In plenty of different configurations, Scania has made its new truck available to the media in Sweden
The biggest negative about driving the new range of Scania trucks
is that they won’t be in Australia for a while – a long while.However, Scania’s Global Head of Sales and Marketing, Christian Levin said that Australian truck owners "won't have to wait as long as they did for the [Mercedes-Benz] Actros". To put that into perspective, it will definitely be here inside three years, and maybe closer to two. But meanwhile, Levin said that the current model will continue in the marketplace and continue to be developed: "The existing product will be retained for two to three years," he said at the launch in Sodertalje, Sweden. "It’s a quality vehicle with good reliability. It’s well accepted and many customers want it, so we will continue to develop the current model."
But while that’s happening, the New Generation Scanias will be rolled out across Europe and the rest of the world in stages.
Scania has developed all-new cabs for the new trucks based on the current P, G and R cabs but with the addition of a top-spec S cab which we may or may not get, according to Scania Australia boss Roger McCarthy: "We haven't completely ruled out getting the S cab," he said, "But it depends on how the front axle weight ends up when we specify the truck for our market."
The new cabs are based on a 'modular' system which means that owners can mix and match components to suit their needs."The challenge is creating a flexible range of cabs that can… offer the right solutions and right functionality for all applications and needs," says Göran Hammarberg, Head of Cab Development at Scania. "Despite the fact that needs can differ radically in different driving situations and assignments, our goal is for all drivers to be able to feel confident that no one else can offer a better solution for their particular truck and the conditions they work in." Scania finds the solution to that challenge in its modular system, the concept whereby Scania can always offer highly specialised solutions based on a relatively limited number of basic models.
The modular system also simplifies spare parts supplies, allowing a customer's trucks to get back to work more quickly after a repair.
Scania told us that the interiors of the new cabs have been designed to offer the driver optimum driving and resting space, and it shows. Driver's seat adjustment options are now more generous – all drivers between the height of 150cm and 200cm should be able to find a comfortable driving position.
Vision from the cab has also been improved thanks to the driver's seating position being moved closer to the windscreen and slightly to the left (or the right in our market). A lot of effort also went into the design of the A-pillars in order to optimise the side-angle field of vision. The entire dashboard has been lowered slightly compared to previous models, which makes a big difference to forward vision.Storage capacity is designed with the focus on availability and flexibility and can be supplemented with features such as shelves, hooks and nets to suit individual requirements. The lower bed as well as an optional upper bed can be specified in a variety of designs based on individual needs and comfort requirements.
When it comes to the infotainment system, there are a number of options and functions to choose from. It basically boils down to two well-integrated systems with 5" or 7" screens. Integrated steering wheel controls are standard, as is voice activation via a microphone in the roof.
The ergonomics in the cabin are fantastic and it's easy to see that a lot of work has gone on here.TRANSMISSION AND DRIVELINES For the new trucks, Scania has retained the engines from the existing models, that is the six-cylinder 13-litre engine in 410 and 450hp variants, and added a new 500hp model with an increased torque figure (2550Nm) over that of the 450hp version (2350Nm). Added to that are the V8s with either 520, 580 or 730hp and 2700, 2950 and 3500Nm of torque respectively.At the launch, Christian Levin said that the V8 engine gave the company a point of difference: "We're the last company to have a V8," he said. "It's the highest-torque engine in the industry. It's better in hilly topography, has longer life and is more reliable. The V8 is a lot of drivers' choice too and offers some operators better driver retention. "We will continue to modify the V8 to get more torque as it gives us a unique place in the market," Levin said.
Scania says that the engines have been tweaked for the new trucks and will offer a fuel consumption reduction of three per cent.
The big news in the transmission department is the addition of a layshaft brake in the Opticruise AMT which Scania says gives a reduction in shift times of 45 per cent.
Instead of using synchro rings to synchronise the different speeds of the countershaft and main shaft in the gearbox during gearshifts, as in most conventional gearboxes, Scania now uses a layshaft brake when upshifting.
