also in particular (fuel consumption, operating costs). One of the transport companies told the following story. Increased wear on the steering wheels appeared on the next batch of vehicles. At first the fault was with the manufacturer. But when we figured it out, we were surprised: it turned out that we had to monitor the air pressure in the tires at least once a week. And drivers who switched to foreign cars from MAZs did not bother to do this even once a month.

Experience using Scania for four years has shown that there are no complaints about the car with regard to the engine, gearbox and axles. Overall the machine is very strong and durable, but requires some attention. Let’s say, after a mileage of about 400 thousand km, the old-style steering column shaft “dies.” When the speedometer shows 500 thousand km, the clutch wears out its life. The calipers begin to “wedge.” Due to poor fuel quality, problems arise with the fuel priming pump. After 600 thousand km, in most cases, the front wheel hub bearings require replacement, but the rear ones - just check and apply grease. And then parts that reach the end of their service cycle due to natural wear and tear need repair.

So that the car does not cause problems, truck drivers, when the mileage reaches 500–600 thousand km, put it in repair for a month and carefully sort it out. If all operations are carried out conscientiously, the Swede will serve faithfully for the same amount of time, or at least 450–500 thousand km. However, large companies prefer not to bring the equipment to this condition and, without waiting for the mileage of 1 million km, put the equipment up for sale. And even for such cars the demand is quite stable.

Service

Cabin suspension level crane. The front and rear are absolutely identical, i.e. interchangeable. If necessary, it is recommended to change it at a company service

The driver himself usually monitors the timeliness of maintenance in full, and if the transport company is large, then a full-time auto mechanic or other person responsible for the equipment. Prudent drivers plan to carry out the next maintenance with under-mileage or slightly over-mileage at the “home” station. In this case, they will fit within a specific service estimate, all spare parts will be of proper quality, and the work will be done conscientiously. Checking into someone else's station is a kind of lottery. Of course, in most cases, a branded service will do everything correctly. Another matter is in what time and for what money. This is why some Russian truckers prefer to go to Belarus for service and repairs: with the same cost per standard hour, original spare parts are cheaper there.

In the cabin of one of the truck drivers I saw a mysterious code. It turned out that there was nothing secret about the combination of letters. The set of letters meant a sequence of different types of TO. The “SMSL” line corresponded to one service cycle without maintenance, the other (“XSXMXSXL”) corresponded to a service with maintenance. The driver explained: “This is necessary so that someone else’s service does not impose a more extensive service that is not justified by operating conditions.”

The branded service program has been proven over the years and includes the following elements.

X-service (after 22.5 thousand km) takes approximately 40–45 minutes and includes lubrication of king pins, spring pins, CV joints, and checking the oil level. According to experts, it prevents premature repairs and replacement of many parts. Maintenance is not carried out if the vehicle is operated in favorable conditions or is equipped with a central lubrication system. This implies low dust content in the air, the absence of salt deicing agents on the roads and low (less than 0.2%) sulfur content in diesel fuel. In practice, some carriers do not wait for the treasured 22.5 thousand km, but service the car after 15 thousand km. This is especially true for companies with large fleets that have their own mechanics.

The front and rear suspension cushions are distinguished by their enviable durability, although in severe frost conditions (for example, in Western Siberia) cases of premature failure are known

In general, Russian carriers strive not to create unnecessary problems for themselves and are switching to using high-quality fuels and lubricants. For example, in order for a car to start without problems in cold weather, many enterprises have abandoned the use of 15W40 mineral motor oil and switched to 10W40 semi-synthetic. It burns to a lesser extent, which means you don’t have to add as much as in the case of mineral water. But the principle of economy is sometimes observed like this: in the warm season the car runs on mineral oil, in the cold season – on semi-synthetic oil. You won’t feel the difference in a year, but in a few years – quite a difference.

