Scania Super 13-litre 560 2023 Review

We announced the arrival of Scania’s Super range of six-cylinder engines back in late 2021. The development of the engines was touted as being the biggest step forward for the Swedish company since the introduction of the New Truck Generation in 2018.

However, at that time, the Super got a bit overshadowed by the release of the Scania 770 V8, the most powerful and most aspirational engine on the Australian market. Add to that the fact that at that time everyone, not just Scania, was having supply constraints and the Super got a little left behind.

Scania Australia started taking orders for the Super in March of last year, and now, with a bit more supply of trucks coming through, we’ve finally got our hands on one for a real-world drive with a loaded B-double set for a full evaluation.

For a start, the new Scania Super is not just a new engine, it’s a combination of the engine, transmission and axles merging to give the Super a powerful, low-revving, torquey appeal that delivers up to eight per cent better fuel economy.

The new engine is a double-overhead-cam design ranging from 420 to 560hp and producing up to 2800Nm of torque. This is mated to a new-generation of Opticruise transmission and revised axles designed to drop revs and keep the truck in the ‘sweet spot’ for maximum torque with minimum fuel use – something most truck manufacturers are trying to do.

Scania said at launch that developing a new combustion engine platform from the ground up means combining a lot of existing knowledge with new ways of solving things, as well as exceeding the success of the benchmark-setting previous-generation Scania engines.

“We knew from the start that dual overhead camshafts in combination with four-valve cylinder head technology and SCR only was a requisite,” said Magnus Henrikson, Chief Engineer for Scania’s in-line engines, who drove the five-year development process.

“With the DOHC solution in place, we were able to develop the Compression Release Brake system to the expected performance level. And precise valve control from overhead cams is also a must for the advanced Scania Twin-SCR system with dual dosing of urea,” he added.

The new Compression Release Brake (CRB) is a separate system from the renowned Scania retarder, and they work independently of each other. In most Scania applications overseas, you get the CRB standard and can opt for the retarder if you’re operating in hilly terrain. However, we are told that the Supers destined for our shores will have both systems fitted as standard.

There has been no carry-over from the earlier engine range to the new one; it’s all been revised, we’re told, from the injectors to an optimised fuel pump. Also, the very heart of an engine, the crankshaft, is weight and strength optimised for efficiency and durability.

Scania’s new platform is designed and produced with the latest technology and the technical life length has increased by 30 per cent compared to the previous generation, despite extended maintenance intervals.

In 2021, Scania introduced the first of a new range of 14-speed automated gearboxes that eventually will replace all current automated Scania Opticruise solutions.

The automated manual gearboxes under the Scania Opticruise name were first introduced in the 1990s. The latest generation, the G33CM, is some 60kg lighter than before, thanks to the adoption of all-aluminium housings and smaller dimensions. Another key achievement is lowered noise, a prerequisite for meeting legal limits.

The new gearboxes offer 14 forward gears, including a super crawler and overdrive gear, as well as up to eight reverse gears with improved driveability. This opens a wider range of possibilities for many applications.

“The overdrive is only engaged when the conditions are favourable. This also means that the truck will probably do more shifting than some drivers are used to, in order to optimise the fuel savings,” said Henrikson.

“The introduction of our new Scania Opticruise opened up new possibilities for us,” Magnus says. “It has a wider spread, with a direct 12th gear and a true overdrive gear on top, which means that we can lower the engine revs at cruising speed a bit further. In combination with the fast rear axle gearings, fuel savings of eight per cent are possible.”

To that end, Scania is now introducing a new rear axle with fast gearing options; the fastest one is 1.95:1. The truck will normally try to run in 12th gear though, since that is the direct gear and offers the least transmission losses. The OD is only engaged when the conditions are favourable.

The proof of the pudding, as they say, is in the eating, and I was keen to get behind the wheel and take the Scania Super for a drive to see how all this translated into an Aussie load hauler.

Our test truck was a Super 560 R with the R denoting the R cab which is the top of the range and the one you’d choose for interstate linehaul work. Behind the prime mover, we had B-double set loaded to 60 tonnes – a real-world test in other words.

Our test route for the day was to basically take the truck from the proving ground at Anglesea in Victoria back to Scania HQ at Campbellfield – a trip that was probably a bit short for my liking so we took a few detours to add some kilometres and some hills where I could test out the lugging ability of the Super and its new engine and drivetrain.