"This technique is hassle-free, and it makes a big difference when it comes to driving experience and performance," says Magnus Mackaldener, Head of Transmission Development. "Thanks to the layshaft brake our most popular gearbox for long-haul trucks, the GRS905, shifts up a gear in 0.4 seconds, which means that gearshift time has been almost halved."
SERVICING
Around a year ago, Scania began rolling out Scania Maintenance service with flexible plans in all markets in Europe, a process that will be almost fully implemented when the new generation of trucks is introduced.The bespoke servicing is based on the idea that all trucks are connected and it is their actual usage data, rather than the traditional mileage or calendar method, which determines how they are to be serviced, according to the specific maintenance contract between Scania and the individual customer. This may mean that oil-change intervals could be up to 150,000 kilometres, provided the operating conditions are suitable and so long as Scania's long-life oil is used.Scania Australia's Roger McCarthy said that when the trucks are released here, this is the way we will operate. "We will have individual service and maintenance contracts with the operators and we'll be able to tailor the service intervals to the trucks depending on their usage," he said. "That way we can maximise profitability and minimise downtime for the owners," McCarthy added.
ON THE ROAD
So how does all this come together on the road? Well, I have to say that this is one hell of an impressive truck.We had a full day to test virtually the entire range of the new Scanias. The company had prepared 15 laden trucks for us to put through their paces from an R450 car transporter at 29.5 tonne to an S730 combination at 58.8 tonne. Each truck was configured differently for different applications and one of my favourites was an R500 6X2 timber truck and five-axle dog with a length of 24 metres and weighing in at 53.3 tonne.
Climbing into the cab, the first thing to notice is the ergonomics. Everything was laid out in a logical fashion and I could reach everything, even the furthest air vent, without having to lean out of my seat.
There are a host of buttons on the steering wheel to cope with the audio system, cruise control, phone functions and the driving mode. I learned that you can toggle through the drive modes with just one button and change on the fly, as we did on plenty of occasions. This means that as the topography changes, you can shift from economy mode, through standard to power mode if it gets hilly – very handy.
The power delivery is great and the new layshaft brake in the Opticruise makes for snappy gear changes which we noted when we stopped to test the hill-hold function. On an incline, the hill-hold will stop the truck rolling backwards for up to four seconds while you get going. I found from take-off in power mode, the gearbox would automatically select the crawler gear (normally you'd have to depress the right-hand steering-column stalk to get crawler gear) before shifting into first and then on up the gears.
The 2550Nm of torque got the 53.3 tonne timber truck going quickly and smoothly. Noise levels in the cab are remarkably low and we could easily hold a conversation without raising our voices even under heavy acceleration. An excellent audio system is on hand should the conversation not be to your liking.
Scania's retarder system is worth noting here too. Drivers can use the retarder two ways – either manually on the steering column stalk where you have up to eight settings, or by tapping the brakes on a descent where the retarder will hold the vehicle at the speed indicated when you tapped the brakes. The speed can then be adjusted using the steering-wheel-mounted cruise control switch.
The system uses the retarder, the exhaust brake and the fan in combination to decelerate or hold the truck. It's a great system and works a treat.
On Scania's test track we had a series of tests which we could run the trucks through including the 'moose' or swerve test, the 'mother-in-law test' (don't ask me!) which incorporated a number of swerves, a suspension test which had a series of ripples in it, and the aforementioned hill-start test.
Through all these tests, the new Scanias were hard to fault, and although nothing's perfect, these trucks are closer to it than most. I searched to find faults – the fit and finish is certainly up with the best in the world even by car standards, the engines and transmissions are top notch, the ergonomics as we’ve mentioned are terrific… we just need to get it here!
Specifications:
Engine: 13-litre in-line six cylinder diesel SCR
Displacement: 12.7 litres
Firing order 1-5-3-6-2-4
Valves per cylinder: Four
Bore x stroke 130x160 mm
Compression ratio 20:1
Fuel injection: Scania
Emission control: Scania FGT, DOC, DPF, SCR
Max. exhaust braking: 256kW at 2400rpm
Oil capacity 43 litres
