Scania R730 Quad Roadtrain: Review

Name: Scania R730 Quad Roadtrain: Review
Brand: Scania

The big-capacity V8 Scanias are doing their job well in one of Australia's harshest environments

In the north of Western Australia, Iron Ore mining is the backbone of the region’s economy. In recent times the fall of Iron Ore's price to below $60 a ton has many smaller mining operations questioning their on-going viability.

Trimming operating costs to beyond the bare bones is critical in the continued survival during these harsh economic times. One innovative West Australian transport company is trailing two Scania 730hp twin-steer prime movers in its quad road train operation to gain the upper hand.

The sun had all but disappeared over the Indian Ocean. Off in the distance a lonesome train’s whistle blew, signaling the arrival of a massive iron ore train at a nearby rail crossing. At the same time in Fusion Contracting WA's Wedgfield depot senior driver Richard Szkurda was putting his lunch bag into the cabin of the 730 horsepower Scania idling in the yard. In a few minutes he would be heading out on a 780 kilometre nightly run to collect a load of iron ore and return to Port Hedland's Utah Point unloading facility.

The two Scania's in the Fusion fleet do two 12-hour shifts each day, with a gross train weight of 171 tonnes. It’s a challenging job, not only in terms of the harsh desert conditions and isolation of the Australian Outback but also in terms of competing with the private rail-lines of BHP, FMG and new Roy Hill Mine line. On top of this, the falling cost of iron ore has forced many mines to reduce cartage rates just to remain operational.

Given these challenges, the introduction of the two new 730hp Scanias into Fusion Contracting WA's iron ore quad road train fleet 12 months ago was a decision that wasn't taken lightly. It was a well-researched one, and only after exhaustive calculations did Fusion Contracting WA' s owner Jon "Casper" Edwards agree to trail the new trucks.

“Firstly I was impressed with the Scania’s retarding ability,” Jon revealed. “Which should reduce the need to replace the trailer brake linings as often as we have been. To give you an example there are 18 axles on each quad road train set. The cost to reline the entire trailer set is approximately $25,000.

“I’d been studying various makes and options for some time to suit our fleet,” Jon continued. “I’d noticed that the power race had, in effect, simply slowed for a while after Volvo (in January 2009) broke new ground with the launch of the FH16 700. Around that time I’d read that some European commentators were wondering if Scania’s apparent apathy was in fact evidence that 620 horsepower was the limit of their long-serving V8’s power potential.”

“How wrong they were,” Jon smiled.

Scania considered its options before eventually changing the V-eight’s metal structure to the lighter, stronger composition of compacted graphite iron, or CGI, and boring the block out to 16.4 litres.

Then, among a swathe of new and redesigned components attached to this reconstituted hardware were the advanced XPI ultra-high pressure common-rail fuel injection system jointly developed with Cummins, a variable geometry turbocharger, a beefed up Opticruise two-pedal automated transmission, and critically, a substantially bigger radiator and intercooler package. The end result, of course, was a new flagship model called the R730 with a prodigious power peak of 537kW (730hp) developed at 1900rpm, backed by a breathtaking 3500Nm (2581 lb/ft) of torque on tap from 1000 to 1350rpm.

“Certainly I was impressed with new power output,” Jon conceded. “But I admit that I had some reservations as to how the Scania would perform up in the Pilbara region of Western Australia where some of the hottest days in the southern hemisphere have been recorded.

Jon’s thoughts were well founded, because in reality, most of the R730 trucks sold by Scania around the globe will not be expected to handle the rigors of multiple combinations in outback Australia. For the most part they will be sold in Europe where the 730 badge will be seen as a method of recruiting drivers and retaining their services. Even though trucks in Europe can run up to 60 tonnes, most prime movers pull single trailers and rarely go over 40 tonnes and 90km/h.

Here in the Pilbara however they would be expected to haul up to 175 tonnes at 90km/h, around the clock.

“It’s all good and well to make plenty of power,” Jon explained. “But you have to be able to get it to the ground reliably and I’ve been a fan of Scania’s Opticruise transmission for some time as our little P310 has one and it is a sturdy and reliable unit.”

