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R is for refinement
Page 46
Page 48
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The tatest refresh of Scania's R-Series cab and driveline has answered many of the criticisms levelled at it by CM. So what will it offer the UK's hard-pressed operators?
Words I Images: Brian Weatherley It's a brave truck-maker that
launches a new truck in one of the worst recessions on record. Yet Scania is adamant that the time is right. "The timing for the new R-Series is perfect." Given that pundits are predicting a levelling out — and, in some cases, slight growth — in economies across Europe, there's no doubt that when the truck market eventually picks up, Scania will be able to take advantage with its heavy truck range.
The latest R-Series addresses many of the criticisms levelled at the old range, both inside the cab and out. CM attended the launch in Sweden to check out the following changes that will be progressively introduced on right-hand-drive Euro-5 models between now and March 2010.
Outside
Externally, while the R-Series cab looks similar to its predecessor,
Scania's stylists have made some subtle tweaks to the grille and front bumper, with its more distinctive horizontal bars and bigger badge. The revisions are more than just cosmetic, though.
Detailed work on the air intakes in the new grille has improved the air-flow into the engine compartment, which, says Scania, "means we can cope with the cooling capacity requirements for Euro-6".
The front bumper has also been reworked to make the fitment of forward-looking radar units used in adaptive cruise control systems easier. Optional daytime LED running lights and high-pressure headlamp washers are also available.
Further down the chassis, there is a more aerodynamic set of side skirts, which offer a modest 0,6% improvement in fuel economy. The side fairings incorporate a step up to the catwalk, and, together with a relocated battery pack at the rear of the chassis, they allow larger fuel tanks to be fitted — up to 1,500 litres per 4x2 tractor, even when fitted with an SCR engine.
Inside
By far the greatest attention has been concentrated on the R-cab interior, though. It comes with a choice of no less than four trim colours, plus a new dashboard that incorporates a revised central storage unit. Indeed. storage space in the R-Series cabin has been boosted, with extra shelves above the doors and in the latest dashboard. The door pockets can also hold two large bottles.
On the passenger side, the glovebox opens up to reveal a fold-up table suitable for eating off or for using as a desk.
Scania's attention to detail continues to impress, with the use of non-slip mats, multiple cup holders, a large drawer for an A4 clipboard and the option of a readywired dashboard mounting for a coffee machine.
However, the most welcome change from a driver's perspective has got to be that Scania has finally ditched the previous bottom bunk — a source of constant criticism, not least in terms of having to work with extra foam in-fills and pull-out trays to make a full-width bed. Having resisted calls to extend the rear of the R-Series cab (and, therefore, remove the continued need for seat cut-outs in the
mattress), it has instead come up with a clever solution to creating a larger bed by fitting a bottom bunk that pulls out from the normal 730mm width to 900mm.To operate the slide-out unit, the driver pulls up on the bar along the bunk base, having first moved both seats forward via foot pedals.
To return the bed to its running position, you simply raise the bar again and push the bed back. It's clever that the extendible mattress has pocket springs — and the bed base can also be lifted to provide normal access to the storage bins beneath (to see a video of the bunk in action, go to www.higlorryblog.com).
CM understands that since the sliding bed is likely to be one of the last of the interior changes to filter through on right-hand-drive chassis, a retrofit programme may be offered. Meanwhile, other minor tweaks include a new remote central locking system, a sunvisor on the driver's side, and new audio and sat-nay systems
Behind the wheel
There's no doubt that the latest two-pedal Opticruise is a marked improvement over the old model — not least because there's no clutch to worry about when starting or stopping. During a morning's drive of two fully-laden 40-tonners, over some undulating, hilly Swedish country roads, we were impressed by the speed and smoothness of its changes, and, unlike some rival autos, it's happy to shift up the box at modest revs, even in mid-range gears, without any prompting.
It has also lost its indecisiveness when pulling away at T-junctions, and the low-speed manoeuvring function offers excellent control, whether you're going forwards or backwards. Another compelling reason to ditch the optional clutch pedal version.The low-down pulling power of the latest Euro-5,13-litre six-pot (launched last year) is also noteworthy, especially the 480hp version, with its maximum torque of 2,500Nm — CM's choice for 44-tonne operations. The 480 is certainly well-matched to the faster 2.59:1 back axle and will bumble along happily in top at 40mph-50mph at 1,000rpin on the flat (no, really) without any complaints.Those lower revs can only be good for fuel economy. •