7.5 tonners have been the workhorses of the UK economy for many years and are always popular buyer’s choice at Truckpages. Typical 7.5 Tonne Truck Dimensions: As operators can choose from a wide variety of bodies to be fitted to their trucks – even after the European Whole Vehicle Type Approval has removed some of the choice – you can find 7.5 tonnes box vans with body lengths from as short as 14ft and as long as 26 feet. A typical, average length would be 20 to 21 feet. The body length is dependent upon the wheelbase length as the overhang over the rear axle is important – nobody wants to see a truck performing a wheelie! Again, heights are variable – there’s no point in having a tall box body if your payload is a heavy one, as it will create unnecessary wind resistance because you will never be able to fill it up!
When talking about 7.5 tonne tippers, body lengths are typically much shorter – you will normally see a 14ft to 16ft tipper body on a 7.5 tonne chassis, whilst dropsides and flatbeds are typically longer – especially those designed specifically for scaffolding work.
Here’s the problem with 7.5 tonne trucks – the payloads are not very good. A standard DAF LF with a day cab has an unladen weight of between 3.3 and 3.5 tonnes, depending on the wheelbase (there are no fewer than eight to choose from). That leaves about 4 tonnes for the body, driver and fuel. The overall payload depends on the weight of the body, the ancillaries, (like tail lifts, refrigerated units etc.) but in general, it means that you will be looking at a payload of around 3 tonnes to get to the 7.5 tonnes GVW (Gross Vehicle Weight).
When you compare this to a less popular 12 tonne truck, which looks almost identical to the 7.5 tonne version and weighs in at just 300kgs more, you will be able to carry 4 tonnes more than the 7.5 tonner! Most of this will be down to larger wheels and tyres – the only easy way to spot the difference these days.
So why are the 7.5 tonne trucks so popular?
The answer is that they are a lot less popular than they were 20 or so years ago. This is all down to a change in driver licencing rules.
If a driver completed their driving test prior to 1996 then they have the automatic right to drive a 7.5 tonne truck. However – to drive one professionally, they will still need to have a driver CPC. What this does mean is that there is still a relatively large pool of drivers who are able to drive at 7.5 tonnes, but not a t 12 tonnes GVW.
The other reason for the decline in the 7.5 tonne truck market is operators are either upsizing or downsizing their vehicles. We have seen that 7.5 tonnes is not terribly efficient, but operating at 18 tonnes is the most efficient way – compared to a 16 tonner, for example.
Equally if you don’t want the hassle of obtaining an operator’s licence (compulsory for vehicles over 3.5 tonnes GVW) then use a 3.5 tonne GVW van (like a Transit, for example) which can be driven by any car driver without a CPC.
Most businesses with a need to move things around will start off with a van or two, as they are straightforward to drive (and find drivers for), to buy and to service. Over time, the number of vans may well grow, but is using a load of vans the most efficient way of operating when a much smaller number of trucks would do? Vans vs 7.5 tonners - Payloads When we are talking about vans, we mean light commercial vehicles that have a maximum gross vehicle weight of 3.5 tonnes – these can be driven on a car licence and…
If you are looking at the 7.5 tonne truck market for the first time, there is a reasonable choice of makes and models available – both new and used. We take a look at the best options for you, depending on the duty cycle the truck will be put to. First of all, regardless of the make and model of 7.5 tonner, remember that a 7.5 tonne truck will require not only the correct driver’s licence (or age of driver for grandad’s rights) but also an Operator’s Licence (O-Licence) so give yourself plenty of time to apply for this and…
When Attridge Scaffolding needed a new 7.5-tonner, the FUSO Canter stood a good chance – as payload is king in the scaffolding game. The Fuso Canter’s leading payload, as well as the driver-friendly external proportions, make it ideal for the business. Attridge Scafffolding’s latest Canter, its first from the all-new range introduced earlier this year, arrived via the Stoke-on-Trent branch of Dealer eStar Truck & Van. Six of the eight 7.5-tonners that work from the operator’s depot in Brereton, near Rugeley, wear the FUSO ‘three diamonds’ badge. The new truck has replaced a five-year-old example from the previous Canter model…
When the Aberdeenshire scaffolder, Northern Platforms & Stagings, needed another 7.5-tonner, its first call was to the manufacturer’s representative in the north of Scotland. The new Atego is the fourth that Peterhead-based Northern Platforms & Stagings has purchased from BLS Truck & Van, since the Dealer’s appointment in 2018. Like its predecessors, the truck is an 816 variant with ClassicSpace S-cab and a 5.1-litre engine that produces 115 kW (156 hp) and is paired with a Mercedes PowerShift 3 automated manual transmission. Its platform body, meanwhile, was built in Mirfield, near Huddersfield, by Advance Commercial Bodies. Acquired with funding support…
If you had a 7.5 tonner that had done 1.2 million miles in six years – a) you would have had your money’s worth and b) you would be highly likely to buy the same again. That helps to explain The Formula One Group’s most recent decision to buy another few of them. The company knows a winner when it sees one – which explains why the West Midlands-based fabricator and installer of premium-quality UPVC windows, doors and conservatories has been relying on Mercedes-Benz trucks since it began trading 24 years ago. The recent arrivals of another couple mean it…