Scania owners are advised not to forget about idling the engine. It must be taken into account when assessing the conditional mileage and developing maintenance regulations for each vehicle individually. This is especially true with the onset of cold weather, when the engine “threshes” for a long time without load. This is also typical for waiting in line for weight control or customs inspection at the border. Of course, it is very difficult to keep such records from memory, but if you are focused on long-term operation of the equipment, you should not neglect the manufacturer’s recommendations, especially since they are quite simple:

150 hours = 10 thousand km

300 hours = 20 thousand km

450 hours = 30 thousand km

An ABS faucet that costs about 100 euros cannot be repaired. If it fails, there is only one verdict - replacement. Fails due to frequent use in humid climates, on dirty roads and improper care

600 hours = 40 thousand km

750 hours = 50 thousand km.

But if you buy a used car and don’t know its real condition, it’s better to go to a branded service station and fork out for computer diagnostics. An inspection by specialists will cost no more than the inevitable repairs if hidden defects are discovered.

Equipment

Of course, the owner is a gentleman. However, when choosing a commercial vehicle, the owner of the company is between two fires: on the one hand, he strives to save as much as possible on the purchased equipment, and on the other hand, he wants to make the working and rest conditions of the main money earner, the driver, acceptable. Perhaps this is why the configuration of cars for the Russian market is somewhat different from European specifications.

Domestic carriers prefer to have air conditioning, an additional cabin heater (Webasto or Eberspacher) and, of course, a refrigerator. An additional cabin heater is simply indispensable on long trips, as it allows you to heat the cabin when the engine is not running. But many transport workers do not favor the pre-heater: firstly, it is expensive in itself; secondly, it requires maintenance costs; thirdly, it increases fuel consumption. But the struggle for savings sometimes takes on surprising forms. Other drivers, wanting to save on fuel, prefer to do without air conditioning in the warm season, using the lowered side windows...

Truckers choose a larger cabin: if not the most spacious and comfortable Topline, then at least the “intermediate” Highline. Unlike the low-roof version, at least you can change clothes without going outside. If in the first versions of the “bench”, domestic transport workers ordered electric windows only for the right door (to ask for directions, submit documents to the inspector, etc.), but now they also install it on the driver’s door.

An EBS crane costs an order of magnitude more - about 800–1000 euros or more, but it also fails much less frequently than an ABS crane. In practice, it does not cause additional problems for car owners

Depending on the operating conditions, transport companies also choose the capacity of the fuel tank. In the fleet of one of the major carriers you can see various versions: 580, 680, and even 720 hp. However, if the size of the tank does not correspond to the conditions of cargo delivery, you can order a container of the required volume. Sometimes this problem is solved by “castling” with another car. And if there is no “donor”, it’s time to turn to the secondary market or an official dealer.

International drivers often order a roof spoiler and a set of aerodynamic side fairings for their car. Experts assure that when installed correctly, such a “body kit” reduces air resistance by 40% and at a “cruising” speed of 80–85 km/h allows you to save up to 10% of fuel. Among other devices revered by domestic carriers, it is worth highlighting the central locking and anti-theft system.

On your hump...

Truckers who have eaten the dog while operating Scania give some practical advice. But before I present them here, I asked that these recommendations be checked by an authorized Scania dealer. As a result, only those that deserve attention and do not raise doubts among service station specialists will appear on the air.

Electrical equipment. It is advisable to keep the on-board wiring dry and clean and not use wires of a different cross-section with an unknown degree of resistance, even for temporary connections. The payback for such carelessness can be a fire, and these are not horror stories. The battery deserves close attention. Monitoring the level and density of the electrolyte takes a little time, but saves you from trouble in the future. Don’t forget about cleanliness - a dirty surface can cause a short circuit, as they say, with all the ensuing consequences. In permanent parking lots, it is advisable not to miss the opportunity to use an external power source to recharge the battery. In this case, the current should be equal to 1/10 of the battery capacity. It is a mistaken belief that the battery should only be charged when deeply discharged. Experience shows that even a half-discharge level can adversely affect the operation of on-board electronic systems and complicate cold starting of the engine.

The rear wheels of truck tractors last 400 thousand km, the front wheels – up to 300 thousand km. Rubber restored as a result of welding lasts half as long, and even then it is used exclusively on drive axles

After a long stay in the cold with the engine not running, before turning the key in the ignition, it is a good idea to turn on the pre-heater. To make the “start” easier, you can heat the diesel fuel in the fuel filter near the engine with hot water or another heat source, with the exception of an open fire.

