Feature: Scania Peak Efficiency Programme

Not too long ago trucks were truly the 'blunt instruments' of the automotive world – lumbering, bare-bones machines built to shoulder a load, with scant regard for issues like comfort, efficiency, or safety. Today's trucks, however, are a different breed. Able to haul more weight than ever before, they're also bristling with technology to make the job easier, safer, and cheaper to accomplish.

While that's all good news for truck drivers and transport operators, this cutting-edge technology can only deliver its intended benefits if it's harnessed as its maker intended – and that's why, several years ago, Scania introduced its Scania Peak Efficiency Programme.

Devised by Scania to help its customers extract maximum efficiency from their trucks (and buses), the course is overseen by Scania Master Driver Coach Alan McDonald, who – with the help of several other Scania Driver Trainers – delivers the course to drivers and transport companies the length and breadth of the country.

The basic four-hour programme is offered at no extra cost to any customer who purchases a new Scania; an operator who purchases 10 trucks will receive 40 hours, for example. The four-hour course can also be purchased separately for $550, with longer tuition incurring an additional pro-rata fee. Training is also available for Scania buses.

The format is simple. First a presentation and theory session examines the Scania product in detail – this is tailored to focus on the model (or models) just purchased. Then the trainer and driver head out to the truck for a 'hands-on' familiarisation session, followed by further tuition on the road.

TUITION, NOT TEACHING
trucksales.com.au recently completed the Scania Peak Efficiency Programme at Scania Australia's Melbourne headquarters, where Scania Driver Trainer Lindsay Pollock was quick to dispel a common driver concern.

"I'm not here to teach the driver how to drive," he says.

"It's more about training him or her how to use a certain product."

The theory kicks offs with a video presented by a familiar face: Top Gear presenter and automotive journalist, Richard Hammond. Hammond guides us through the benefits of driving a Scania in its peak torque range of between 1000rpm and 1500rpm, by looking at two drivers with contrasting driving styles.

'Driver A', Mark, is a Scania Driver Trainer, while 'Driver B', Alex, is an old-school truckie who doesn't mind carrying a few revs – or at least as many as an engine will allow before hitting its rev-limiter.

After completing a set test route, which takes in motorway, urban areas and rolling countryside, the drive data for the two identical trucks is compared – and it's clear Mark's steady, relaxed progress spells lower fuel consumption and fewer gear changes. That in turn means a lower fuel bill, less wear and tear for the vehicle, less fatigue and a more alert driver, while the total time taken to complete the route is actually shorter too.

"Generally up around 1500rpm you've got maximum torque and even maximum power, so there's really no need to go beyond that," says Lindsay.

"This is something some of the older truck drivers struggle with initially. Older trucks had very little torque, so they relied on engine rpm to get the wheels turning. But the bottom line is, if you're hard on the throttle you're going to use fuel."

While keeping the engine in its optimum power band is key (marked as a green zone on the truck's tacho), so is the driver's sense of anticipation – for example, rolling up to a red light to avoid stopping before it turns green, constantly assessing the changing driving environment and planning accordingly, and generally adopting a proactive approach to roadcraft.

Hills are a particular focus. Again, keeping the engine in the green zone is crucial to reducing consumption, but so is rolling off just before a crest to allow the rig's inertia to help carry it over the top, as is accelerating just before the bottom of a dip to help climb the other side.

On downhill gradients, however, there's benefit in letting the engine sit around 2000rpm – shown on the tacho as a blue zone.

"On descents it's quite okay to run the engine up into the blue area under compression," says Lindsay.

The engine braking helps slow the truck and it means the retarder is operating with maximum cooling efficiency, as the retarder integrates with the engine's cooling system.

SCANIA 101
The theory session covers basics like pre-drive checks but also looks at Scania instrumentation, cab set-up and Scania's Opticruise automated manual transmission – a 14-speed transmission with auto and sequential modes, along with a choice of power modes: Economy, Standard, and Power (and Off-Road, if fitted).

The differential is also covered in some detail, including the use of power dividers and cross locks for extra traction for 6x4 models.

