The P360 sits at the practical sweet spot of Scania’s day cab range for fuel distribution. Three hundred and sixty horsepower is enough to keep schedules on hilly routes without paying for the extra weight and fuel burn of a larger engine. For operators running mixed urban and regional petroleum work, it’s the specification that most readily justifies itself on paper.
We stock and source used Scania P360 fuel tankers for buyers across Africa, the Caribbean, Southeast Asia, and the Middle East. Inventory turns over weekly, so for current availability please speak to Andy or Paul directly. Below we cover what to look for and which configurations come up most often.
The P360 designation refers to a Scania P-series day cab with a 360hp engine output. The P-series is the lower-roof day cab, suited to urban and regional fuel distribution where overnight stays aren’t part of the working pattern. Operators choose 360hp over the more common 320hp where routes involve sustained gradients, full multi-compartment loads, or schedules that don’t allow for slower hill climbs.
The added 40hp over a P320 specification translates into useful headroom rather than dramatic difference. Sustained motorway speeds at full load, faster recovery from junctions and roundabouts, and a small reduction in driver effort over a long shift. The benefit shows up in route times rather than on a spec sheet.
The 9-litre DC9 engine that powers the P360 has been in production long enough that operators have a clear picture of its lifetime characteristics. Compared to 12 and 13-litre alternatives from Volvo and Mercedes-Benz, the DC9 carries less weight on the front axle and consumes less fuel at moderate loads. The trade-off is less pulling power at maximum gross weights, which is why the P360 suits 6×2 rigid tanker work better than artic tractor specifications running at 44 tonnes.
Scania’s modular component approach plays in the P360’s favour as well. Many engine and driveline parts are shared across the P, G, and R-series ranges, which keeps spares availability and dealer support reasonable across most export markets.
We work principally with these configurations:
Drag tanker combinations pairing a Scania rigid with a two or three-axle tank trailer come up periodically, taking total combination capacity to around 35,000 litres. Where a particular specification isn’t in current stock, we can help you source what you need.
Scania fuel tankers from UK fleets are usually sold with current ADR certification. The certification covers electrical isolation, tank construction, valve specifications, and driver-facing safety equipment, and it’s recognised in markets that have signed up to the European agreement or its regional equivalents.
Five-compartment 20,000 litre aluminium tanks are common on P360 chassis, with section sizes often in the region of 5,000/2,500/5,000/2,500/5,000 litres. The split lets a single run carry petrol, diesel, and kerosene to different sites without cross-contamination, which is what keeps the route economics workable for distributors serving mixed customers.
Metering equipment varies. Alpeco and Emco Wheaton systems are both common in UK fleets, generally paired with integrated ticket printers, sealed totalisers, and bottom-loading equipment. We confirm the metering and discharge setup on each vehicle before shipping rather than assuming a standard build.
Buyers from overseas markets find UK Scania stock useful for documentation reasons more than anything else. MOT inspections, ADR certification, or even DVSA enforcement create a paper trail that doesn’t exist in many other markets. Most trucks coming out of UK fleets are retired against a fixed replacement schedule rather than because something has failed, which is what makes the used market viable at the price points it operates at.
Right-hand drive units suit Commonwealth markets and former British territories without the visibility and driver-training cost of converting from a left-hand drive vehicle.
Trucks leave us with a mechanical inspection record, fresh tank cleaning certification, and complete export documentation. Roll-on/Roll-off and containerised shipping to all major destination ports is handled in-house alongside transit insurance and consolidated paperwork, so the truck, tank, and shipment arrive with a single document set covering everything.
Andy has spent decades in the commercial vehicle industry. Years inside UK DAF dealer networks across sales, service, and parts, plus a period as MAN Brand Director in Saudi Arabia, give him an informed view across the European truck market and a strong sense of how trucks behave when the operating environment is genuinely punishing. If you’ve got configuration questions on a used Scania fuel tanker, want to talk through which model suits your routes, or need a view on what’s likely to hold up in your specific conditions, Andy is the person to ask.
Email: an*********@*********co.uk
Phone: +44 (0)7966 986032
WhatsApp: +44 (0)7966 986032
Paul runs the commercial export desk and is the right call for stock availability, shipping costs, timings, and the practical mechanics of getting a fuel tanker out of the UK. He’s handled enough international petroleum and hazmat exports to know where deals tend to come unstuck before they do. His background in fleet management means he understands what operators actually need from a truck.
Email: pa*********@*********co.uk
Phone: +44 (0)7712 674 458
WhatsApp: +44 (0)7712 674 458