The route would take us on some highways, freeways and ultimately some urban traffic before getting back to the depot in outer Melbourne.

The first part of the drive was a dirt-road section out of the proving ground towards the Princes Highway.

I hadn’t had a Scania on the dirt before and the ride and handling was great. The road wasn’t too bad. There were a few corrugations and some potholes but the Scania proved smooth and quiet over all of it – and well mannered. With the big load on the back I did have to be a bit careful on the takeoff not to spin the wheels, but the auto handled it well and probably compensated a bit for my sloppy accelerator work.

Out on the highway, the new Opticruise was a dream. I did notice that it was sitting in 12th quite a lot and then clicking into overdrive (OD on the screen) only when the power wasn’t on – that is, on the flat or downhill.

Uphill, it’d hang on to 12th longer than I thought practical, even below 1000rm, but I let it go and it would skip down to 10th or lower and lug up using its prodigious torque.

Smaller hills are a doddle for the Super; it’ll just click down to 12th and stay in the sweet spot on the tacho and simply march up. As the Chief Engineer said earlier, this might seem like it’s changing gear more often than the previous model, but the changes are so smooth, it’s almost imperceptible.

On the downhills, it was simply a matter of pulling back on the retarder a click or two (it is a five-stage setup) and that held us back admirably. Of course, I could have set the overspeed which would bring on the retarder and whatever else is needed to keep the truck at the desired speed, but I was having a good time and wanted to use the retarder which I believe is the best in the business.

On the flat or the freeways, I flicked on the adaptive cruise control and let the truck do the driving for a while and couldn’t help thinking how easy it was to drive these Scanias. The Super models are fitted with the new electric steering which is terrific. It’s light and direct and makes it so easy to put the truck right where you want it on the road.

On the secondary roads, I had plenty of confidence on the corners knowing that the truck wasn’t going to wander or get out of shape, and cornering was a breeze.

At the start of the drive, I zeroed the trip computer so I could see how I was tracking in terms of fuel consumption, and it was impressive. On the country section where it was highway running, with some hills, I was getting in the mid-30s (litres/100km) which roughly translates to around 2.85km/litre which is fantastic at 60 tonnes.

However, when we got into the city that changed a bit.

Around town, the Scania Super is great as well. It offers a commanding driving position with good vision all round. The mirrors are well positioned and don’t obstruct your peripheral vision and they provide a good look to the rear.

The retarder is great in the city too. You can virtually pull the truck up on the retarder if you’re looking ahead a bit and don’t get anyone jumping in front of you.

I was almost sad to ease the big Scania and its load into the driveway at Scania HQ after my drive. It had been a great real-world drive through all manner of roads and highways, and in the end, my fuel consumption for the trip was 41.76L/100km or 2.43km/litre which is pretty good in anyone’s eyes for a loaded B-double doing a city/country run.

Scania has done a great job on this new Super six-cylinder truck. It’s an improvement on the previous NTG truck, which was already a great vehicle and worthy of many accolades both here and overseas. Basically, they’ve made a good thing better – and more economical.

Specifications:
Engine: DC13 173 Euro 6
Configuration/capacity: six-cylinder inline, 12.74-litres
Power: 560hp (412kW) at 1800rpm
Torque: 2800Nm (2065 lb-ft) at 900–1400rpm
Bore and stroke: 130mm x 160mm
Compression Ratio: 23.0:1
Fuel System: Scania XPI Extra-High Pressure Injection
Emission System: Scania SCR, DPF, twin AdBlue dosing system
Transmission: G33CM overdrive with 14 forward gears, including a super crawler and overdrive gear,
up to eight reverse gears
Rear axle ratio: 2.92:1
Scania Opticruise Modes: Economy, Standard, Power
Cruise Control: Adaptive Cruise Control
Brakes: ABS/EBS7 disc brakes with Advanced Emergency Braking
Retarder: Scania R 4700 D retarder plus Compression Release Brake engine exhaust brake (354kW at 2400rpm)
Axle distance: 3150mm
Bogie distance:1350mm
Suspension: Air suspension front and rear, load transfer system
Fuel: 440L (l), 565L (r),
AdBlue: 73L
Standard features: Scania Communicator C 300, electronic stability system and traction control, lane departure warning and forward-looking camera, hill hold, differential lock, LED lights.