2019 Scania R 650 B-Double: Review

Should some bright spark get their act together and create a time machine, I wonder what a truckie working half a century ago would make of this 2019 Scania R 650…

Sitting behind the R 650's button-festooned steering wheel, the dash's expanse of push-buttons, switches, the TFT instrumentation and multimedia touch-screen spread out before me, it would be hard to know what drivers from a bygone era would make of it all.

I recently drove this next-generation, R 650 V8 from Laverton, in Melbourne's western surburbs, to Nhill, in Victoria's western Wimmera district, not far shy of the SA border. And then, after spending the night in the truck, I drove it back again.

With the Freighter B-Double set loaded with concrete, the rig was running at around 61 tonnes, the load promising a good test of the Scania R 650's abilities – especially when clawing our way west up the Pentland Hills on the way to Ballarat.

Scania is the only brand to offer a V8 in the heavy-duty truck segment these days, and the Swedish manufacturer recently overhauled its V8 line-up. The end result of the new engine platform was less weight, lower maintenance and repair costs, more uptime and an improvement of between seven and 10 per cent in fuel efficiency, said Scania of the revised V8 line-up on its release.

Of course, those figures were achieved in Europe under very different conditions from our own, but Scania Australia says the Euro 6 evaluation fleet it was running in over 2017/2018 was returning better economy figures than the Euro 5 trucks of the previous generation.

With a 16.4-litre capacity, the new V8 range is available in both Euro 5 (520 or 620hp) or Euro 6 guises (520, 580, 650, 730hp). Of the Euro 6 models – of which our R 650 is one – all but the R 730 handle emissions purely through an SCR system, while the R 730 adopts a mixture of SCR and EGR.

These V8s are, of course, a part of Scania's New Truck Generation, the major overhaul of the Scania product lineup that launched here in Australia in March 2018.

The new models have been improved in virtually every respect, from their engines and drivelines through to their many driver assistance systems, driver comfort and ergonomics, and their cabs in general.

The subject of this review, the R 650, will prove a popular option for B-Double applications in particular, and our test truck is sporting the R-Series Normal sleeper cab – one up in size from the Low cab, but more compact than the Highline and especially the Topline, the latter available via special order. The R-Series is also available in a day-cab format in a range of heights.

Our test truck's cab is a classy affair, with (optional) leather-upholstered seating and a real feel of quality throughout.

This Scania R 650 also features Scania's Adaptive Cruise Control with Active Prediction. This blends adaptive (or radar) cruise control – which allows the truck to follow a vehicle in front up to a set speed at a set distance – with an overlay of topographic data, to ensure the lie of the land is harnessed to minimise fuel burn.

The systems works seamlessly with Scania's 12-speed Opticruise automated manual transmission, which in turn works with the five-stage Scania retarder.

Add in all the safety systems like anti-lock braking, electronic braking system, electronic stability program, autonomous braking, lane departure warning and a driver airbag, among others, plus the factory telematics system, and these new Scanias are remarkably sophisticated.

A wealth of truck and trip info can be dialed up on the comprehensive and customisable TFT instrumentation, which initially looks a little complex but really doesn't take long to come to grips with.

Of particular note is the Driver Support system, which continuously monitors and rates driving performance across three criteria: efficient hill driving, efficient use of the retarder, and good anticipation.

When a driver first jumps behind the wheel each of the three categories starts at 100 per cent – it's then up to the driver to keep them there.

Keeping your revs down, easing off the throttle just before reaching the top of a hill, employing the truck's Eco-Roll function – which, given certain parameters are met, allows the truck to coast – and using the retarder over the service brakes all help.

It doesn't take long before you regard this as a bit of a personal challenge, and, of course, all the while it's encouraging you to be gentle with the truck, increasing fuel efficiency while also reducing wear and tear. It invariably promotes safe driving practices too, and a style of driving that is ultimately less strenuous for the driver, thereby reducing fatigue.

The display even gives you tips along the way, highlighting a job well done for anticipating braking well in advance, for example, or reminding you to ease off the gas near a crest when appropriate. Big Brother? Well, no more so than in any truck fitted with telematics, I'd say – and this technology is here to stay.

