Scania 113 and 143 at Work

By Patrick W. Dyer

Patrick Dyer's ninth book in the 'at work' series marks a return to Scania to study the 3-series trucks produced between 1988 and 1996, with the emphasis on the 113 and 143 models. In much the same way as these trucks evolved from the previous 2-series and LB (1-series) so too does the book, taking the story forward from the previous titles covering those ranges.For Scania, masters of the modular system and evolutionary engineering processes, the 3-series represented the pinnacle of development for designs born decades earlier. Industry recognition of its achievement came early with the range being awarded the Truck of the Year title in 1989.With over 200 photographs provided by the manufacturer and enthusiasts, Scania 113 & 143 at Work charts the story of the 3-series through informative text in the popular and familiar style of previous 'at work' titles from the same author.

• Language: English
• Publisher: Old Pond Books
• Release date: May 10, 2017
• ISBN: 9781912158386

Patrick W. Dyer

Patrick Dyer, born in 1968, grew up during one of the most notable and exciting periods of development for heavy trucks and the last of the real glory days for trucking as an industry. This is reflected in his subject matter. Previously published in his growing 'Trucks at Work' series are: Scania's LB110, 111 and 141; DAF's 2800, 3300 and 3600; Ford's Transcontinental; Volvo's F88 and F89, followed by the F10 and F12; Seddon Atkinson's 400, 401 and 4-11; Scania's 112 and 142 and ERF's B, C, CP and E-series.

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Introduction

A Darwinesque evolution

The 3-series made its debut at the very end of 1987 following seven successful years of 2-series production that saw over 135,000 examples produced. The new range represented the pinnacle of development in a long line of trucks that all evolved essentially from the L75 of the late 1950s. Although the L75 was a bonneted type that was not especially suited to all markets, its main mechanical components, which were all designed and manufactured by Scania, and their layout would not be radically changed, but rather evolved, over the next forty or so years. In this respect it must be considered that L75 did, no doubt, provide the mechanical blueprint from which Scania would produce trucks for the modern era. Whilst the changing legislation of a fast globalising world did its best to eradicate individuality amongst manufacturers of heavy vehicles, actually sealing the fate of many, Scania, and a few notable competitors, particularly those that also manufactured most of the heavy mechanical components in-house, managed to produce trucks with a distinct character. This made a Scania unequivocally a Scania. After the initial LB trucks gained operator approval through their performance, reliability and safety, future Scanias scarcely needed badges, or indeed designation, for anyone acquainted with the mechanical components of the marque to recognise the product. The evolution process developed by Scania, which saw familiar components constantly improved rather than changed for a different design, was fundamental in building consumer confidence and brought great loyalty to the brand and that was a priceless commodity for any manufacturer, but especially one the size of Scania at the time. By making its own major components, Scania was able to control its own destiny and by rigidly sticking to the concept of constant improvement it was able to grow its market presence accordingly and take almost 14% of the UK heavy truck market in the year before the launch of the 3-series.

A prime example of Scania’s evolutionary thinking and one that has been crucial in the company’s success is the remarkable 11-litre engine. Indeed, Scania’s numeric engine designation system actually reflects the evolutionary process with a two-digit suffix that increases with each new development of any given type. Although this remarkable unit often existed in the shadow of its bigger 14-litre brother, which was first introduced in 1969 for the super-premium 140, it actually formed the backbone of the LB, 1, 2 & 3-series ranges where it was used to power the more justifiable and numeric premium trucks. Initially, when fitted in the L75, it had a 10-litre capacity, but as power requirements had increased in the intervening years the engine was stroked to 11-litres for service in the LB76. Designated as the D and DS11, for the normally aspirated and turbocharged version respectively, the unit’s subsequent power increases, right up to the end of 3-series production, were achieved via developments in areas such as; turbocharging, intercooling, fuel delivery and electronic control. All of which were applied to the same basic 11-litre block. By the time the 3-series was launched the engine was producing 360 bhp, 100 bhp more than in its final version for the LB76, and it bore the designation DSC11-13, the thirteenth development of the intercooled version of the 11-litre engine first introduced in 1983. Not only had power increased, so too had efficiency with the latest engine providing improved mpg figures over all previous versions. The trend for improved performance with economy was one that Scania managed to maintain with each new evolution of the engine. It was the rationale of this evolutionary process, when applied to the sound engineering of all the main components, which put Scania in such a great position with the 3-series at the advent of a new decade.