Even little (but vitally important) things like the location of the lever to release the truck's grille are covered, so drivers can then check the engine's oil and coolant levels, as is the air system's interlock valve (which allows the trailer's air system to be charged with the prime mover's maxi brakes activated), the air suspension controls and more. It's comprehensive, to say the least.

While delivering the presentation, Lindsay also intersperses the 'official' information with a wealth of other info – experience gleaned over four decades of truck driving and 25 years of driver training.

Lindsay emphasises how the programme is tailored to meet each customer's needs: the theory can be condensed and delivered out on the road, while some drivers are simply allowed to drive and then given some extra guidance, if needed.

ON THE ROAD
Next we head out to our truck – in this case a G 450 prime mover with a brand-spanking 13-litre six-cylinder Euro 6 engine, in a 6x4 format and with Opticruise AMT transmission. Sadly a trailer wasn't available for the day but that won't be an issue for any actual customer tuition, as the trainers work with drivers in their own vehicles with their typical configurations.

First up is adjusting the seating and steering wheel, a vital part of keeping driver fatigue at bay.

"With the amount of adjustment on these new seats, if you can't get your seat right you're not trying hard enough," says Lindsay.

Next is a review of the G 450's instrumentation, backing up what we learned in the classroom. Scania controls all adopt the same symbols and basic patterns of layout, so drivers can switch between Scania models with ease.

The drive gives Lindsay the opportunity to run through the Scania Driver Support system – an on-board 'coaching' tool that encourages drivers to maximise fuel economy. It's a standard feature of all Scania trucks these days and can be used either with or without Scania's Communicator telematics system – or ignored altogether if desired.

Essentially this sees the truck monitoring the driver's driving style and either praising economic behaviour or offering tips to improve efficiency, via a series of messages and star ratings shown on the instrument display.

A driver is assessed in four key areas: hill driving, brake use, driver anticipation and gear use. When using the Opticruise transmission in auto mode the assessment of gear usage is deactivated, while ultimately the system gives a driver an overall percentage rating.

On the road, this proves a handy tool for maintaining smooth progress, offering gentle encouragement and a way to gauge improvement.

Effective brake management is crucial, and that's where Scania's retarder plays an important role. Essentially, it’s a fan or impeller that sits in an oil bath, the resistance it generates is then fed back to the transmission to produce a braking effect. The retarder can be activated via the lever on the steering column, by the 'downhill speed control' buttons at the bottom of the steering wheel, or by tapping the foot brake on a descent.

The retarder is incredibly effective at washing off speed. The lever (mounted on the steering column) provides five degrees of braking force, while tapping the foot brake to set descent speed is super convenient. Using the retarder to wash off speed when rolling up to a red light also improves a Scania Driver Support score, as it spells less strain for the truck's air brakes.

A BETTER BOTTOM LINE
While our drive is relatively brief, it hammers home the lengths to which Scania has gone to take the effort out of truck driving. The clever Opticruise transmission drastically reduces fatigue compared to operating a non-synchromesh or even a synchromesh gearbox, while cruise control and especially adaptive cruise control (which maintains a set distance with the vehicle in front) further simplifies the task at hand.

The Opticruise transmission also comes with a 'Manoeuvring' mode, which gives the driver some clutch control via the accelerator for a finer level of control in tight confines, like when reversing into a loading dock.

"The strain that's taken off the driver with the automated shift is enormous, as is the strain that's taken off the drive line," says Lindsay.

Even getting in and out of the cab is easy, and aided by an air-adjustable steering wheel that tilts to vertical and an air seat that drops down in an instant to provide maximum room.

Upon returning to Scania HQ, it's clear why so many Scania customers opt to complete the Peak Efficiency Programme – some 650 drivers in all in 2014. A driver who knows the ins and outs of their truck's high-tech systems can utilise that technology to best effect, not only reducing fuel consumption and wear and tear, but enhancing their comfort and well-being.

That spells lower overheads, longer product life and a better bottom line, along with safety gains that simply can't be quantified.

For more information on the Scania Peak Efficiency Programme visit www.scania.com.au/services/driver-training or see your nearest Scania dealer.