Fuel system. Since in the vastness of Russia it is impossible to find diesel fuel of the European standard EN590 during the day, in emergency cases you can add kerosene to our diesel fuel. It should be noted that the maximum dose of kerosene should not exceed 1/5 of the amount of diesel fuel. In this case, first kerosene is poured into the tank and only then diesel fuel, but not vice versa. This procedure improves the mixability of the “cocktail” and does not harm the engine. But it is prohibited to “liquefy” diesel fuel with alcohol or gasoline: long-term operation of the engine on such a surrogate will inevitably lead to wear of the precision pairs in the injection pump and pump injectors. Moreover, in some cases this can lead to failure of other parts of the power unit.

A winter headache is waxing domestic diesel fuel. Paraffin crystals can tightly clog the filter pores and fuel line. The result is a drop in power or a complete stop of the engine. A solution may be to exclude additional fuel filters that are not constantly heated from the line (for example, a separator filter mounted on the frame). It is recommended to use liquid-type heater-heat exchangers, or even better electric ones, but with one condition - they must be mounted before the filter element.

Air drying system. Truck drivers know that the air compressed by a compressor is supplied through a cooling coil to a separator filter to remove excess moisture. In cold weather, unremoved moisture freezes and prevents the passage of air. That is why, before parking the car for a long time, it is important to drain the condensate from the receivers and fill the pneumatic system to capacity with the engine running until it “resets.” This will remove any remaining moisture from the cylinder block and the dryer filter.

Mesh headlight protection. Oddly enough, drivers prefer to install non-original ones - it looks better and more effectively protects the glass from “shots” of stones. Thanks to the grilles, the headlights are not damaged, except in the event of an accident

Air supply to the engine. A typical problem in winter operation is the formation of condensation in the charge air cooler (intercooler). To do this, the engine does not necessarily have to be turned off - freezing of water vapor also occurs when the engine is running for a long time at low speeds (in a traffic jam, in a queue at the border, etc.). You can identify the problem before stopping the engine by the characteristic white smoke from the exhaust pipe. Countermeasures are extremely simple: open the crankcase ventilation system. But it is worth remembering that if the crankcase ventilation pipe is lowered too low, there is a risk of moisture droplets freezing in it. In this case, oil leaks through the engine seals, and oil enters the intake tract from the turbine.

At ambient temperatures from 0 to –10 °C, prudent drivers cover one third of the lower part of the intercooler with a fabric screen supplied with the new car. But if the case is lost, it doesn’t matter, you can use any air- and moisture-proof material. Tarpaulin, linoleum, plastic or something similar are suitable for this purpose. At frosts below -15 °C, it is necessary to close more than half the height of the intercooler, and always from below. However, when the engine temperature increases beyond +90°, it is necessary to reduce the degree of “closedness” of the intercooler.

What to do if condensate has already formed in large quantities and enters the cylinders? In this case, it is recommended to carry out purging. You will have to raise the cabin, use a hexagon to loosen the metal clamp on the corrugated pipe between the intercooler and the intake manifold (on the left along the direction of the car), disconnect it and, lifting it up, place it on the manifold. Then you should start the engine and maintain high speed (preferably at least 1200 min-1) for 5–10 s, several times until the moisture is completely removed. It happens that a large volume of liquid flies out of the intercooler - from 3 to 5 liters. Therefore, it is important to take precautions and not place parts of your body in the way of air, water and pieces of ice escaping from the nozzle.

Filter-moisture separator. The white color indicates that it is not original. Particular attention must be paid in winter! And it is best to replace it before the onset of the winter period of operation. And don’t forget to check the spark plug (heating element) of the air dryer

There is one more nuance. In frosts from –15 to –40 °C, experienced drivers advise melting condensate frozen in the intercooler with the engine not running using an external heat source and then “blowing through” the intercooler. If this is not available, you can warm up the device by running the engine at idle speed (not higher than 600 min-1), not forgetting to first close the intercooler at the front. But if the engine malfunctions and begins to operate unevenly, it must be stopped immediately and purged.