“Our Scania trucks have the Scania Retarder and ACC options,” Jon revealed.

The Scania is also fitted with load and inclination sensors that are used to automatically adapt the vehicle to the optimal choice of starting gear. No action is required from the driver.

There is also a Rocking function, which rocks the truck forward or backward automatically when needed. The system identifies the need for rocking by comparing the rotation of the drive wheels with that of the front wheels. An extra smooth rocking is available in manoeuvring mode, which can be useful in ultra-slippery conditions.

The automatic clutch operates independently of driver skills and is programmed to engage fully at low engine revs. Clutch actuation is also adapted to the information from the inclination sensor and to the required starting gear. Hence, the engine speed is raised if needed to pull away cleanly.

The clutch is never slipped during gear-changes, only used to disconnect the gearbox from the engine. These functions will effectively protect the clutch and other powertrain components from mechanical abuse.

The hill-hold feature, which engages briefly after depression of the brake pedal when stationary, makes starting even more convenient. The hydro-electric control of the automatic clutch is unique in the industry, offering the benefit of particularly precise clutch actuation.

The Hardlite trailers and dollies are from local West Australian body builder Roadwest Transport and incidentally feature Swedish Steel “SSAB” which is quenched and tempered. A few of the major factors why these trailers are popular in the Pilbara region for the bulk commodities applications like iron ore haulage is their light tare weight, their ability to tip cleanly and spare parts availability.

Smooth running

Meantime driver Richard Szkurda was well on his way to the Iron Valley mine along the Great Northern Highway. Inside the cabin the ride is smooth and quiet.

All of the evidence points to something working very, very hard as the truck runs along at a steady 90km/h, but Richard explains the feeling in the driver’s seat is that it’s not working too hard at all.

“It’s much the same when it’s loaded,” Richard added. “There is no vibration from the driveline, it all runs very smoothly like a motorcar yet, at the same time, a 171 tonne combination is cruising down the highway.”

“Although the driving style is more relaxed when handling a truck like this,” Richard revealed. “It is still vital to remain very alert, at all times. Driver vigilance is paramount.”

“This combination of technologies, both from the driveline point of view and from the electronic control systems, modulating the accelerator and retarder controls, does work well in these long-distance outback-driving situations.” Richard said.

Just how well all the gizmos do their job is evident at the fuel bowser at the end of each shift. The R730 averages 630-650 litres of diesel and 40-45 litres of ad-blue per trip. To put that in perspective one of Fusion Contracting’s new Mack trucks powered by an MP10 (rated at 600hp) pulling a triple (130 tonne) uses roughly the same quantity of fuel and ad-blue.

When asked if there was a down side to the R730 Scania, both Jon and Richard agreed the lack of fuel capacity on the chassis, which necessitated the additional fitment of a gantry to house additional fuel tanks, ad-blue tank and toolboxes.

“I take my hat off to Scania for getting behind the mining industry and bringing something different to the market,” Jon said. “Sure there have been few little hick-ups but no more than we’ve had with any other brand and they’re doing a great job with high driver acceptance.”

As to how well the new R730 Scania’s are performing? Well according to both Jon and Richard they’re ticking all the right boxes and the same goes for their economy. Are they delivering the critical savings to the bottom line? It may be too early to tell, but Fusion Contacting WA is still working when other operators have had to park up their trucks, which is positive sign.

Truck Specs:

Model: Scania R730

Engine: Scania DC16 730 16-Litre V8

Horsepower: 730hp (537kW) at 1800rpm

Torque: 2581lb/ft (3500Nm) at 1000-1400rpm

Gearbox: Scania GRS0925R 14-speed overdrive

Retarder: Scania R3500

PTO: Rear EG652P

Alternator: Scania 24V 150amp

Compressor: Knorr 720, twin cyclinder, 800 L/min with air dryer

Front Axles: Scania AM 740

Front Suspension: 2 x 32 Parabollic 14,200kg with anti-roll bar