First 4-Series driven to UK
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EXCLUSIVE
by John Kendall • "Would you be interested in driving one of the first right hand drive 4-Series back to the UK?" The call from Scania came about a week before we were due to fly out to Sweden for the 4-Series launch.
We were interested!
The plan was simple, bring the first two right-hookers back from the Scania factory at Sodertalje near Stockholm to Scania's UK headquarters at Milton Keynes. The quickest way is to drive across Sweden to Gothenberg and catch a ferry to Immingham on Humberside.
That was too easy and in any case, the idea was to spend time behind the wheel, Although we had driven the 4-Series for longer than is generally possible at a press launch, there is no substitute for an extended drive, with time to appreciate the good aspects and be irritated by the bad.
Our route was to take in five countries and two sea crossings over three days: not an unusual run for an international haulier.Until the summer, UK customers will only be able to choose between the new 400hp 12-litre engine or the 530hp variant of the 14-litre vee-eight in Euro-2 guise.
Naturally we hoped to have one of each for this event and with luck, one would be fitted
with the Opticruise automated gearbox. As it turned out N364 DNK and N374 DNK were both identical-specification R144 530 4x2 Topline tractors.
Specification included Scania's 14-speed range-change and splitter box, but neither had Opticruise, The Scania Retarder was also on the equipment list. Electronics link the brake pedal, exhaust brake and integrated retarder to minimise service brake use.
When the brake pedal is pressed with the system on, it will bring in the retarder and exhaust brake before applying the service brakes.
Suspension
All 4-Series cabs are fitted with four-point air suspension as standard. Full chassis air suspension is available but our vehicles were equipped with the more conventional front parabolic steel/rear air arrangement. The driver and passenger seats were also air suspended. We should stress that these were early build trucks with equipment yet to be added in the UK so refinements such as cab heaters and radios were missing, but we were glad the optional double-glazed side windows had been fitted.
We set out from Sodertabe at around 10:00hrs on 1 December. It was a bright crisp morning, following overnight temperatures of around -3°C. Snow was still lying in patches but there had been no fresh falls since our arrival the night before. We opted for N364 DNK. Both tractors were pulling identical Montracon triaxle box semitrailers loaded with concrete blocks to 38 tonnes.
By the time we had reached Norrkoping 130km further south, the remaining snow had cleared. The roads were mostly dual carriageway with barely a hill in sight. Traffic density in Sweden is a dream compared with the UK—jams are about as likely as free beer. About 50krn beyond Linkoping, the E4 runs beside the Vattern lake down to Jonkoping at the southern end, another 50km on. Darkness falls at around 15:00hrs in Sweden in December so we were unable to appreciate its charm vision and progress was further impaired by thick fog which we encountered around the lake. Thankfully it lifted as we headed towards Gothenberg, home of Scania's Swedish rival Volvo.
Frequent ferry users who have looked at the Scania folding step and doubt that it will work in the cramped spaces on board a boat needn't worry. Even if you can touch the truck next door, the door will open far enough to drop the steps.
Impression
So what of the truck on the first day? Our subjective impression was that it was quieter than the models we drove on the launch a few weeks before, The Volvo FH and MAN F2000 face a fresh challenge for the title of most refined truck'. The vee-eight was a distant and pleasant rumble accompanied by little else. Wind noise was extremely low, a notable contrast to the lveco Ford EuroStar 520 (see page 30), while road noise was negligible. The combination of refinement and the excellent float-free ride give the feeling of luxury coach travel rather than driving a truck.
Pulling power from the veeeight was impressive but we had found few hills to challenge it at that point in the journey. We had to reserve judgement on the steering.
Our initial impressions were that it was a bit woolly—not at all like a Scania. We had covered the first day at a remarkably quick average speed of 8 0 km/h (50mph). The crossing to Kiel takes around 12 hours and we were rolling off the ferry at 09:00hrs the next morning. It was a day of endless autobahns down through the northern German industrial belt; Dortmund, past Essen to Dusseldorf and Aachen. A case of cruise control on and away.
We like the repositioned cruise switches, shifted from a dashmounted rocker on the 3-Series to the end of the indicator stalk. The moulded shape means it is easy to select the functions without looking down.
Again, there were few gradients to challenge us on the way. Our average speed dropped to 78.0km/h for the day.
That night gave us a chance to sample the big bunk. Luckily the temperature had risen steadily as we travelled west so our heater-free cab offered suitable shelter from the Belgian drizzle.
And that bunk (mounted on the front wall) was certainly big. We were not so sure about getting into it though. The less agile may find it a challenge using either the fold-down ladder or flat folded driver's seat back. The ladder rungs are by necessity thin and hard on shoeless feet. Using the seat backrest gives fewer steps up, but once there it's fine. The switch panel for the interior lights, roof vent and central locking are on the passenger side, where the heater controls would also be, leaving little choice which end your head should rest.
Without a radio it was difficult to know if it can be reached. And where do you put magazines, glasses etc? Open one of those overhead lockers and use the fold-down lid. It should support a TV, says Scania, even if it doesn't look up to it.
We're still not sure that drivers will unpack their bags and stow their neatly ironed denims (sic) in these lockers either, but there's plenty of room to stow bags for those who won't.
A good night's sleep later, we'd give the bunk the thumbs up for its deep mattress, well positioned lights and plenty of room. We look forward to trying one with a heater for our 1996 cab test, Day three and hills at last! We doubled back slightly to pick up the E42 south through Spa. Speed dropped to around 45km/h in 5L on the steeper climbs and we managed to control the speed on the steep drops on the retarder and exhaust brake alone. Either touching the button on the end of the retarder stalk to select the speed required, or using the stalk to set the retarder manually gave safe descents at 75 to 80km/h: very impressive.
Our chosen route across the Ardennes was closed for repairs so we had to settle for a much simpler route before rejoining the motorways and heading for the Normandy coast. A flip of the coin had decided which truck should cross by ferry; we had drawn the Channel Tunnel.
We were loaded straight away, £470 lighter for the oneway trip and the first truck on the second half of the train. An hour and 12 minutes after we had passed through the tunnel customs check in Calais we were passing the motorway signs for the M20 in Kent. A phone call confirmed that N364 DNI{ was the first Scania 4-Series on British soil.
N374 had been some 20min ahead of us, but was just leaving Calais as we touched British soil. The sign boards had displayed misleading departure information for both Stena Sealink and P&O. N374's team bought a ticket for Sealink as the indicators were listing the 16:45 crossing next. Having parted with ..£400 they were told the 16:45 was full and they would be booked on the 17:45. As the P&O boards were displaying a next crossing time of 18:30, it still looked the best bet.
Not so. By the loading gantry, the next P&O crossing was listed at 17:15. A request for a refund from Stena Sealink was met with a blank refusal, although a credit card had been used for payment. An interesting strategy to beat the tunnel.
Winner
After three days behind the wheel, it is clear that Scania is on to a winner with the 4-Series. It could set new refinement standards for a sleeper cab and offers one of the most comfortable driving positions available. The retarder makes a clear case for itself but we guess that price will limit its appeal in the UK.
lithe new truck upholds the Scania reputation for reliability and good running costs, we doubt that orders will be slow.
You can be sure that as CM brought the first one into the country, we shall bring you the first full roadtest.
Watch this space...