1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
36
37
38
39
40
41
42
43
44
45
46
47
48
49
50
51
52
53
54
55
56
57
58
59
60
61
62
63
64
65
66
67
68
69
70
71
72
73
74
75
76
77
78
79
80
81
82
83
84
85
86
87
88
89
90
91
92
93
94
95
96
97
98
99
100
101
102
103
104
105
106
107
108
109
110
111
112
113
114
115
116
117
118
119
120
121
122
123
124
125
126
127
128
129
130
131
132
133
134
135
136
137
138
139
140
141
142
143
144
145
146
147
148
149
150
151
152
153
154
155
156
157
158
159
160
161
162
163
164
165
166
167
168
169
170
171
172
173
174
175
176
177
178
179
180
181
182
183
184
185
186
187
188
189
190
191
192
193
194
195
196
197
198
199
200
201
202
203
204
205
206
207
208
209
210
211
212
213
214
215
216 
Tester's impression: Last year Scania launched its new P. R
Page 47
If you've noticed an error in this article please click here to report it so we can fix it.
and 1-Series cabs. This coincided with a raft of new engines, interior decor and enhanced ergonomics which tended to overshadow the arrival of an extended day cab. OK, so stretching a cab by 190mm might not seem such a big deal, but the day cab is a much ordered item and when it comes to parking up for that 45-minute break a little extra space behind the seats to recline and relax makes all the difference, particularly when the alternative is sitting bolt upright.
The shorter day cab is sill available as an option but we'd definitely recommend the new day cab —not least because a comfortable driver is a happy driver. In these days of driver shortages wise hauliers will want to keep their drivers happy, and 190mm doesn't seem much to ask.
Scania always scores well on cab comfort, despite well publicised grumblings about the P-cab. We certainly found there was enough space to the left of the clutch for our size 11 s, and the seat offered first-class comfort.
Scania joins Volvo and MAN-ERF at the smaller end of the capacity league in our group with the 10.6-litre DC11-09. With 375hp on tap it easily holds its own on the road. The peak torque band runs from 1,100 to 1,300rpm before it drops away. There's plenty of power from 1,400rpm, extending to its peak at 1,900rpm, but unlike the MAN D20 there is a trough between peak torque and the rising power band. The eight-speed directdrive top gear gives you 50mph at around 1,500rpm; at 40mph it drops nicely into the bottom end of the torque band. At 32 tonnes an eight-speed box inevitably lacks the top-end versatility of a 16-speeder but further down the box you won't notice any difference. When fully freighted it's better to get the wheels moving in first, using third and fifth to gain some momentum.
The interior is well laid out with the PTO and tipping control to the right of the drivers' seat. It was all pretty effortless, despite needing two people to close the rear door after discharge (new products are always a bit stiff) we barely broke into a sweat.
The payload of 20,700kg is bang on the mark for competitiveness.
If there's one thing all manufacturers should take note of it's the driver's mirror. This one was ideally positioned below eye level; it allowed for excellent forward vision
into roundabouts and 1-junctions.