AT THE HEART OF THE ROAD TRANSPORT INDUSTRY.

Call our Sales Team on 0208 912 2120

H enry Ford would never get away with "any colour

27th June 2002, Page 30
27th June 2002
Page 30
Page 31
Page 32
Page 30, 27th June 2002 — H enry Ford would never get away with "any colour
Close
Noticed an error?
If you've noticed an error in this article please click here to report it so we can fix it.

Which of the following most accurately describes the problem?

you want, as long as it's black" these days. Almost ioo years after the Model T, product diversity is everything, with a niche market for every prod

uct, and niches within niches. That might explain why Scania feels the need to offer not one, but three different engines—all of them hugely impressive—in its R-cab flagship tractive unit.

The strongest contender, in numerical terms at least, is the 12.164 580: a i6-litre V8 putting out a nominal 58ohp (actually 571hp, but who's counting?) with a breathtaking 2,7ooNm of torque. Then there's the R124 47o; a high-tech turbo-compound version of Scania's 12-litre straight-six.

With an actual 464hp and 2,200Nm on call this sixer is ready and able to haul 44 tonnes across continents. It's also as refined as a Buckingham Palace garden party, reasonably thrifty and, of course, a fair bit lighter than the fire-breathing V8.

So why did our Swedish churns bother to develop the 48ohp version of the V8 tested here? It only manages nine more horses and ooN in more torque than the straight-six (over a narrower rev range, to boot) and for that you'll pay an extra 3,3oo.

So is there some extra quality to the V8, apart from the almost magical significance of that engine layout? And if so, is it enough to outweigh the proven extra efficiency of the turbo-compound technology?

PRODUCT PROFILE

This 4x2 tractor is fitted with the familiar CR19 Topline high-roof sleeper cab and Scania's recently-introduced Classic trim package, which comes with a Coca-Cola-style badge and the truly awful slogan "Lifestyle on the move".

As it stands, the Classic spec seems to have everything: black leather seats, alloy wheels, fog lamps and spotlights, a trip computer, wood-effect trim, electric mirrors, a VBG sliding fifth wheel, side skirts, an alarm and immobiliser, locking fuel caps, a table and a "rear wall storage module". Oh, and (best of all) Scania's terrific integral retarder But this example has that bit more: a compressor fitted to the fridge compartment, twin 700-litre fuel tanks, a massive spotlight bar on top and even a CB radio. How very 20th century... Unfortunately that fridge costs an eye watering £670 extra, but even with this level of spec the 48() comes in at well under f8o,000.

Open the front grille and you'll be impressed by the sheer amount of stuff that's been packed in there; but tilt the cab and you'll be gobsmacked—that big unit-injector V8 really is an impressive engine, which fills the chassis to overflowing. Surely this is a thirsty beast?

By the way, you won't be tilting the cab without good reason because you have to detach the nearside catwalk steps and battery cover first. They're held on by a couple of knurled knobs, so at least it's not too tricky.

The hydrodynamic retarder adds 128kg to the kerbweight, but it's invaluable on hilly ground. In conjunction with the cruise control system it gives the driver a programmed speed-control capability down hills.

The 4x2, comes as standard with the F800 frame, which has 8mm-thick side members. If you really don't think that's enough, you can specify the 9.5mm-thick F 95o frame which adds 50kg to the weight.

The gearbox is the well-known GRS9oo, rather than the GRS9 2c fitted to the highertorque 58ohp model. However, the ratios are the same, as is the final drive. The GRS9oo is a straightforward 12-speed synchromesh box with a three-position gate, range-change and splitter. The spread of ratios isn't as wide as with the now-common 16-speeders, but there are also a couple of unsynchronised crawler ratios.

PRODUCTIVITY

The 480 Scania certainly didn't disgrace itself at the pumps, returning 7.59mpg overall round the Scottish route. At 7.75mpg the MAN TG-A 460 remains the most fuel-efficient of the high-powered 4o-tonners we've tested in recent years, but that was a Euro-2 model. For now, at least, the Scania is in a class of its own.

We cannot make exact economy comparisons with the 480's 47o and 580 stablemates as they were both tested at 41 tonnes on six axles. Nevertheless, a look at the figures from the 470 is interesting.

You'd expect a turbo-compound engine to be more fuel-efficient under constant-load conditions such as steady motorway driving. Indeed, despite its one-tonne weight advantage and having one less axle, the 480 was thirstier in the relatively unchanging driving of days one and two. But on day three of our Scottish test route, where the conditions vary much more, the 480 did a little better—probably enough to account for the lighter load.

