Truck & Driver Summer 2019^73
SCANIA G500
build quality and intuitive layout
as the larger R- and S-cabs. It’s
surprisingly spacious, with
storage boxes behind the seats.
For trucks which do basically the
same job, a traditional 8x4 and a
Tridem could not be more
different. The air suspension isn’t
just there for comfort; Graham
has put it to good use by raising
the front for extra clearance. He’s
also had to completely retune his
driving thanks to the superior
cornering and turning capabilities- the rear axle lifts and steers, so
the manoeuvrability is outstanding,
both empty and loaded.
Scania’s Opti-Cruise gearbox
has also proved well suited to the
work. “I do like a manual
gearbox, and I’d have been
happy if the new truck had one.
But the new auto is so relaxing to
drive, I’m sure I’ll get used to it
very quickly. It’s set up to run at
low revs, and there’s so much
torque it just rolls along so
easily,” explains Graham.
Creeps well
Scania really has done a fine job
with the latest Opti-Cruise; the
low-speed control is excellent
and you can get the truck to
creep at low speed with your foot
off the throttle in the same way
you could by lifting the clutch
pedal on a manual (or three-
pedal Opti-Cruise).
There’s also the three power
modes of Eco, Standard and
Power. In this configuration
there’s rarely ever a need to use
the latter, but it’s always handy
for the driver to have the flexibility
of the modes. The truck is also
equipped with the Scania
retarder, which is ideal given the
rural locations the truck works in.
Ian let Stevie do the speccing
of the truck. “Stevie is an
ex-driver so he knows what to
look for. It’s specified to a higher
level than I would probably do it,
but Graham is a good driver so
it’s nice to give him good
equipment to work with.”
The truck was built by Priden
Engineering, using an Alibulk
body. Priden fitted its pneumatic
discharge equipment, which has
external controls. On the old truck,
Graham had to climb in and out of
the cab to operate the equipment,so this makes life easier and
helps keep the cab clean.
The body has also been fitted
with a few bespoke features by
Stevie including, at the front of
the body, a clever locker that sits
above the exhaust. The heat
from there transfers up into the
storage box and quickly dries out
wet workwear. Previously, the
wet gear would have to be
chucked in the cab, meaning
steamy windows and clothes that
failed to dry out.
The climate control, air
suspension, auto ’box and power
output combine to make this one
of the most refined and relaxing
eight-wheelers we’ve ever driven.
The workload varies depending
on the time of year; Graham’s
busy times are from September
to Easter, when the feed supply
schedule is flat out. Right now, in
the summer, Graham is able to
enjoy having a clean truck, but in
winter it’ll be unrecognisable
when it rolls onto the wash bay
on Friday afternoon!
Running from farm to farm on
backroads is testing work, but the
G500 makes so few demands of
the driver compared with the old
truck. “Just now, in the summer, I
can start work at 7.30am and be
finished by 5pm. Once we get to
September it’ll be 5am start
times and as much as we can fit
in to the day,” he explains.Five-day week
Indeed, such is the schedule,
Graham reckons he’s worked a
total of three Saturdays in three
years; there simply isn’t time left
over. “A couple of people have
asked if I miss the artics, but I
don’t. I’ve got my own lorry, I’m
home every night and it’s a
Monday-to-Friday job!”“Stevie is an ex-driver so he
knows what to look for. It’s
specified to a higher level
than I would probably do it,
but Graham is a good driver
so it’s nice to give him good
equipment to work with”