SBS Transit trials Scania K310UD
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I believe the detail of pics are yet to be allow to published. Wait and see whether will it be deploy on any services then official pics can be release.
Cheers.
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Originally posted by SBS2601D:
You underestimate the KUBs....151's KUBs climb the hills at NUS pretty well. But IMO, the eye-opener must be the B9TL. The B9TL climbs faster than say....the MKIIIs and the MKIV DMs. In fact, its the MKIV DMs (the ZF ones) that struggle more than the MKIIIs. The Voith MKIV DMs are marginally faster than the MKIIIs.The one I cannot trust to climb these hills would be the VOs. Fortunately none has passed through that area....yet. At least as far as I know.
IMO, the one that has the least difficulty for the NUS services would be the MKIV DM3500.....really no sweat.
It will only spoil the B9TLs. Have you seen the condition of 7313C, 7318P and 7466U?
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Originally posted by SGCar:
I believe the detail of pics are yet to be allow to published. Wait and see whether will it be deploy on any services then official pics can be release.
Cheers.
Official pictures in the official presses might be most unlikely, just like the Volvo B7RLE and MAN 18.240HOCL demos. This is an interesting addition, after the Scania BR112H double decker in the 1980s. Curious is, why was it acquired by SBS in the 1980s since it was a second hand bus from a UK bus co.?
But since it is registered, it should be out in a week or 2.
But hopefully this will be the only demo, since it is only EURO 4. And I have not heard of a EURO 5 K310UD. It will be quite contradicting for SBST to buy EURO 4 buses, since they have already moved up the trend to get EURO 5 buses. Hopefully more EURO 5 Volvo B9TLs.
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Originally posted by vicamour:
Official pictures in the official presses might be most unlikely, just like the Volvo B7RLE and MAN 18.240HOCL demos. This is an interesting addition, after the Scania BR112H double decker in the 1980s. Curious is, why was it acquired by SBS in the 1980s since it was a second hand bus from a UK bus co.?
But since it is registered, it should be out in a week or 2.
But hopefully this will be the only demo, since it is only EURO 4. And I have not heard of a EURO 5 K310UD. It will be quite contradicting for SBST to buy EURO 4 buses, since they have already moved up the trend to get EURO 5 buses. Hopefully more EURO 5 Volvo B9TLs.
Yeah B9TL Wright on the way, did SBST announced whether it should be a Euro4 or Euro5? Was quite surprise that KUD is only a Euro4.Cheers.
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Originally posted by SGCar:
Yeah B9TL Wright on the way, did SBST announced whether it should be a Euro4 or Euro5? Was quite surprise that KUD is only a Euro4.Cheers.
So far the K310UD is only known to be EURO 4 versions. Even the KMB ones are EURO 4.But rather SBS Transit should use East Lancs or Wright for this demo, rather than Gemilang, since GBP is now lower.
Anyway, not just Wright, but hope to see Enviro 500 bodied Volvo B9TLs.
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Originally posted by vicamour:
So far the K310UD is only known to be EURO 4 versions. Even the KMB ones are EURO 4.But rather SBS Transit should use East Lancs or Wright for this demo, rather than Gemilang, since GBP is now lower.
Anyway, not just Wright, but hope to see Enviro 500 bodied Volvo B9TLs.
I suppose it is cheaper to assemble locally/in Malaysia? Haven't seen any purchase from Alexander Dennis since the Trident 3s.
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Originally posted by sgbuses:
I suppose it is cheaper to assemble locally/in Malaysia? Haven't seen any purchase from Alexander Dennis since the Trident 3s.
SBST trying to cut cost?
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The latest 310 bhp Scania engines are rated Euro IV.
For Euro V, the equivalent engine is rated at 320 bhp.
As such, the highest emission rating the K310UD can go is Euro IV. SBS Transit would have to get the K320UD if they want Euro V.
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Originally posted by Yusry:
The latest 310 bhp Scania engines are rated Euro IV.
For Euro V, the equivalent engine is rated at 320 bhp.
As such, the highest emission rating the K310UD can go is Euro IV. SBS Transit would have to get the K320UD if they want Euro V.
Remind me again, when is the deadline for registering Euro IV buses before Euro V becomes the new minimum emission standard?
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Originally posted by SBS7382C:
SBST trying to cut cost?
I think more to do w/ how Scania offers the bodyworks option -
Originally posted by SBS2601D:
You underestimate the KUBs....151's KUBs climb the hills at NUS pretty well. But IMO, the eye-opener must be the B9TL. The B9TL climbs faster than say....the MKIIIs and the MKIV DMs. In fact, its the MKIV DMs (the ZF ones) that struggle more than the MKIIIs. The Voith MKIV DMs are marginally faster than the MKIIIs.The one I cannot trust to climb these hills would be the VOs. Fortunately none has passed through that area....yet. At least as far as I know.
IMO, the one that has the least difficulty for the NUS services would be the MKIV DM3500.....really no sweat.
there is one DM3500 in 151 fleet i recommend: 2772Teven SLBP DM3500s can.. especially 2770Z 2788Z can run like mad.
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Originally posted by sgbuses:
Remind me again, when is the deadline for registering Euro IV buses before Euro V becomes the new minimum emission standard?
