I n July 1991 we tested a prototype Scania P113-320 8x4
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with a two-spring bogie, which was on trial with Paulion transport of Midsomer Norton. In production it was to be specified with a higher tensile steel chassis than used for earlier modek The suspension saved 346kg over the four-spring arrangement, reducing the chassis weight to 8,740kg with a full tank of fuel, despite a slightly longer wheelbase. Drive axles with pneumatically operated duff-locks were retained, along with the 10-speed range-change box and the P day cab. The 11-litre engine was a lower powered version of a unit specified for 38tonne 113 tractors. The 3.4:1 final-drive ratio (fastest of five options) combined a geared top speed of 64mph with a 25% (1-in-4) restart capability. The P113 matched the fastest time attained by any tipper over the motorway section of our tipper route, but heavy traffic on the A-road section put paid to any record attempts Fuel consumption was an impressive 8.56mpg (32.91i1/100km) overall with 8.98mpg (31.5lit/100km) on the motorways. Gearchanges with Scania's synchromesh gearbox couldn't be rushed and there was a definite pause while waiting for the gear to select when moving between ranges. A dogleg shift from fifth to sixth made the lever movement awkward when changing up and almost impossible when
the transmission oil was cold. Scania 's approach to . spring design is slightly unusuaL Each spring / contains three substantial leaves, tapered / towards the ends and damped by doubleacting shock absorbers.
0 n tight manoeuvres the suspension could be seen and heard working and the movement felt through the chassis. The brakes were
uninspiring but pulled up in a straight \ line The wrap around dashboard put , everything within easy reach — just as \ well as the day cab offers barely enough room to stow a bag The nearside window was electrically powered and visibility was good.