Scania P410 XT - Tipper truck review


Jump to: Highlights, Specifications, In the cab

You can specify just about any combination of series, capacity and driveline you can think of to build yourself the perfect Scania XT.

Scania launched the XT as a rough and ready range for work in the toughest environments from quarries to forests. It also made it available across its entire cab range so you can get an XT with either a G-, P-, R- or S-series cab. In addition you can specify almost any model or configuration within the ranges. The P-series tested here, for example, is available as a day cab, a shortened day cab or as a sleeper cab.


  • Improved ground clearance with new bumper.
  • Tough appearance thanks to practical exterior protective equipment.
  • Massive boost to visibility from forward seating position.
  • Much smaller forward blindspots with new narrower A-pillars.
  • Comfortable, quiet and practical.

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The P-series tested here, for example, is available as a day cab, a shortened day cab or as a sleeper cab.

The XT spec is though, all about the bodywork and the most noticeable addition is the steel bumper. It’s there to give added protection and can be specified with added under-run protection, but the other benefit is the greater approach angle it allows. The other inclusion is the front towing bar which allows for a 40-tonne towing capacity so that a fully laden vehicle can be pulled out if it is stuck. One of the key changes inside the new generation cabs is a revised seating position, which moves the driver forwards and outwards. The dash is lowered to further improve visibility and the A-pillars have been redesigned too.

As well as the practical elements, there’s a range of XT-related trim add-ons available that include different configurations for the central engine tunnel hump with either an open storage tray or centre console. Orange contrast stitching to the seats and a variety of XT badges remind you that you’re in the toughest version of the P-series. Because toughness is the overall theme of the XT, this P series has been fitted with a Predator Ultimate body from Abba Commercials, which claims to have the highest quantity of Hardox used by any UK manufacturer. There’s also Hyva tipping gear and a VPG on-board weighing system.

Vehicle specifications

  • Make - Scania
  • Model - P410 XT
  • Chassis layout - 8x4
  • Cab type (as tested) - CP17 day cab
  • Cab floor height from ground - 1,430mm
  • First step height - 330mm
  • Engine - Scania DC13, 12.7-litre
  • Power - 410hp at 1,900rpm
  • Torque - 2,150Nm at 1,000-1,300rpm
  • Transmission - Scania GRS905 Opticruise
  • Body manufacturer and type - Abba Predator Ultimate with auto tailgate
  • Tipping gear - Hyva
  • Sheeting system - - Abba Predator Ultimate
  • Weighing system - VPG
  • Kerb weight* - 9,642kg
  • Net body / payload allowance - 22,358kg
  • Fuel / AdBlue tanks** - 300/47 litres
  • Steering turns - 4.5 turns
  • Turning circle - 20.8m
  • Noise – tickover - 46.0dB(A)

*basic chassis with day or extended day cab, no driver, empty tanks **as tested

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Our test vehicle is an P410 XT day cab, which means it uses the 13-litre engine with SCR-only producing 410hp and 2,150Nm of torque. It’s a strong engine that proves extremely driveable in this set-up with exceptionally low torque across a wide rev range. It’s paired to a 12-speed twin-pedal Scania Opticruise transmission that produces exceptionally fast and clean upshifts. Like many automated gearboxes it is overly keen to change ratios early to preserve fuel economy, but downshifts are less forthcoming which not only assists with engine braking but keeps you well within the usable range of the engine’s power and torque band. When a downshift does come it feels a little slow to engage, but overall the characteristics of the transmission are well suited to the busy life of a muckaway vehicle such as this.

Steering is light but responsive and the P-series feels well connected to the road. Ride quality is also very high for an 8-wheeler.

The difference between laden and unladen ride quality is surprisingly small. It’s an engaging vehicle to drive and feels like a modern, comfortable unit while combining real grunt and usability.

The main benefit of having a P-series XT, however, has to be the improved visibility. There really is a great view both forwards and sideways from the driver’s seat. This results in a much better view of the road immediately in front but also helps to narrow the blind spot around the A-pillars. That awkward A-pillar blind spot is also reduced because the upright is now narrower, and the special XT reinforced ribbed rear-view mirrors are easier to see around – it helps open up the view in a notoriously difficult area. Visibility is improved further still by the optional cut-out lower passenger door mirror which is actually much more useful than in other set-ups because the driver’s seating position is that much further forward. Also fitted is a Brigade Camera Monitor system to eliminate blind spots on the inside of the vehicle.

In the cab

The interior itself is pure functionality. Almost everything a driver needs is now controlled from the stalks around the steering wheel. The instrument cluster is clear and the interface to move between the menus is simple and effective. It’s quiet too. Compared with the competition the XT seems to be particularly well insulated from engine noise and tyre drone.

With a big engine, producing a relatively low horsepower, this particular P410 XT feels like it’s able to leisurely go about its business in an unflustered and extremely professional manner. The real benefits, though, are in the minor changes to the driving position. It might not sound like much, but despite the tough looks of this truck underneath – or rather on the inside – it is actually a sensitive creation very much geared towards urban living. It performs well on the open road but equally well in the crawl of traffic. A testament to a truly effective modern tipper.

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MAN TGS 32.420 – Tipper truck review


Jump to: In the cab, Highlights, Specifications

Looking for a competent all-rounder for your tipper fleet? Take a leaf out of this operator’s book and invest in an MAN TGS 8-legger.

