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F or this week's Eurotest we snatch an exclusive drive in

Scania's latest Euro-4 spec R420 4x2 tractor around our northern France route. Scania is one of only two European heavy truck makers to have majored on EGR (Exhaust Gas Recirculation) for Euro-4 compliance, MAN is the other.

One of EGR's primary advantages is its selfcontained packaging; unlike SCR systems there's no need for added liquid or tanks, yet Scania will be the first to admit the limitations of EGR,including cooling issues and an unsuitability to stop-start urban duties, in order to reach Euro-4 on its nine-litre fivecylinder and 16-litre V8 models Scania too follows the SCR path,but is sticking with EGR for its straight six powerplants and hopes to apply it to its other motors before the arrival of Euro-5.

Remove the Euro-4 decals from the cab and even the keenest Scania fan would struggle to discern that our R420 test truck is anything other than a regular Euro-3 vehicle.'Tilt the cab and it's more apparent as the EGR valve and associated pipes are in full view, The DC12-I 1 motor retains the same 127mm bore, 154mm stroke dimensions as the current Euro-3 incarnation, producing a final swept volume of 11.7 litres.

By virtue of its modular build strategy Scania's straight six shares most of its components with other Scania engines. however the 17:1 compression ratio is unique to the Euro-4 motor. Maximum power of 420hp is developed at 1,900rpm, whi le peak torque of 2,100Nin is on tap from 1,1(X) to 1,350rpm.

HP1 injection, a joint development by Scania and Cummins, has been fitted to 420hp six-cylinder engines for the past three years, however the turbocompound unit located at the rear of the motor has previously been seen only on 470hp models in the UK.This is needed at Euro-4 to retain similar power/ torque characteristics to the current R420 while overall emissions are reduced.

A GRS900R gearbox is a 12-speed-plustwo-crawlers manual. Following Scania's recent unveiling of a new gearbox series this range change and splitter box will be superseded next May, the new transmission boasting lighter weight and easier shifting.The spread of ratios in the GRS900R starts at a formidable 16.38 crawler through to the direct drive top gear. For users requiring an overdrive top the GRS0900 is available.The R420's powertrain is rounded off by the R780 single reduction drive axle, in this instance housing a 2.92 ratio final drive.

Braking duties are handled by electronically controlled discs front and back on this 3,700mm wheelbase chassis, aided by a retarder. Standard parabolic steel suspension takes care of the steer axle while the drive axle has been fitted with four-chamber air suspension since the arrival of the R series.

The R series saw the unveiling of a new cab

in Scania's high datum cab range, the Highline, measuring 210mm higher than the regular height CR19 sleeper This appears in single driver configuration, with a single bunk, some leather options, and Scania's most expensive Interactor 600 fleet management computer and multi-media system.

Ready to work with the test specification 300litre alloy diesel tank brimmed to the top, the R420 weighs in at 7,335kg complete with the retarder, a 75kg driver and a full set of alloy rims. Coupled to a Scandinavian-spec 2.6m-wide Nor Frig reefer trailer the Scania attic combination stands on the weighbridge at the current interEuropean maximum of 40 tonnes GVW.

Productivity As the low NOx shadow of Euro-4 looms ever closer the first question on even, operator's lips will be "How much is it going to cost?" Accepting that adding new technology invariably translates into a higher purchase price— around 5%, according to the market — the chief productivity consideration here is how often the diesel tank needs replenishing. Moreover, in the ease of the EGR, will Scania's diesel consumption work out more expensive than the diesel/AdBlue combination favoured by most of its rivals?

If Scania's spin can he believed the step to Euro-4 shouldn't make much difference to your fuel bill.To many this sounds an interesting proposal, particularly compared to the extra involvement required by running an SCR-supplied truck, but would it ring true out on the road?

Our opening 82-mile motorway cruise gives the R420 a chance to warm up and monitor the Euro-4's consumption for ourselves, tackling the A26 towards the Champagne region then picking up the Al towards France's capital.

At our standard 85knifh cruising speed the 12-litre six hums away sweetly at 1,350rpm, right at the upper edge of the peak torque curve, while returning almost 9.5mpg. Scania's Swedish-based press garage equipped its 315/ 70R22.5 shod Euro-4 contender with a 2.92 final drive which, according to some French Scania operators, is a fairly uncommon choice on Gallic roads. Admittedly, the high ratio diff gives the driver only 250rpm to exploit at 85km/h before the needle drops below the magic 1,100rpm peak torque threshold,yet one of the benefits of turbocompounding the Euro-4 420 lump is meaty torque delivery between 1,100 and 1,200 revs.