The mechanical blueprint may have been set with the L75 and developed with the LB76, but Scania’s modern forward control trucks, and the company’s rise to prominence, started right here, with the LB110 of 1968. When Scania married the proven mechanical components of the LB76 with this modern, high profile tilting cab it created a great truck: a driver’s truck. And it would win the company a loyal following in the industry.

This example, an LBT110 (T-denoting tandem drive) shows the larger SCANIA lettering introduced in 1970. This photo, somewhat cropped, was used on the cover of Scania’s 1971 brochure for the 6x4 model and the choice of a British operator’s truck shows how seriously Scania viewed the all important UK market, even in its earliest plans.

(Photo: Scania AB)

The 2-series wowed the industry with its bold new cabs, designed by the Italian styling genius, Giorgetto Giugiaro, and the incredible number of variants that the G P R range offered operators thanks to the company’s extensive investment in developing a modular system. However, the main mechanical components - engines, gearboxes and axles - were carried over unchanged from the outgoing LB range. These components had been subject to constant development during the life of the LB range and at the time of the 2-series launch they still fully met the performance levels expected and required by the industry. 2-series production ended after a successful eight year run with 112/142 production totalling over 135,000 examples.

(Photo: Marcus Lester)

3-series

Scania saves the best ‘till last

The 3-series was announced at the very end of 1987 and although it was first shown to the public, albeit in a very low-key manner, at the Geneva show in January 1988, its official launch was to be held in February at the Amsterdam show.

The 3-series was essentially an evolution of the immensely successful 2-series and in fact many of the new and improved components, particularly in regard to chassis hardware such as diesel tanks and battery boxes, had already appeared in use on the last examples of the outgoing 2-series range and were therefore already familiar to those in the industry.

The biggest difference, with the exception of engine developments which brought more power from the familiar 11 and 14-litre engines, concerned the cabs and provided the biggest visual difference from the 2- series trucks. Here Scania had applied a significant redesign of the interior which was accompanied by detail changes on the outside and as an option on the tall R cab by a new high roof version, named Topline, which went some way towards challenging the likes of Volvo’s Globetrotter and DAF’s Spacecab for offering improved living space.

Whilst the new interior colour scheme was sombre, in varying tones of grey, it was nonetheless attractive, welcoming and above all, comfortable. The most striking feature of the interior was a new curving dashboard. Wraparound dashboards had long been a feature of American cabovers and whilst it restricted cross cab access in some cases, it did put all controls and switches safely within the driver’s reach. In the years leading up to the launch of the 3-series a number of other European manufacturers had adopted the idea on their new models and it had proved to be popular with drivers. Scania’s approach was not so much a full wraparound design or the hard angled approach of some rivals, but more a gentle curve that was both functional and rather elegant.

This fine Scania cut-away illustration by Hans Juler shows the layout of the four-point cab suspension system, which was introduced to combat the extra weight and increased air resistance of the new Topline cab. The air-fed bellows are clear to see at the four mounting points of the cab. The system, which was self-levelling, also included a substantial anti-roll torsion bar. (Photo: Scania AB)

In response to the growing trend for higher roofs, Scania’s Topline option offered a 220mm extension over the standard R cab. Although rather modest in comparison to some of the competition this did allow drivers of average height the luxury of being able to stand up to get dressed and that operation was further facilitated by a truly novel idea; a passenger seat that could be slid right to the back