Strength and weakness

In addition to advice from experienced drivers - their feedback on the strengths and weaknesses of the Scania 4 Series. One of the most reliable parts is the power steering. Cases of their refusal are rare and are not typical for the Quartet. The steering column shaft created problems only on cars of the first series due to the fact that the lower cross-shaped joint became loose. There were no repair kits, and no technical intervention eliminated the problem. At the request of service centers, Scania rebuilt them, strengthened them, and now after replacing them, the driver forgets about this part for at least 2-3 years.

Sometimes the upper power steering oil seal leaks on the “benches”. In some cases, carriers consider this to be unimportant and continue to drive until the steering column shaft begins to “snip” or completely fails. It is good if for a specific type of hydraulic booster a repair kit is provided, consisting of an upper oil seal and a dust ring. But there are some hydraulic boosters that require complete disassembly to get to the upper oil seal. The procedure is labor-intensive, responsible, and, according to truckers, not all service stations undertake such work - they suggest replacing the entire assembly at once.

Engine compartment. For many truckers, it's very dirty here. Meanwhile, dirt often causes problems with electrical wiring, oxidizes contacts, “welds” terminals and harms electrical equipment

The car is well thought out for replacing individual parts using repair kits, in particular in the brake system. It is much easier to change part of a caliper than the entire caliper, it costs at least 550-700 euros. Repair kits for generators and saddles are in great demand among carriers. On cars from 2000–2002. release, replacement elements of the 4-point cab suspension are in demand. It is enough to change the front and rear bushings of the cab suspension, check the condition of the locks - and the problem will be solved for at least two or three seasons. In the front suspension, a repair kit for the front stabilizer, bearings, and shock absorber bearings for the cabin suspension cushion (the so-called “droplets”) are in demand.

When using non-original split cab suspension bushings (by the way, the same price as the original ones), an extraneous knock often occurs. Sometimes carriers rush in vain to replace the entire stabilizer, forgetting that there are removable bearings, seals and rubber-metal bushings inside it. When you install high-quality parts, you forget about this problem for a year and a half.

The weak point on the machines of the first batches are the cylinders and the cabin lift pump. Subsequently, they were modified, resulting in increased reliability and service life of the parts. In addition, repair kits for both cylinders and pumps are currently being produced, allowing you to fix the problem yourself. But after one or two cases of using repair kits, mechanics advise changing the cylinders and the entire pump.

The air conditioning compressor (left) and PDE fuel filter (right) are parts that require careful handling. Fuel intakes and fuel pumps often fail due to poor quality diesel fuel, so experts recommend refueling only at proven gas stations

It happens that drivers complain of a knocking sound in the area of the right wheel. Beforehand, the “Kulibins” independently begin to check the king pin and bearing, and sometimes dismantle almost half the car. But when contacting a company service center, it turns out that the cause of the “moans” was the two lower bushings of the cabin lift cylinder. Hence the moral: if you don’t understand technology yourself, entrust the repairs to those for whom this is a profession.

The advantage of the new 4 Series is that spare parts for it will be produced for a long time. Now there are no problems with ordering parts and components for Scania 3rd and even 2nd series vehicles, which left the factory in the last century. Some spare parts are completely unified with parts installed on the latest generation Swedish trucks. Thus, this technology is destined for a long life, including in the vastness of Russia.

Scania in Russia

Scania CV AB has been officially represented in Russia since 1993. Then the first official office of its Moscow representative office was opened. 5 years later, in 1998, Scania Russia LLC was established, which received the status of the official importer of Scania in the Russian Federation. Based on sales of new heavy trucks with a gross weight of more than 16 tons, the Swedish brand has confidently taken first place in the Russian market for several years in a row.

Costs and efficiency

Along with fixed expenses (taxes, insurance, etc.), current expenses play an important role. The maintenance interval specified by the manufacturer is of great importance for these costs. This is also important when there is a repair and maintenance contract cost, because this interval is taken into account when determining the cost per kilometer.

A good example is the Mercedes and Volvo tractors ahead, which have an interval between maintenance of approximately 100 thousand km. Scania clearly lags behind in this indicator, finding itself in last place, since the interval between oil changes of 60 thousand km forces it to go to workshops almost 2 times more often. MAN occupies an intermediate position between them with an interval of 80 thousand km. Swedish cars use regular mineral oil. The difference in price between oils today is not so great that it can play an important role.