Even when the time comes for a downshift, such as over the legendary Vimy Ridge, the R420 requires just a single split to get the job done, and with the turbocompound unit whirring away like a mini jet engine it quickly recovers lost speed to resume its leisurely top gear cruise. Compared with the biggest V8 Scania's performance up this 2km 8% hill the R420 is a little slower at 1mM 35secs, some six seconds longer than the R580 required.

On level roads the Scania's six-cylinder lump doesn't need to be thrashed to perform. We rarely took the needle beyond 1,500rpm in our progression through the gears, moving off from rest using 1-high and 3-low then changing into high range and 4-high, followed by 5-low and a succession of half gears through to top. Choosing a full gear in the upper ratios costs a full 500rpm, leaving the motor too low in the rev range if the 1.500rpm ceiling is respected.

Although our most recent pass of the route's toughest section was made in Scania's flagship R580 we were rarely left wanting more horses at the wheel of its little brother.True,climbing a steep bank like the nasty 9% ascent out of Moufflers village shows a distinct difference in I pace, yet more tellingly the R420 makes the same ascent at 2.35mpg against 3.5mpg from Volvo's superstar FH16 610. On this hill, beginning at 70km/h and then battling up a consistently stiff climb, the Euro-4 motor looks a bit thirsty, but on the two remaining climbs with their higher approach speeds, the R420's consumption is at a more acceptable level. Overall, the R420 turns in 8.14mpg for the entire route, which compared with the two high-power trucks we've put around this route previously would appear a very healthy return.

As for journey times and average speeds, we've no complaints against the willing R420. Ultimately a modest 0.3mph difference separates the two Scani as through the tough stuff, but the overall closeness of the R420 to the supertrucks proves that for all but the stiffest mountain runs a 420 in full health will cope pretty well at 40 tonnes.

As we've already mentioned, EGR avoids the need for an additional tank, offering a lighter unladen weight and making the installation of an AdBlue supply unnecessary. However, the installation of the EGR gear adds an extra 90kg to the Scania. Even so the R420,at 7,335kg including a light driver, weighs in as reasonably competitive for a Euro-4 high roof unit.

On the road

Every time we tackle this route we mention the nasty Setques peage near the brewery town of St Omer as it's one of the narrowest examples in France and crops up only 34km into our test.At least it tests the truck's steering efficiency and ease of positioning, with only a couple of inches to spare at either side a driver must quickly gain confidence at the wheel if upset is to be avoided. Guiding the R420 through this first obstacle proved simple, and it continued to exhibit the same surefooted traits throughout. making the drive through northern France an unusually enjoyable experience.

Apart from an uncharacteristic lapse during the mid-1990s Scanias have been held in high regard as a driver's tool of choice, and nothing changes with the arrival of Euro-4.The R420 retains the knife-sharp responsiveness long associated with the brand, however the backache-inducing harshness once inflicted upon drivers of the now-legendary 142 has been dealt with through the R series' firm but comfortable cab air suspension.

A series of steep valleys down in the Somme, region gives the brakes a thorough workout, and makes us thankful that someone in SOdertAlje included a retarder in the build spec. Although the all-disc set up performs well, boasting consistent feel at the pedal, the benefits of a retarder add extra peace of mind, even if payload suffers marginally.

As in most of the R420's contemporaries the right-hand control stalk operates the retarder, offering five settings comprising four levels of retarder efficiency and a final stage where the 240RW engine brake is also incorporated.This optimum setting gives stunning retardation, permitting the driver to descend even the nastiest hills with relaxed confidence.

A second string to the retarder's bow comes into play when cruise is engaged as pressing the hill overrun control button located on the steering wheel effectively rules out the need for check braking, so motorway cruising becomes a case of relaxing in the driver's seat and turning all your attention to road conditions and the actions of other road users.

A third attraction is the speed control setting, initiated by braking the vehicle down to the required speed via the middle pedal, from which moment the truck endeavours to maintain this speed. Descending into the valley villages of Mourners and Flixecourt this feature was definitely appreciated.

Cab comfort For this Eurotest we return to the format of old, spending not only the driving day in the cab but relocating to the bunk for a night's rest. Kicking off with our time behind the wheel. the R series layout becomes more familiar with each new drive, and it continues to keep us firmly on side.With backside cosseted by quality leather upholstery and a broad range of adjustment in the perfectly-sized steering wheel, getting comfortable in the Highline cab was quickly achieved.