It’s with a huge amount ofguilt that we climb aboard RG & ME Street & Son’snew 19-plate MAN tipper. The beautiful, Wilcox Wilcolite-bodied TGS 32.420 has yet to be delivered to the customer, and we’re sitting in the driver’s seat with half of Moreton C Cullimore’s quarry on the soles of our boots!We have to confess to feeling slightly less concerned upon discovering that it’s up to MAN’s PR man Simon Wood to ensure that the truck is spotless again prior to the customer handover. In fact, picturing him tackling the underbody with his toothbrush, we make a mental note to test the truck’s wading capability later in the day.

The 8x4 TGS has been specified with an LX High Roof cab. It’s a twin sleeper, with the main bunk behind the seats and a foldaway hammock above it. Although still comparatively rare on a tipper, these cabs are growing in popularity, as an increasing number of operators moving aggregates and asphalt find themselves working further from home. Looking around the spacious cab, we don’t think any driver would mind doing a few nights out in this. Underbunk storage is good, and there is a pair of generously proportioned lockers above the windscreen. Instead of cramming in a small third locker on the nearside, MAN has fitted a storage net. This is where many drivers choose to mount a TV.

In the cab:

The interior’s overall ambience is fantastic, and we like the dashboard’s light, airy colours. That said, we aren’t sure the dark cloth seats work. They certainly look smart enough, but we would prefer a wipe-clean surface in a tipper. There’s no lowest-bidder plastics anywhere in this interior, and everything looks and feels incredibly well screwed together.


  • Well-appointed and comfortable twin sleeper cab.
  • Improved turning circle thanks to steering brake.
  • Clean and uncluttered dials and switchgear.
  • Low-revving engine leads to relaxed driving style.
  • TipMatic is quick, precise and difficult to confuse.

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We’re big fans of the large, multifunction steering wheel, and find the dials and switchgear to be very clear, and on the whole, sensibly positioned. One exception, however, is the handbrake, which is located on the floor behind the driver’s left hip. Isn’t it about time this was relocated on the dashboard, and perhaps replaced with an electronic version?

Unladen tippers are never particularly comfortable, and the TGS is no exception. In fact, as we venture out of the quarry in search of a load, we keep our mouths firmly closed from fear of losing a filling or two! But things change completely with the best part of 20 tonnes of gravel in the Wilcox body, and the ride is totally transformed. Before we head out onto the public roads, we try out MAN’s steering brake, which used to be a £350 option but now comes as standard. Pressing a dash-mounted switch deploys the clever, but extremely simple, feature. With the system activated, the double-drive-axle wheels on the inside of a bend are braked. The amount of pressure sent to the drive-axle brake chambers is dependent on how far the steering wheel is turned. With the drive-axle wheels locked, the turning circle is shortened. It’s a similar principle to the independent brakes on an agricultural tractor. Seeing as the inside drive-axle tyres are effectively skidding, the system should only be deployed on loose surfaces, hence us having a play off-road.

Vehicle specifications

  • Make - MAN
  • Model - TGS 32.420 8x4 BB
  • Chassis layout - 8x4
  • Cab type (as tested) - LX high-roof sleeper
  • Cab floor height from ground - 1,410mm
  • First step height - 470mm
  • Engine - MAN D26, 12.4-litre
  • Power - 414hp at 1,800rpm
  • Torque - 2,100Nm at 930-1,350rpm
  • Transmission - MAN TipMatic 12 26 DDwith Profi and rock-free software
  • Body manufacturer and type - Wilcox Wilcolite
  • Tipping gear - Edbro CX15 front end
  • Sheeting system - Wilcox Dawbarn
  • Weighing system - VPG On-board PM 1155
  • Kerb weight* - 9,197kg
  • Net body / payload allowance - 22,803kg
  • Fuel / AdBlue tanks** - 300/35 litres
  • Steering turns - 4.5
  • Turning circle - 21m (19.6m with steering brake)
  • Noise – tickover - 52.8dB(A)

*basic chassis with day or extended day cab, no driver, empty tanks **as tested

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Back on the road, we are hugely impressed by the 420hp D26 engine. On one incline the rev-counter falls to almost 900rpm, but just as we’re about to make a manual gear change, the engine digs in. There is a sudden swell of torque, and it powers up the hill. This low-revving style helps to create an unflustered and relaxing driving experience.

Full marks for TipMatic too, MAN’s version of ZF’s TraXon two-pedal transmission. It’s more intuitive than ever before and does exactly what your right foot tells it to do. We try to confuse it, but fail miserably every time. On one occasion, we brake heavily and unexpectedly on the approach to a roundabout to avoid an indecisive Volvo driver. But within a split second of being back on the gas, TipMatic has worked out what we are doing and has selected the appropriate gear.

When did you last drive an MAN? If it was a while ago, we strongly recommend that you get back behind the wheel.

Visually the TGS may not have changed a whole lot over the years, but under the skin the transformation has been immense.

We have always liked driving MANs, but in recent years our enthusiasm has grown. And we aren’t the only ones, as MAN’s UK market share is finally going in the right direction.

Everything about this truck just feels right. It’s a sensible, grown-up, choice – the thinking man’s tipper. But if you are contemplating adding a TGS 8-legger to your fleet, now’s the time to act. We know MAN will be launching a completely new range of trucks early next year, so presumably this super tipper will be replaced.

In our opinion RG & ME Street & Son made the right choice. We just hope it arrived spotlessly clean...

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