[swiftdiesel]

Ashok Leyland, the Hinduja Group flagship, on 25th of Feb 2013 commercially launched the 5-axle 3718il, offering a payload of up to 25 tonnes that is the highest in rigid trucks thereby making it one of the most efficient vehicles in its category. Feature-rich, the 3718il, in a 10×2 configuration, promises superior performance, durability and best-in-class operational efficiency.

A remarkable feature of the 3718il is its five axles – two steerable front axles, two rear axles and a self-steerable pusher lift axle at the middle that gives the vehicle better balance and greater efficiency in carrying more loads. The lift axle automatically lifts when the vehicle is running in an unloaded condition which translates into additional fuel saving and enhanced tyre life. The 3718il is also equipped with a user-friendly in-line fuel injection pump for higher mileage and lower maintenance cost, a 9-speed gearbox and is powered by a proven, fuel-efficient 180 HP ‘H’ series engine.

Speaking about the launch, Mr. Vinod K Dasari, Managing Director, Ashok Leyland, said, “The 3718il has been carefully designed and engineered to meet a specific customer requirement for higher capacity rigid trucks that can carry more loads translating into better operational economics. With the rated payload regime gaining significant ground because of stricter implementation and the quantum of loads increasing, our 3718il is just the vehicle with enhanced load carrying capacity more economically to enhance our customers’ profitability. Our 3718il has been strategically positioned as a segment splitter: it will be attractive for the hitherto 31-Tonne truck customers owing to its fuel efficiency and extra load carrying capacity while the tractor trailer customers will find it attractive because of better maneuverability, lower operating and maintenance costs.”

The deep section frames of the 3718il ensures higher load carrying capacity while a long loading span of 29.5 feet enables it to take loads of any density or dimension. Further, the 10×2 configuration makes for superior maneuverability compared to articulated trucks in varied load and operating conditions. The 3718il is best-suited for applications like market load, cement, coal and steel.

Customer service is on offer through Ashok Leyland’s robust network of over 430 full service centers that are positioned at every 75 kms on all major highways across the country. A rich bouquet of services includes the unique TatkaAL promise, first launched by Ashok Leyland, that ensures service within 4 hours on any major highway and restoration of vehicle within 48 hours. In the instance of a delay, the Company promises to pay a penalty of Rs. 1,000 a day to the customer. Besides this, the Company offers Annual Maintenance Contracts, 3 years’ extended warranty and 2 years’ extended service packages on its range of MAVs.

Text and Pics Source: www.theautomotiveindia.com

[Ashley2]

With more and more rated load carrying is been implemented by states, higher tonnage rigid trucks will have more reception. 37T will be the next big change in the CV space in the forthcoming years. With now almost single axle trucks volumes are shrinking the MAV are growing at a faster pace. 37T will have lower road tax compared to near equivalent TT and not to mention about the reduced skill level for driver required unlike a skilled driver for TT.
I wish sooner OE cabs to be made preferred by truckers. Interesting to note that, with in CV space its only rigid haulage models have the least preference for OE cabs and other segments have already shifted in a larger manner.

[1100D]

I guess in the Rigid category, due to the opportunity to maximise load area, the OE cabs are not given a thought. In contrast in the TT combo, there is no opportunity of a loading area on the tractor, hence an OE can is not an issue by most operators.

[Ashley2]

Originally Posted by 1100D

I guess in the Rigid category, due to the opportunity to maximise load area, the OE cabs are not given a thought. In contrast in the TT combo, there is no opportunity of a loading area on the tractor, hence an OE can is not an issue by most operators.

There will be very less difference in length between OE cab and body builder cab. There are several other reasons for this, like the type of customer base etc.
In case of TT there are more organised fleet owners, where they want their trucks to earn from first day. Also they don't want to pay EMI till the body is getting built.
In case of tippers also there are lot of organised players in the construction and mining segment who wants the trucks to earn from day one.So both these customers are preferring OE cabs.