Euro V for here never announced.
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Originally posted by vicamour:
Just want to read more information about this demo, so stop all those pages of meaningless debate and flamings and get back to topic. Thanks.
To thread starter, any pictures of the bus?
When it's out, you can help us bring in some pictures. But the interior holds no surprises.
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One way to look out for Euro 4 or 5/EEV engines is by the capacity. 8867 cc for Euro 4, and 9291 cc for Euro 5/EEV versions. What is changed is the bore of the engine, 3 mm more for each cylinder, relates to increased combustion capability and translated to more power for engines on a certain range, that is why you see a 270 to 280 and 310 to 320 increase.
Euro 4 169 kW: DC 9-16 230
EEV 169 kW: DC 9-30 230
Euro 4 228 kW: DC 9-18 310DC 9 engine type, -16/18/30 engine designation, 230/310 horsepower (metric).
The 228 kW engine has 1550 Nm torque, highest torque in city-buses locally till date (true also for the power output). No foreseeable problems for climbing local gradients or starting up with heavy load.
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Originally posted by sbst275:
I think more to do w/ how Scania offers the bodyworks option
Yeah, according Scania, Gemilang is able to deliver "high quality bodyworks" to them. Indeed Gemilang is able to deliver their CKD fast enough to CDGE with the arrival of the chassis(Few months aft they made the purchase?). -
Originally posted by TIB1224Y:
Some mess to clear…
Misconception: Scania K series buses vibrate cause their engines are mounted 30 degrees/temporary position.
Truth: K series uses upright engines as opposed to the L series.Disc brakes are used instead of drum brakes and used properly will not jepoardise braking. Cars use them as well and braking is more efficient.
Engine brake is actually quite weak on the Scania K. Strong retarder (this used instead of the term engine brake) is like the OC.
I had heard that some buses had their Engine Mount (8891T is one that I heard off) changed to minimize the vibration and damage to the engine.I believe drum brakes are still used in the rear wheels. Recently, I heard most of the UB using the disc brakes produces squealing sounds.
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Engine mount changed would likely mean the mountings (with vibration absorbing paddings) changed. An engine cannot change its mounting angle/position anyway a person likes as this will affect the engine's performance and safety.
Take a L and K engine for example, the former can be mounted 30 degrees to the side is because the oil pan is 'slanted' also, so that lubricant oil can be sucked 90 degrees upwards for use on the engine. Cylinders are moving in a 30 degrees 'slanted' motion when you look straight at the engine.
If you mount a K engine slanted, likely the engine will start to vibrate hard along the axis of mounting and oil cannot be sucked up for use, causing the engine to damage and destroy itself!
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Originally posted by chickenlittle2:
I had heard that some buses had their Engine Mount (8891T is one that I heard off) changed to minimize the vibration and damage to the engine.I believe drum brakes are still used in the rear wheels. Recently, I heard most of the UB using the disc brakes produces squealing sounds.
All of the K230UB on sbst side are using disc brakes.
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It sounds exactly like an EEV, probably because it's a heavier Euro IV.
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Deleted
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Originally posted by TIB1224Y:
Engine mount changed would likely mean the mountings (with vibration absorbing paddings) changed. An engine cannot change its mounting angle/position anyway a person likes as this will affect the engine's performance and safety.
Take a L and K engine for example, the former can be mounted 30 degrees to the side is because the oil pan is 'slanted' also, so that lubricant oil can be sucked 90 degrees upwards for use on the engine. Cylinders are moving in a 30 degrees 'slanted' motion when you look straight at the engine.
If you mount a K engine slanted, likely the engine will start to vibrate hard along the axis of mounting and oil cannot be sucked up for use, causing the engine to damage and destroy itself!
I think this technology is also used for their SAAB cars as well.
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Maybe this bus was rejected by HK bus companies that Scania were to send for demo?
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Originally posted by XiaoTaro:
All of the K230UB on sbst side are using disc brakes.
But I heard frm some of them that drum brakes seems to be better.. -
Cibet everytime i log on sure there's debate between SLBP kia and AMDEP kia.But anyway we mustn't underestimated the Scania DDs just because it has only 5 instead of 6.Ever hear a light turbo 1.6 car outrun a 2.0 N/A car in terms of accelerating and top mid speed?
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5 instead of 6 cylinders on a technical point would increase per-cylinder power output and require high per-cylinder efficiency.
In cars we deal with per-liter power (efficiency). How much power can a car produce with that displacement. However, one good quote that my friend reminded me of, which I appreciate a lot especially when it came to the comparison of Citaro and OC500LE engines.
There is no replacement for displacement.
Smaller engines tend to stress out with more power they can give. Hence when you look at the 8867 cc engine, 230 would be a comfortable range for the engine to work at compared to 310. If you like a powerful, responsive and fuel saving 310 horse engine, I would look at the 10 to 12-liter range.
I would like to clear some misconceptions here.
We should not look at how much cylinders an engine have, but the power per-liter that an engine can give and its efficiency and actual usage. Common misconception is by default, looking at how many cylinders an engine has and determine if the engine is powerful or not, then why not mount a V24 (24 cylinders) on a bus?