could be worse, saw a R reg scania p94 4x2 tractor unit rated at 250 hp (according to the badge’s) pulling a 45ft triaxle trailer, 250hp @ 38-40 ton…
Ah well, least of my worries with the job is the bhp…
I’ve decided it’s not for me, various reasons and not because I’m a glory boy before any suggest it.
There will be a job going in about a week or so if anyone’s interested, it’s local to Ashton under Lyne - not too many details for obvious reasons. 
i owned a DAF 310 on mountains in Portugal,it coped well.
toby1234abc:
i owned a DAF 310 on mountains in Portugal,it coped well.
I used to do Spain running 40 ton carrying mostly onions back with a 240 F10 Volvo, a bit slow and you had to plan downchanges well in advance to maintain momentum over Teruel, I was so slow through Daroca sometimes I could’ve reached out & grabbed a ham 
but it always got me there & more importantly, back!! 
Ross.
bigr250:
I was so slow through Daroca sometimes I could’ve reached out & grabbed a ham
Quality 
You are all softies …
230 bhp ? whats wrong with that ? Go back to the F7 Volvo’s which were the cream of night trunks in the 80’s and would plough along fully loaded.
You are all spoiled brats
I remember the amazement of getting into a 290 F10 when my F7 was in the workshops 
Pat Hasler:
You are all softies … Go back to the F7 Volvo’s which were the cream of night trunks in the 80’s and would plough along fully loaded.
You are all spoiled brats
.
Blimey I was a spoiled brat with a DAF 2800 then Pat.The only F7 we had ploughed on at all of 60 mph absolutley flat out downhill when I was unlucky enough to have to drive it for a while.That was until they told me to get it back to the yard at all costs with an overheating engine instead of recovering it from the M 25 one night.That was the first and last one we ever had as far as I know. 
OP I don’t mean to sound sarky, but it does sound you need coaching on how & when to change gear to keep it pulling and how to use a truck clutch. I mean, coming to complete stop in the carriageway whilst climbing?
However I also understand its not up to the job. Had you still been there I would have suggested you made enquiries in the office as to who specced the truck to do that job, then invited them to come with you one night.
I take it you know the rev counter needs to be well up almost into the red to make your average exhaust brake effective? (Retarders a very effective electro magnetic device on the prop shaft that coaches have, but (stupidly) not many trucks).
Also, if its only coming on with the foot brake, sounds like there should be a switch to change that option. (Like there used to be on Volvos).
Guys used to do Italy over the Alps with such power to weight ratios.
Driveroneuk:
OP I don’t mean to sound sarky, but it does sound you need coaching on how & when to change gear to keep it pulling and how to use a truck clutch. I mean, coming to complete stop in the carriageway whilst climbing?However I also understand its not up to the job. Had you still been there I would have suggested you made enquiries in the office as to who specced the truck to do that job, then invited them to come with you one night.
I take it you know the rev counter needs to be well up almost into the red to make your average exhaust brake effective? (Retarders a very effective electro magnetic device on the prop shaft that coaches have, but (stupidly) not many trucks).
Also, if its only coming on with the foot brake, sounds like there should be a switch to change that option. (Like there used to be on Volvos).Guys used to do Italy over the Alps with such power to weight ratios.
Yes I know how to use a clutch, I just wasn’t expecting the truck to lose that much speed in 2nd gear and then missed 1st gear, so came to a stop 
Unlike a lot of people, I learnt to drive (my psv) in a crash box having to double de-clutch to change up and clutch neutral rev clutch gear to go down box.
I know the rev counter needs to be in the blue for the exhaust brake to be most effective which is around the 2000rpm mark on this truck, at it’s most effective, it’s still just not effective at all, also the exhaust brake is only activated on the brake pedal, so easy to use the brakes whilst doing it, can’t be good really.
Yes, I know what a retarder is, usually got a 5 position stalk, drove a lot of coaches with them on, looked like a microphone stalk coming out of dash to right of the steering wheel.
I never said the exhaust brake was only coming on with the foot brake, I said it’s only activated on the foot brake pedal.
I am still in the job, it’s only right to work some notice period, and with it being bank hols, I’ll be there till a week friday (nearly 2 weeks).
The reason(s) I’m leaving the job aren’t because of the truck as such, there’s a lot of other things too, I hadn’t made the decision to leave when I started this thread, that decision was made for me on Friday night.
Driveroneuk:
OP I don’t mean to sound sarky, but it does sound you need coaching on how & when to change gear to keep it pulling and how to use a truck clutch. I mean, coming to complete stop in the carriageway whilst climbing?However I also understand its not up to the job. Had you still been there I would have suggested you made enquiries in the office as to who specced the truck to do that job, then invited them to come with you one night.
I take it you know the rev counter needs to be well up almost into the red to make your average exhaust brake effective? (Retarders a very effective electro magnetic device on the prop shaft that coaches have, but (stupidly) not many trucks).