Prior to departure at Scania Laverton, Scania Driver Trainer Dave Whyte gave me a rundown on the truck's controls, instrumentation and features. A great aspect to these Scanias is how the layout and functions are basically replicated throughout the range, meaning drivers will feel right at home hopping from one model to another.

A big part of Dave's job is jetting about the country, helping fleets to get the most out of their trucks – the most fuel efficiency, the most reliability, and the most uptime. He helps familiarise drivers new to Scania with the truck while demonstrating how the way they drive has a big impact on things like economy and wear.

Easing out of the yard and guiding the rig through Melbourne's congested western suburbs, the first thing that hits home is just how easy it is to manage these trucks, even in a B-Double configuration and in relatively confined surrounds.

The prime mover's turning circle is commendably tight, while the degree of unimpeded vision from behind the wheel is another highlight. The A-pillars are relatively narrow and the mirror set-up – including kerb mirror and front bumper mirror – is excellent. They're all adjusted via a bank of buttons on the driver's door sill, and they can be heated to eliminate condensation in colder weather.

It's a fair way up to the driver's seat from ground level, but the job is less of a strain thanks to three grippy foot plates, sturdy grab rails and a door that opens wide to 90 degrees.

The air-adjustable steering wheel flips up to give a little more access room, and the air suspension driver's seat can be adjusted through all the usual range of movement, plus some you may not expect. The driver's seat has a flip-down armrest on each side, too.

My back is long (and is paying the price from over four decades of bad posture), so I especially like the multi-adjustable lumbar support. And you can't criticise electric seat heating on a chilly winter's morning…

There's just something so stirring about a big V8. Noise suppression in the cab is excellent, but you can still hear and appreciate the 'dof-dof-dof-dof' as you rumble your way around town, or the smooth and steady beat as you push along the open road.

Apparently in these latest V8 Scanias the acoustics engineers actually dialed back the level of noise suppression, as drivers were complaining they couldn't really hear the engine. I get that, and our test truck offers a great compromise between quiet running and aural appreciation of that V8 note.

Certainly it's no problem to hold a conversation, with Dave and I chatting easily on the 'road to Nhill' (not a bad Aussie flick, if you haven't seen it).

I couldn't help but fall for the big V8's charms, and even being just short of fully loaded didn't present any issues.

The AMT did its thing and swapped several cogs as progress dipped to 50km/h up the Pentland Hills, but we spent the majority of our run along the Western in 12th (top) gear, which it can hold up reasonable gradients for an impressively long time before downshifting.

The truck has three power modes – Economy, Standard, and Power – but we spent the duration of this trip in the middle setting. In any case, using Power mode merely raises the transmission's shift points, and burns more fuel as a result, and you can always use the accelerator detent to kick it down a gear if required.

While some might gravitate to the flagship R 730 and its maximum 3500Nm output, it should be noted that the extra 200Nm it has over this R 650 are only available in its top two gears. In 10th and below, both are level pegging for torque.

And once you've conquered that crest and you're guiding the rig down the other side, these Scanias allow you to set your descent speed by simply tapping the service brakes pedal, the truck automatically applying the relevant degree of retarder to hold that speed all the way down.

It's a neat feature, and the retarder and AMT controls are integrated into the one easy-to-use control.

The Adaptive Cruise Control with Active Prediction works a treat and it's not too sensitive either – if a car overtakes and cuts back in front of you sharply, provided it's still accelerating ahead of the truck it won't trigger any braking intervention. And the 'Active Prediction' bit means that thanks to GPS and topographic data, the truck's cruise control works 'intelligently' to use the terrain to minimise fuel usage. It's next-level smart.

It's pretty darn hard to find fault with these new Scania cockpits, which are angled around the driver and place everything within easy reach.

There are cup/bottle holders right where you want them, plenty of power sockets (USB, 12-volt, 24-volt) dotted about the place, and numerous spots to store odds and ends. The large draw at the back of the central storage unit is the perfect size to fit a work diary, and a sizeable slide-out fridge is right next to the driver.