In case of rigid hauls, there are many single vehicle owners and they dont mind building cabs for their taste. In many cases, the aeration, h-point, view, maintenance is much better in a body builder cabin than any OE cab. The most convenient OE cab so far I have tried is from Mahindra Navistar (haulage). Its as simple as it should be and conveys a lot.

PS - There are always exemption in the customer base, I have quoted across segment.

[tharian]

Spotted this 5axle bulk cement carrier on Nice road. All the ones i have spotted till date are BCC's and all Leylands.

[hubolt]

what is the price difference between a 37 tonner rigid and an 40 T tractor + trailer ? Is it cheaper ?

[1100D]

Originally Posted by hubolt

what is the price difference between a 37 tonner rigid and an 40 T tractor + trailer ? Is it cheaper ?

Articulated lorries are tricky in many situations that a heave load hauler can be put to use in modern times, especially in the first and last mile.

A rigid however, is much more nifty. In earlier times trucks like 1210E were put to heavy overloading, thankfully that has stopped, the addition of axles have brought the rigids back to the frame of things, rightfully so.

[hubolt]

Originally Posted by 1100D

Articulated lorries are tricky in many situations that a heave load hauler can be put to use in modern times, especially in the first and last mile.

A rigid however, is much more nifty. In earlier times trucks like 1210E were put to heavy overloading, thankfully that has stopped, the addition of axles have brought the rigids back to the frame of things, rightfully so.

Won't articulated vehicles have better reach than a long rigid ?

That's exactly what I wonder with the additional expensive axles how this rigid option could be cheaper.

Also if you could elaborate on how the rigid is much more nifty.

[1100D]

Originally Posted by hubolt

Won't articulated vehicles have better reach than a long rigid ?

That's exactly what I wonder with the additional expensive axles how this rigid option could be cheaper.

Also if you could elaborate on how the rigid is much more nifty.

Imagine reversing an articulated through a narrow gate. Sometimes the additional length of the articulated is a problem while taking turns, whereas the length might not be required to carry the additional payload.

Besides this the overall skill required to drive an articulated is higher, could make finding the driver more difficult!

[hubolt]

Originally Posted by 1100D

Imagine reversing an articulated through a narrow gate. Sometimes the additional length of the articulated is a problem while taking turns, whereas the length might not be required to carry the additional payload.

Besides this the overall skill required to drive an articulated is higher, could make finding the driver more difficult!

Does that justify the additional investment ?

[1100D]

Originally Posted by hubolt

Does that justify the additional investment ?

2 fleet owners I know in our area from a long time. Have switched to 4 axle rigids as they are not allowed to overload their 2/3 axle rigids anymore. Articulated trucks would not make it to their yard which is close to my home, infact articulated trucks cannot make it within 5 km of the area.

[silversteed]

Originally Posted by hubolt

Does that justify the additional investment ?

I think an articulated 40T or 49T truck is not a replacement for a 37T rigid (and vice versa), as both are used for slightly different purposes. The former is used for large-sized cargo while the latter is for dense but smaller one.

Like 1100D said, a trailer truck is a pain to drive around in congested places, whereas a rigid has its advantages in last-mile connectivity.

[tharian]

Spotted another 5 axle, this time it was a normal carrier and not a bulk cement or oil tanker I have seen everytime.
All the ones I have seen have their lift axle lifted with or without load.
I doubt if they even use it and may be using those tires as spare.

[silversteed]

During my recent trips to Kerala and back, I've seen at least 3 or 4 AL 3718il trucks on the NH-7 on all trips. Invariably, all of them had their lift axle planted on the road, and they seemed to carry some heavy cargo. Seems like it's picking up among cargo movers.

[Transsenger]

Spotted the Tata 5 axle truck for the first time in Kerala. It had a long chassis with huge front overhang. The lift axle were placed at the rear end after the drive axles. The front axles / hubs, wheel rim etc seems to be derived from Novus!