Also, if its only coming on with the foot brake, sounds like there should be a switch to change that option. (Like there used to be on Volvos).Guys used to do Italy over the Alps with such power to weight ratios.
The reason trucks generally don’t have retarders is the added weight (up around half a tonne IIRC), so unless your doing a LOT of hill work then it’s not worth it.
waynedl:
Yes I know how to use a clutch, I just wasn’t expecting the truck to lose that much speed in 2nd gear and then missed 1st gear, so came to a stop
Aha, you didn’t mention that before Yes, it can happen.
Truck clutch should of course be in or out, never slipped like a car.
Unlike a lot of people, I learnt to drive (my psv) in a crash box having to double de-clutch to change up and clutch neutral rev clutch gear to go down box.
You’re right, many wouldn’t have a clue, just as heal & toeing in a car.
I know the rev counter needs to be in the blue for the exhaust brake to be most effective which is around the 2000rpm mark on this truck, at it’s most effective, it’s still just not effective at all, also the exhaust brake is only activated on the brake pedal, so easy to use the brakes whilst doing it, can’t be good really.
I almost mentioned some trucks have a blue band. Its a good idea. Anybody know which makes it is that have it?
Yes, I know what a retarder is, usually got a 5 position stalk, drove a lot of coaches with them on, looked like a microphone stalk coming out of dash to right of the steering wheel.
Ah, It was this that made me think you were confused as to its name:
I’ve never known a retarder / exhaust brake / engine brake, whatever you want to call it, so bad.
I never said the exhaust brake was only coming on with the foot brake, I said it’s only activated on the foot brake pedal.
My bad. I almost said brake pedal. I knew what I meant.
I am still in the job, it’s only right to work some notice period, and with it being bank hols, I’ll be there till a week friday (nearly 2 weeks).
The reason(s) I’m leaving the job aren’t because of the truck as such, there’s a lot of other things too, I hadn’t made the decision to leave when I started this thread, that decision was made for me on Friday night.
Lay it on thick to them then about the problems the lack of horses causes.
GCR2ERF:
Sounds like Crowfoots Carriers to me…As for 230bhp, there was a minimum 6bhp per ton requirement years ago, but I think this has been dropped.
For what it’s worth, if you are running at 38tonnes GTW, the 230 would just qualify at 6.05 bhp per ton (!)
Saw one of their wagons earlier today which reminded me of this thread…
…If your outfit was a two-axle rigid and two-axle trailer, that would suggest it should only be loaded to 30,000kg or 36,000kg maximum - depending on the wagon spec and how I have (mis)read the Croners book.
Either way, the revised bhp per tonne figures would stand at a mighty 6.38 to 7.18, depending on the GTW 
GCR2ERF:
GCR2ERF:
Sounds like Crowfoots Carriers to me…As for 230bhp, there was a minimum 6bhp per ton requirement years ago, but I think this has been dropped.
For what it’s worth, if you are running at 38tonnes GTW, the 230 would just qualify at 6.05 bhp per ton (!)
Saw one of their wagons earlier today which reminded me of this thread…
…If your outfit was a two-axle rigid and two-axle trailer, that would suggest it should only be loaded to 30,000kg or 36,000kg maximum - depending on the wagon spec and how I have (mis)read the Croners book.
Either way, the revised bhp per tonne figures would stand at a mighty 6.38 to 7.18, depending on the GTW
Might’ve been me, was I causing a queue? I daren’t stop to let people past lol.
I’ve checked the plate in the truck and that states max gross train weight of 26,000kg, but the boss man said 38t, I believe the plate personally…
1 more night then it’s not my problem… Finding a new job is
All finished now.
Finished on a good night to be honest, was loaded to a nice weight so flew over woodhead and down to Derby, didn’t even have to drop out of 6th gear on the M1 for a change, although was down to 40mph still, but it was still 1100rpm as the truck I was in was geared different even though it was still a Scania 230bhp ■■
Got to Derby, put trailer on bay, put prime mover on next bay, got told to take the other truck and trailer in yard back to my depot and I’d be done, so dived in that expecting it to be loaded to the hilt, but nope, it was also fine, only down to 3rd gear on the last uphill of woodhead, so a nice finish to the job.
Even had the owner meet up with me to wish me all the best and if it doesn’t work out to give him a call…
All in all, not the job for me and wouldn’t retract my complaints about the vehicle(s) but the people were decent and can understand on that front why people stay there.
For me though, job hunt time again and back on agency from Tuesday (having Monday off to change back to day shift sleep patterns)
Well its something else to put in your cv - been there, done that.
On the work front, new truck registrations were up with quite a jump last month, which could be a good indicator.
Driveroneuk:
Well its something else to put in your cv - been there, done that.On the work front, new truck registrations were up with quite a jump last month, which could be a good indicator.
Hopefully…
I must admit, I actually enjoyed the a-frame’s, they’re excellent at going forwards and round corners, ideal for small streets, and a nice new challenge to reverse. You get a sense of pride when you get the hang of it and can put 1 on an awkward bay knowing not everyone else on the road can do it.