Although an air of quality prevails, the effect is marred by the long, high effort gear lever. In different circumstances,Scania's factory driver occupying the passenger seat could have argued that grappling with the gearlever was simply down to unfamiliarity with a left-hand drive truck, but as CM's tester has racked up more miles in the past three years in left hookers than in British vehicles that ploy clearly wasn't going to work.Try to rush the change and the shifting only deteriorates, although we learnt long ago that split second shifting and Scania gearboxes were two mutually exclusive concepts... unless you enjoy sitting hopelessly on a hill in neutral! Treat the GRS box with the same patience you'd reserve for an old Fuller and it's not bad.When Scania's new transmissions finally surface it should mean this gripe is finally put to rest. Give us a shift to match MAN or Dais finest and we'll say no more about it.

As a halfway house between the flagship Topline cab and the standard R cab the Highline is an attractive proposition for single occupancy. When the truck's on the move there's plenty of useful storage close to hand, while the dashboard layout is easy on the eye and mostly user friendly. Little details such as an angled screen in front of the dials to prevent glare show some thought has gone into the design, and clear labelling of the cruise control buttons helps a new driver feel at ease.

Admittedly, optional luxuries such as leather covered seats, steering wheel and gear lever knob aren't likely to find their way onto many fleet trucks, but even without them a Highline driver shouldn't feel short changed. In cab noise is exceptionally low, the rounded cab corners help keep wind noise to a minimum, and the straight six lump is very quiet, adding to the high-class feel.

While the Highline cab is regularly seen in two-driver configuration this one bad just a single bunk, and lots of empty space above it.The bunk is very generously proportioned in the centre, with two cut-outs behind the seats permitting optimum adjustment for the driver and passenger backrests.When it's time to retire to the sleeping quarters the seats must be slid forward and two in-fill cushions added to bring the mattress up to a consistent width. In truth, its a bit fiddly, and already isn't popular with drivers who prefer to leave their bed made up.The internally sprung bunk is excellent however.

In the past we've struggled in a tired effort to make cab curtains meet at the middle of a windscreen without revealing the door glass at the other ends, muttering against whichever penny-pinching accountant imposed such strict restrictions on material width.Thankfully in the Highline there's material aplenty for the main curtains, and these are augmented by the thick dark divider curtains, which successfully block every glimmer of morning light, An array of interior lights transform the gloom and are well positioned.

General in-cab storage will probably attract criticism from drivers.There's a reasonable amount of space beneath the bunk, although this is marred by the side locker's small aperture and a moderately-sized shelf is located above the screen, but as this lacks any doors its usefulness is again restricted. Scalia tells us that this issue will be addressed in the very near future. Installing a locker unit in the void above the bunk a la Mere or Volvo would enhance the storage and make better use of the Highline's not inconsiderable space.

Overall, we enjoyed an excellent night's sleep in the cosy Highline, impressed not only by the much improved bunk, but also by the well insulated cab, maintaining the warmth while keeping out external noise. and the general high quality build.which should endure many years of consistent use. •

Scania's 42012-litre has enjoyed a solid reputation as a frugal motor since its introduction in the 4 series. With the leap to the R series, and Euro-4, it looks quite capable of retaining the respect of both operators and their accountants.

If production trucks fare as well at Euro-4 as this test truck those earnest proponents of SCR may have their work cut out convincing us that adding AdBlue is the only way to go. True, an EGR truck like this is really going to do the business only on medium to long haul runs—subject it to too much work in town and it could make a bit of a dent in the profits, but as our test finds it's just as happy tramping along secondary roads as cruising along the Continent's immaculate autoroutes.

As for the rest of the truck, there's not a lot wrong with the Highline cabbed R series. It's a joy to drive, save for the cumbersome gearshift, handling mixed terrain with the quiet assurance we've long associated with trucks built in Europe's most northerly territory, and when it's time to switch off the engine and catch up on some rest the Scania fulfils that brief comfortably too, albeit after some pre-sleep cab adjustments.

Early reports from operators confirm decent reliability with the R series, avoiding some of the pitfalls that came with its predecessor, and few trucks keep their value like a Scania, boding well for the model's future. Now, with an impressive performance at Euro-4, the reasons for not considering the mighty Swede have been reduced even further.