Average speeds were on a par with both the 470 and the 58o, and certainly within the margin for error produced by traffic conditions. As with the 58o the relaxed power delivery (and the retarder) made the 'severe gradients' section of the A68 a doddle. We could have gone much faster if we had wanted to.

The major drawback of the V8 engine is its weight, which makes this truck around 25 okg heavier than the equivalent 470. It loses out by a similar margin to the MAN TG-A 460 XXL.

Incidentally, we have quoted weights (and calculated payload) on the basis of the standard fuel tank package, which for this 3.7m wheelbase model is a still-impressive 350lit on the nearside and 5oolit on the offside. If you go for the full-monty 7oo+7oo package fitted here, bear in mind that when its full your payload falls by about half a tonne.

ON THE ROAD

The front axle is shod with chunky 385/65 tyres, which fill the wheelarches so well that black rubber arch extenders have had to be fitted. They look impressive, but the wide-single tyres do nothing to reduce the Scania's tendency to follow tram lines. In fact the ride gets quite choppy on concrete motorways and older dual carriageways.

The ride is noticeably bouncier than in a six-wheeler, and the brakes are not quite as sharp—not exactly soft, but lacking some initial bite. Mind you, they're still powerful enough The VB lump produces an identical power/torque curve to the 5811hp, and very progressive. Our meaoffering just 15% less torque at each point. No artificial ceilings here sured braking results were good

in absolute terms and were exceptionally consistent; within 1-2% each time.

The o-to-8o km/h dash was completed in 45.1sec, as opposed to 38.4sec for the 580 at 41 tonnes. That 15% decrease in acceleration should feel significant but it really doesn't seem to make much difference on the road. Although the 580 has 21% more peak power

and 17% more peak torque, the 480 ne. feels at all lacking.

This came as a pleasant surprise: whet first turned up, we airily assumed that 480's power curve would look like a sawn version of the 580's, with an artificial plat( towards the upper end of the rev range wh the torque would be artificially limited. In the two engines' power and tor( curves are almost identical; it's j that the 480 produces 15% 1 torque at almost every point in range.

The exception is at really low r (800-9 oorpm), where the 48 torque drops off more slowly800rpm it produces exactly the sa torque (and hence power) as the 5

Because of this low-rev flexibi the 480 never had to go into range, even on the toughest A68 1 climbs. West Woodburn, Ridsd Kiln Pit Hill and Castleside were despatched in high range. Hit ash hill on the move and you may th you need to shift down, but let revs drop to 1,300rpm and the eni really digs in. You can certainly 1. lug down past 9 oorpm with worry.

Incidentally, the gadeability qth on the 480's spec sheet is 35% al or 50 tonnes all up; again, exactly same as the 580.

On lifting the cab, the gear 116 looked horribly complicated (witl extra linkage added for right-h drive) but the shift quality is 01 long as you're gentle and the ti has warmed up a little. Mind you first couple of shifts on the t morning were very slow indeed.

CAB COMFORT

The Classic-spec Topline cab was given a thorough examination in last month's sleeper cab test (CM3o May-5 June) and we see no reason to revise our opinion: the Scania offers amazing storage, excellent comfort and top quality fittings. Everything you need is easily to hand, and the switches are all comprehensible too.

But very few drivers like that front-mounted upper bunk. This reaction is mostly born of prejudice. It's a huge, well-constructed bunk, but access via a narrow alloy ladder (which drops down from the ceiling) could be easier.

For the record, this driver doesn't have any problem with the Scania's luxurious seats, with their plethora of lumbar supports and other adjustments; however, plenty of others have complained (look at the Drivers' Views opposite for an example). The cab floor isn't flat, but cross-cab access is fine thanks to the fold-flat gearlever.

The main impression of the cab, apart from space and downright opulence, is of silence. The 480 is quieter than the 470, and even a decibel or two quieter than the amazing 58o, all the way from tickover—at barely 5odB(A)—to maximum speed. You really have to try it to believe it.

SUMMARY

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 in most conditions its fuel consumption is not as good. After three years, its value has dropped to just Z200 more than the 470. If you're operating on ordinary trunk routes most of the time we'd have to say that the 470 is the better buy.

But it's equally true to say that the 480 is better than f3,7oo cheaper than the 580—and you lose precious little. It retains the fantastically easy (almost gearchange-free) driving of its big brother, as well as its peerless refinement. The in-cab noise figures, in particular, were truly amazing.

We still don't like that fake wood trim, though.

• by Toby Clark

Tags

People: Toby Clark

comments powered by Disqus