Scania R660 2026 Review

At first glance, the 2026 Scania R660 appears to be exactly what you would expect.

It's a large, premium European truck with a V8 engine, a measured amount of stainless steel and enough electronic assistance systems to make you briefly wonder whether it could manage the trip on its own while you stopped somewhere around Euroa for a sandwich.

But that's missing the point. The real question is not what it looks like in a brochure, or even what it promises in a specification sheet. It's what happens when you load it to 60 tonnes, point it north on the Hume Freeway and ask it to do the same job that thousands of trucks do every single day.

Our test vehicle was coupled to a B-Double combination via a JOST JSK37 fifth wheel, hauling a Freighter T-Liner straight-deck set at a full 60 tonnes GCM.

This wasn't a launch event with curated routes and carefully staged photo opportunities. Instead, it was a Tarcutta-style changeover run along the Hume, a road that offers everything from smooth open highway to sections that feel as though they were last inspected sometime during the Hawke government.

It is, in every sense, an honest place to test a truck.

By the time we reached Melbourne’s northern fringe, traffic had thinned enough to allow a simple experiment to take shape. The idea was straightforward. Keep the truck moving for as long as possible.

Using Scania’s Eco-roll function, the driveline disengaged as we approached intersections, allowing the truck to coast forward while quietly preserving momentum.

There's something unexpectedly satisfying about this: a 60-tonne combination behaving with the restraint of a cyclist easing toward a set of lights, hoping they'll turn green at precisely the right moment. More often than not, they did, and when they didn't, the system simply re-engaged and carried on without fuss.

Once clear of roadworks and traffic restrictions, I set the cruise control to a steady 95km/h. I could have lifted it to 100 clicks on the limiter, but this run was about measuring fuel efficiency against productivity.

It was here that the nature of the truck began to shift. Rather than feeling like a machine that required constant input, it became something that required only occasional supervision. Adaptive cruise control, predictive systems and automated gear selection worked together in a way that felt cohesive rather than complex.

The 16.4-litre V8, producing around 3300Nm of torque, sat comfortably at low revs, pulling the full 60 tonnes with a calm, unhurried confidence.

On the return journey, with a more deliberate focus on driving technique, it became clear that these systems are not just intelligent, but cooperative. In the hands of a driver willing to work with them, rather than against them, they deliver measurable improvements in fuel efficiency.

Trucks, however, are not judged solely by how they perform on the move. They are judged just as much by how they feel after several hours behind the wheel.

The extended cab and Highline sleeper fitted to the test vehicle are clearly designed with long-distance work in mind. The additional 270 millimetres of space does not sound significant until you attempt to do without it.

In practice, it allows easier movement within the cab, better access to storage and enough room to leave the lower bunk in place without constant rearrangement.

For drivers spending extended periods away from home, this transforms the cab from a workspace into something closer to a living space. The lower bunk, wide enough for king single bedding, reinforces this, while the Highline roof provides the standing room and vertical space needed to make daily routines more manageable.

Other nice touches include the premium driver’s seat with armrests, “Exclusive” dashboard (black with red trim upper section, dark sand lower section), premium leather seat upholstery with embossed V8 logo and peripheral red stitching, and suspension units for both seats.

You also get black leatherette door panels with V8 styling, along with side and rear storage compartments.

Ride quality is another area where the Scania R660 distinguishes itself.

Fully loaded, the truck absorbs the imperfections of the Hume Freeway with plenty of composure, and expansion joints, rough surfaces and the occasional pothole are managed with minimal disturbance to the cab.

The result is a driving experience that feels controlled and settled, with low noise levels and reduced vibration contributing to a noticeably less fatiguing environment.

Within Scania’s V8 range, the 660 sits between the more modest 590 and the flagship 770, offering a balance that feels well suited to Australian linehaul conditions.

With 3300Nm of torque available, it has the capacity to maintain momentum on grades and handle heavy combinations, while avoiding the additional cost and potential fuel penalty associated with higher-output variants.

With 14 forward ratios and a design capacity aligned with the engine’s output, the G33CH1 Opticruise transmission operates with a level of awareness that becomes apparent over time. Gear selection is managed intelligently, with the system skipping ratios where possible and selecting them carefully where necessary.

Combined with Eco-roll and GPS-based predictive systems, the truck approaches changes in terrain with a measured and deliberate response.

The integrated retarder complements this by providing up to 4700Nm of braking force through the driveline. On long descents, it delivers controlled deceleration without excessive reliance on service brakes, contributing to both safety and reduced wear.

For all its refinement, however, the true value of the Scania R660 becomes most apparent when viewed through a financial lens.

Repair and maintenance programs, typically priced at around 13 to 14 cents per kilometre, provide a level of predictability. Over a four-year period covering 800,000 kilometres, this equates to a known cost between $104,000 and $112,000.

When combined with vehicle financing, total fixed costs often fall within the range of 40 to 50 cents per kilometre. This transforms the truck from an uncertain expense into a manageable business asset, allowing operators to plan with confidence.

Fuel remains the largest variable. At approximately 111,000 litres per year, and a diesel price of $2.56 per litre, annual fuel costs approach $284,000. However, improvements in efficiency of 8 to 10 per cent might translate into savings of between $22,000 and $28,000 annually.

The Scania R660 is not the most powerful truck available, nor is it the least expensive. Instead, it builds its argument gradually, through consistent performance, measured efficiency and a level of refinement that becomes more apparent the longer you spend with it.

You could argue it's also helping to redefine how trucks are purchased because in business terms, the traditional focus on upfront purchase price is becoming less relevant. What matters more is the known cost per kilometre to own, lease and operate the vehicle over its working life.

And on that measure, the R660 presents a compelling case.

Engine: DC16 16.4-litre 90-degree V8 (122 Euro-6 SCR)
Horsepower: 660hp (485kW) at 1900rpm
Torque: 3300Nm (2434 lb-ft) at 950-1400 rpm
Transmission:  Scania G33CH1 Opticruise 14-speed automated with Eco-Roll
Cruise Control: Adaptive Cruise Control with Active Prediction
Retarder: Scania R4700D
Front axle: Scania AM640S
Front suspension: Air front springs with anti-roll bar
Rear axles: Scania RBP662 diffs 3.07:1 with DCDL
Rear suspension:  Scania four-bag air suspension
Brakes: Discs all round with EBS, ABS and traction control
Park brake: Electronic
Fuel tank:  875L (565L – Left) (310L-Right)
AdBlue: 73L
Safety: EBS with integrated ABS and traction control