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It's the rea thing
Page 70
Page 71
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Back in 2002 Commercial Motor took a Euro-3 4x2 Scania R164 tractor around our three-day Scottish route; now the 2002 crop is appearing on the used market it's time for a retrospective.
Back in 2002 we felt Scania suffered from a fear of going stale — which explained why the Swedes offered three different engines, all of them hugely impressive, in its R-cab flagship tractor.
The strongest contender, in numerical terms at least, was the R164 580: a 16-litre V8 putting out a nominal 580hp but rated at a true 571hp, with a breathtaking 2,700Nrri of torque.Then there was the R124 470; a high-tech turbo-compound version of Scania's 12-litre straight-six. With an actual 464hp and 2,200Nm on call this sixer was ready and able to haul 44 tonnes across continents and was significantly lighter than the V8.
This led us to wonder why Scania had developed a 480hp version of the VS. It could only muster nine more horses and 100Nm more torque than the straight-six (over a narrower rev range, to boot) and for that you had to pay an extra £3,300.
This 4x2 tractor came fitted with the familiar CR19 Topline Classic high-roof sleeper cab and Scania's recently introduced Classic trim package, which featured a Coca-Cola-style badge and the truly awful slogan "Lifestyle on the move".
Penthouse perks
The Classic spec ranged from luxuries like black leather seats, a massive spotlight bar, a table, CB radio, a "rear wall storage module" and wood-effect trim to more functional goodies including alloy wheels, fog and spotlights, a trip computer, electric mirrors, a VBG sliding fifth wheel, side skirts, an alarm and immobiliser, locking fuel cap, a compressor fitted to the fridge compartment and twin 700-litre fuel tanks.
But arguably the best of the Classic extras was the integral hydrodynamic retarder. It added 128kg to the kerbweight, but proved invaluable on hilly ground. Used with the cruise control system it offered programmed speed control down hills. The gearbox was the 12-speed synchro GRS900 with a threeposition gate, range-change and splitter, rather than the GRS920 fitted to the 580hp model. However, the ratios were the same, as was the final drive.The spread of ratios wasn't as wide as with the now-common 16speeders, but there were also a couple of unsynchronised crawler ratios.
Vehicle: Scania R164 LA4x2NA 480 tractive unit with Topline CR19 cab
Tested: 27 June 2002 Specifications Engine: Scania DC16-02 (Euro3) charge-cooled diesel with EDO-controlled unit injection Maximum power: 473hp (353kVV) at 1,900rpm
Maximum torque: 2,300N m (1,6961bft) at 1,100-11200rpm Transmission: Scania GRS920 14-speed manual gearbox (range-change and splitter) Capacity: 15.6 litres
Design GVW: 19,000kg Axle design weights: Front, 7,500kg; rear, 11,500kg Operational trial results Average speed: 75.2km/h Average fuel consumption (three-day Scottish route): 7.59mpg (37.21it/100km)
Current retail value: (51-plate) £38,500 (ex-VAT). Sold new, re-purchased and sold again by Keltruck; price given by David Morgan for vehicle in exceptional condition.
List price as tested: £77,785 (ex-VAT); includes basic vehicle £74,750; radio-cassette, £130; jack, £51; axle load meter, £84; 385/65 tyres, £338: alloy rims, £50; chassis colour, £812; light bar and lights, £900; frldge, £670; twin 7001it tanks, £756.
The lowdown
On the face of it the 480 doesn't offer such good value as the turbo-compound 470. It's heavier, it's more expensive and inmost conditions its fuel consumption is not as good.
After three years its value has dropped to just £200 more than the 470 and if you're operating on ordinary trunk routes most of the time we'd have to say that the 470 is the better buy.
On the other hand the 480 is better than the 580 and it's £3,700 cheaper. It retains the fantastically easy (almost gear changefree) driving of its big brother, as well as its peerless refinement. The in-cab noise figures, in particular, were truly amazing. But we still don't like that fake wood trim.