Consensus of opinion seems to support bking’s idea.
les_sylphides the design of gearboxes is way beyond my pay grade. I just know that boxes I used to repair which had sliding gears nearly always had chipped teeth due to “crash”. Non syncroed constant mesh boxes always wear the dog clutch shoulders due to mistimed shifts as in my bikes gearboxes. The failures on syncro boxes was 99% syncro failure (either bad selection or slipping out of gear). Most times this was caused by holding the box in gear which wore away the baulk rings. A “crash” box driven properly is a far quicker shift than a syncro box but it takes a lot of practise.Once went on a course to Eaton transmissions and the technology in the design and manufacture of these things amazed me. One thing was copper plating the shafts in certain areas so that when they were annealed the shafts absorbed heat at different rates to allow the shafts to flex at different rates along its length.Then they machined the copper off. Another was the prime number ratio so that all the teeth on the gears meshed with each other EG one gear would always be a prime number 17 or 23 etc so you could rebuild the box without “drumming”. Also “timing” a cluster to stop the gears “climbing” over each other. Then of course you have the Alison auto boxes .A whole new can of worms. Geniuses design and manufacture these things.Only thing is now the prime directive is to build down to a price not up to a quality. I suppose any gearbox can be a “crash” box if you get it wrong.
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Another one I always wondered about for years was reduction axles.
Standard axles are about 98% efficient but reduction axles run at about 80%
So why have them?
An engineer from ZF explained to me one day and it was so simple.
Ground clearance.
He explained that using a hub reduction of about 3 to 1 you could reduce the diff case size by half so giving the truck more clearance over rough ground.
As I said these are clever folk that come up with this.
Now that’s a great piece of information! I too have long wondered about reduction axles. That might explain why certain models (with hub reduction) were successful on Middle-East work.
A good example was the ERF NGC which ran on slightly bigger than usual tyres, had all chassis clutter lifted well clear of the deck and Kirkstall D85 rear end. So, all set to remain high when bogging in sand; and well clear of Romanian level crossings!
I was under the impression that hub reduction eased the strain on on the diff, the reduction sharing the torque, resulting in an aggregate increase in strength.
Yes indeed. And if the casing can be made smaller, then it’s a double-plus for the off-roader.
I used to own a k reg 95 with a 330hp engine. Good reliable truck but under powered, it wouldn’t keep up with a FL10 on the hills.
I brought it with about 500k on the clock and sold it with a million on it and had nothing major go on it.
I agree, jakey2640. I drove 330-powered 95s across Spain and really they didn’t like the hills. I also drove the 400-powered 95s across Spain and they were excellent.
Sorry guys i only wanted to know which is the best truck to buy nowadays
RELIABLE, ECONOMICAL & SERVICABLE
^^^^^
Volvo or Scania I would reckon would be the popular answer to that.
Thought Renault would have to be top of your list!
Yeah maybe if I lost my senses completely and thought it a good idea to be an owner driver once more 
Jeez that makes me shudder 
…, a Renault high cab would be a strong possibility.
It ticks all the boxes for me currentlly.
As for Volvo and Scania I probably fell into the populist trap.
Those 2 were always renowned for being the creme de la menthe Rodney of trucks , albeit more expensive to buy in ‘my time’.
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Times have changed Rob, when we did it it was a good idea. But I’m glad I’m out of it now.
You could try a demo for a week or longer of different brands and compare notes?
I don’t think there’s one make that really stands out, they all have their up- and down sides I reckon.
Volvo, MAN or Iveco (I know they get a lot of bad press) would probably be your best bet?
Mate of mine is a independent DAF specialist, he said that the problems with the injectors is due to the engine being ready for Euro7 regulations? I did notice that the problems mainly occur with diesel from Shell for some reason?
Yep you and me both mate.
I can not see these days why anybody wants to even be a driver with all the b/s that goes on, let alone an owner driver.
That is what I was saying.
Instead of developing engines and trucks to actually improve them, they pander to the Green lunatic lobby and f.about with them to meet their mad assed regulations.
Diesel engines are cleaner than they have ever been, and for a long time so.
Yeh the MAN we have is a 22 plate same as the daf XGs. Its a great truck, never a spot of bother and pulls far better than the Dafs. I like driving it, especially now they’ve sorted the steering rake and bin lid steering wheel lol