Since downtime for maintenance and repairs is not taken into account in the Dekra (Deutscher Kraftfahrzeug-Uberwachungs-Verein) assessment, the costs are kept at the same level.

Also, the topic of carrying capacity follows from the topic of costs. First in this comparison is the MAN tractor thanks to its narrow cab, Actros and Scania are close on its heels. Scania is now clearly lighter than it was just a few years ago - the result of ongoing weight-saving measures.

Safety

In past years and decades, truck life and profitability have come to the forefront. Now, almost all manufacturers place safety on a par with these parameters. This benefits not only the driver, who today can benefit from disc brakes, a powerful engine brake and a sophisticated seat belt system. Headlight manufacturers who have remained faithful to the old designs for decades now offer headlights that provide enough illumination that nothing will slip through the cracks. The danger posed to an unlit cyclist by a truck driver has never been greater. However, the driver of a passenger car also benefits from improvements in trucks: a protective underrun bar installed at the front. This important safety feature has long been standard equipment on Swedish trucks; German companies install it as an option.

The airbag did not become standard equipment because its effect in trucks is not as uniquely positive as in passenger cars. In particular, it is still not clear when it should be triggered: either at the first impact with an obstacle, or after a fall on a slope, or when the road train has completely overturned? The best protection is three-point seat belts with pretensioners, and an airbag is optional. Mercedes, Scania and Volvo tractor units have long been equipped as standard with airbags and seat belts with pretensioners; MAN only recently. As for the ESP stabilization system, it is installed by three manufacturers, with the exception of Scania.

In general, all four tractor units have a high level of safety. This applies to both active and passive safety, as well as the protection of other road users. In this discipline, Volvo wins slightly, followed closely by MAN and Mercedes, Scania lags behind, having an engine brake with a braking power of only 230 kW.

What appeared already during the first measurements was confirmed by other assessments and analysis of the results: all four truck tractors are almost the same in terms of quality. The tractor from Munich became the winner with a minimal excess of points. None of the tractor units scored the maximum possible number of points (1,000). The difference between individual tractors is very small: from 839 (Mercedes Actros 1846 LS L-Haus and Volvo FH 12-460) to 846 (MAN TG A) LX-Haus.

Final test results in points

Indicators	Possible number of points	MAN TG A LX-Haus	Mercedes Actros 1846 LS L-Haus	Scania R 124 LA 470 GR 19-Haus	Volvo FН 12-460
Cabin
Maintenance/lifting mechanism	10	8	8	9	8
Enter exit	15	10	10	11	11
Serial equipment	10	9	9	8	6
Luggage/storage space	25	19	15	15	22
Inner dimensions	30	24	27	23	27
Driver's workplace	40	31	28	30	36
Sleeping places	30	24	25	23	21
Modernization	20	13	16	17	16
Total	180	138	138	136	147
Suitability for use:
Comfortable movement	50	39	42	40	44
Dynamic properties/steering	30	25	24	27	26
Brakes	30	25	27	21	25
Gear shift/control	40	32	31	33	35
Total	150	121	124	121	130
Drive/power expended for movement
Engine characteristics	40	33	33	34	36
Transmission	25	21	23	21	21
Final drive ratio	25	22	21	21	20
Patency	35	22	21	33	18
Power expended during movement	45	41	31	41	31
Total	170	139	129	150	126
Fuel consumption
When working at partial loads	70	67	64	64	67
When operating at full load	30	26	28	29	26
Overall in the test area	100	95	95	94	92
Total	200	188	187	187	185
Cost/Efficiency
Load capacity	60	58	57	57	47
Maintenance and repair costs	60	55	55	54	55
Serial equipment	40	32	33	29	32
Fixed operating costs	20	18	15	19	15
Total	180	163	160	160	149
Safety
Brakes	40	36	39	33	36
Equipment with security systems	35	24	24	20	26
Lighting, visibility, mirrors	30	25	24	22	26
Seat belts	15	12	14	14	14
Total	120	97	101	89	102
Overall result	1000	846	839	843	839