9+ MPG Class 8 5 Axel Trucks with Trailers

I'm wouldn't be worried about scanias auto trans for reliability, I bought new ones in 2004 and I know who has the trucks now and they are still trouble free, u must remember their auto box isn't an auto but a manual with an automated gearchange, in fact they are proving cheaper than a manual to operate ( not that the manuals give problems but clutch wear and fuel consumption are reduced and still is just as reliable reliable) The 730 is still the same basic design as any other v8 and I really don't see many problems with them except maybe the new clutch but time will sort that out if there are any issues. Scania v8's are good for at least 200,000 without overhauls, the 730 now cruises at only 1000rpm so in theory it should have a longer life.

As regards the daf/ pacaar engine: I wouldn't call anyone lucky to have the new mx engine, the old euro 3 was a piece of crap and by all accounts the mx is even worse, I owned 2 euro 3's and I wouldn't wish them on my worst enemy.

 

Hey Scania Man. You are completely right. The problem is, you are forgetting one, simple thing. Unlike States, Europe is devided into several smaller Countires, each having different roads. What works in Ireland, may not work in worse conditions. For example, Daf's cab suspension was designed to work on European Highways, not small Polish roads. So pretty much, you need to change it every 6 months. Scania may work on good fuel, but if you want to use it in Russia, they still use old HPI E3 engines, since newer ones can't take that fuel. That's right, you can have new R series with E3 engine. More of that. If you buy typical R420 here, and ever go to Russia they will cancel your warranty, since it was not designed to run on that fuel.

It is even worse with Iveco, which was designed by blocks who have completly no idea what Snow, Ice and Rain is, so you can imagine, what happens when it gets colder ...

 

hpi on 420 should work everywhere
maybe SCR cat dont like sulfur in fuel

here when you buy xpi you need to sign paper that make you to fill only e5 fuel

( this was when xpi arrived in 2007) first r480 here had problems

if you fallow scania

they make now global engine platform engines are same everywhere

e3 e4 e5 eev e6 are now same base

differences are only in this

e3 dont have anything ,e4 have SCR , e5 can be EGR for eu market or scr for global market

eev is egr/scr for smaller engines and scr for larger engines e6 is combination

for example now DC13 with SCR have PDE injection normal turbo and can be used everywhere

 

I don't think you have ever been to Ireland , our roads are crap! We only got our motorway network a few years ago, it's mostly national roads , some have been built over bogs so are continually sinking giving very rough conditions, other roads have bad surfaces but not as bad as in Russia , the problem is they are too bad for the speeds that Irish drivers go at , this combination of bad roads and driving flat out over them really tests a trucks endurance , even scania only sells the heavier chassis here, in fact Scania, mercedes and volvos are the only trucks to last here, although ive seen volvos break the axle casings on these roads,dafs engines are gone before they fall apart (600,000 kms is the limit for those pacaar engines)but cab mounts are a big problem on dafs, ivecos totally break apart here, I've seen man tga's crack the cab structure under the windshield here.

We don't have Russia's problem with fuel but we did get bad fuel before which caused a bacteria to grow in the tanks and couldn't be cleaned out so scania Ireland got fuel seperators from scania in Russia and they worked brilliantly

 

What kinda problems are you having with it? Im sure it's on the way here too

 

We talking about b-10 stuff or full blown biodiesel?

I herd Mexico got the good stuff still. By that I mean sulfer diesel still.

 

By all (nearly all) accounts Bio diesel should be better then standard fossil based diesel.Better lubricity , energy density as well as keeping fuel system cleaner.
I believe that one of the major problems is if the glycerin content is not entirely removed.
Another is when there is a switch to bio.
Apparently sometimes there is a veneer of a varnish like substance that coats areas of diesel contacts.
When switching to bio this breaks down and in high pressure systems it can "sand blast" parts to failure.
Just what I have heard.