There's plenty of room for an idle left foot too, thanks to a large and well-placed dead pedal.

There's no exterior sun visor – they may look the part but they also create a fair amount of drag and wind noise – but the fold down internal visors do the job instead, and they have a second stage that drops down for particularly pesky sunsets or sunrises.

After rolling into Nhill that night – and grabbing a feed at the town's newly opened Vietnamese restaurant, Mr Le (tasty, and cheap too!) – I settled down for the night in the cab, while Dave headed for a nearby hotel.

I was parked up no more than 15 metres from the Western Highway and not much further from the main train line, but the cab is well insulated and in fact the only train I heard was the first one that rolled through after my alarm had gone off at 6:00am.

Yes, this cab is well insulated – not just for noise, but from the cold too. That night the temperature dipped to about six degrees but inside the truck I was warm and cosy, so much so that I had to ditch the thicker sleeping gear I thought I'd need. For warmer climes, this truck is fitted with a roof-mounted aftermarket air-con system.

I'm not exactly compact but I had plenty of room to stretch out on the bunk. Press on the appropriate foot pedals and the passenger's and driver's seats slide forward, allowing you to extend the bunk's width from 800mm to 1000mm. With its 'pocket-spring' mattress, I enjoyed a comfortable night's sleep.

There's a slight tunnel in this R-Series Normal cab so I couldn't stand upright, but it's still roomy enough for moving around. There's a good amount of storage space, ranging from the compartments over the bunk to the ones over the dash, the compartments beneath the bunk (with external hatches), and the pull-out drawer next to the fridge (which can be optioned as a freezer).

There are double-deck pockets at either end of the bunk and, up the driver's end, a reading light, an elasticised pocket that's good for your phone, a USB socket and a main lighting switch.

Sure, there are bigger sleepers out there, but even this R-Series Normal sleeper is a comfy place to put your head down, for a quick nap or for multiple nights on the road.

The next morning – after heading back to Mr Le's and bacon-and-egg pastries – we pointed the Scania R 650 east and made our way back down the Western Highway to Melbourne. It was an uneventful trip, which is pretty much what you want any truck trip to be, and made all the easier for being in this technologically sophisticated, comfortable and safe vehicle.

Pulling back into Scania Laverton, we'd averaged 1.83km/lt for the full trip – not bad given the load, the typically hit-and-miss conditions of the Western Highway, and this scribe's driving. My driver score ended up on 98 per cent for retarder usage, 87 per cent for anticipation but only 34 per cent for hill driving – plenty of room for improvement on that last one!

Scania has ticked every box with its New Truck Generation models and, with its advanced V8 engine and long list of clever features, I'm sure this Euro 6 Scania R 650 is set to become a regular sight on Aussie roads. Whether you're an operator or a driver, there's so much to like about this truck – it's no wonder Scania sales are pushing ahead like they are.

Engine: Scania DC16 650, Euro 6, 16.4-litre, V8 turbo-diesel
Power: 650hp (485kW) at 1900rpm
Torque: 3300Nm (2434lb/ft) at 950-1350rpm
Fuel System: Scania XPI fuel injection
Emission System: Scania SCR
Gearbox: GRSO925R Opticruise, overdrive 12-speed +2 crawler gears
Scania Opticruise modes: Economy, Standard and Power (ex-factory)
Cruise Control: Adaptive Cruise Control with Active Prediction topographical interface
Brakes: ABS/EBS7 disc brakes with Advanced Emergency Braking
Retarder: Scania R 4100 D retarder (plus engine exhaust brake)
Rear axle ratio: 3.42:1
Axle distance: 3150mm
Wheelbase: 3825mm
Bogie distance: 1350mm
Wheels: Alcoa DuraBright
Tyres: Bridgestone 295/80 R22.5
Suspension: Steel parabolic leaf (front), 4-bag air (rear), load transfer system
Fuel tanks: 320 litres (right), 710 litres (left), 73 litres (AdBlue)
Standard features: Scania Communicator C 300, electronic stability system and traction control, lane departure warning and forward-looking camera, Eco-roll, hill hold, power divider and cross locks