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RETURN OF THE KING?

4th November 2004
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Page 38, 4th November 2004 — RETURN OF THE KING?
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Reputation and expectation.These two words are key to the future success of Scania's R Series. Sweden's one-time King of the Road has seen its crown slip over recent years as the competition successfully improved their products and Scania's own 4 Series met with a mixed response,somehow failing to gain the same respect and share of the heavy truck market that it once enjoyed.True. Scania still held a healthy slice of the British truck marketbut somehow the marque had lost some of its prestigious standing.

With the R Series, Scania aims to regain its pole position. It has made a fine start,capturing the International Truck of the Year award for 2005, and the new model has started to appear in good numbers on UK and Continental roads. We've taken one of the left-hand drive trucks from Scania's press fleet round our new European route.

It doesn't look too different from its predecessor, having the same cab and driveline as the 4 Series, but the pride of Sodertalje has undergone a wealth of changes: about 35% of the components are new.

Cosmetic changes include a new grille and corner panels,restyled bumper and optional xenon lights. Less obvious is the higher cabin mounting position which has made room for a wholesale reworking of the cab floor. A glance inside the cab reveals a completely new interior with a choice of two dash lengths: all the vehicle's operating systems are linked by an electronic CAN-bus network for optimised performance. Under the surface the changes continue: a chassis fabricated from thimiethigher grade steel helps cut weightand a lightweight fourbag rear air suspension replaces the two-bag system. Overall the latest Scanias weigh in at up to 270kg fighter than the trucks they supersede.

One further change distinguishes the new Scania from its predecessors.The vehicle nomenclature has been altered so the vehicle we had once expected to be tagged as the 5 Series emerged as the R Series.The model designation refers to the cab and engine rating, following the already established cab references (R cab is the high model,P cab the lower),so our R580 model name is self explanatory.

Scania built its reputation on its V8 motors so it's fitting that our exclusive first test has one nestling between its chassis rails.The 15.6-litre V8 is offered at two ratings in the R Series: 500hp (replacing the previous 480hp rating) and 580hp, as fitted to our test truck. Scania follows a modular approach for its truck engines, using a 127nun-bore cylinder across the entire line, with a number of other common engine components. Electronically actuated unit injectors handle diesel management, helping the big V8 produce peak horsepower of 580hp (426kW) at 1,900rpm. In the torque department no less than 2,700Nm (1,993Ibft) is on tap between 1,100-1,300rpm, sitting just below Volvo's current class leading figure of 2,800Nm from the FH16.610.

Mated to the VS lump is Scania's own GRS92OR 12-speed-plus-two-crawlers directdrive gearbox, equipped with the optional Opticruise auto-shift package. Unlike its contemporaries Scania bases its auto-shift transmission upon an existing manual box:, it retains a clutch pedal for pulling away from rest and low-speed manoeuvring. Completing the driveline is an R780 single-reduction drive axle rated at 11,500kg and fitted with a 3.08:1 differential (2.92 or 3.27:1 final drives can be specified to suit operating demands).

With the latest suspension updates the Scania's running gear now mirrors most of its contemporaries with a parabolic front/four-bag I rear air suspension layout and electronically controlled discs all round. Scania's V8 comes with an exhaust brake, but for added retardation the test vehicle boasts the Swedish manufacturer's in-house retarder with programmable overrun control.

The arrival of the latest generation Scanias brings a choice of five cabs for the R Series.As our test truck falls comfortably into 'flagship' territory it's no surprise to find it equipped with Scania's biggest cab, the Topline, which is 520mm higher than the standard sleeper variant and is equipped with enough options to Productivity please even the most discerning owner-driver. At 85km/h on the motorway the V8 lump is With alloy wheels on both axles,a 75kg driver singing to the tune of 1,300rpm, with the needle and a full 300-litre fuel tank the R580 weighs in hovering at the top of the peak torque band.

at 7,450kg; a competitive weight for a bigLong undulating slopes, such as we encounter cabbed 4x2 tractor. For our test the R580, running down the A26, rarely caused the R coupled to a Norfrig 13.6m Series' speedo to waver from the requisite pace fridge trailer, was freighted to the only discernible effect of the hills was a within a few kilos of the 40 slight change in engine note. Unfortunately, due tonne Continental maxito an untimely tacho sender failure, the only mum, cruise control available on the test truck was a steady right foot. But even so maintaining a steady speed was fairly simple, as is illustrated by our two almost identical motorway figures.

Over the 8% climb past the Canadian war memorial at Vimy Ridge the big Scania held There s plenty of legroom onto top gear, dropping down to a minimum of in the left-hooker; the 76km/h up the 2km slope. At such speeds the seat and steering wheel Scania's engine is still turning over at 1,200rpm are fully adjustable to -well within the peak torque sector and it suit the driver's shape digs its heels in to maintain optimum progress.

Comfort

Compared with Volvo's FH16.610, tested over the same route back in July, the Scania required just a second more to reach the top. Later in the day, up the 2.8km climb at Lumbres, the Scania was again only a fraction behind its rival.An impressive ability to recover lost speed is one of the features of a large-capacity lump and this one proved no exception, swiftly returning to cruising speed once the worst of any hill was passed. Final-drive ratio: On tougher departemental roads the Scania Clutch: made good progress, and even though it lacked Brakes: the effortless feel of the strong,silent FH it was never more than a moment behind. In the fuel economy stakes the Volvo gained the edge over the 128km A26 section. hut for the rest of the Lest the Scania made an impressive showing, arriving back at Calais with a slender lead over its nearest rival.Although the V8 configuration is less popular today than in previous eras Scania's finest proves that its biggest engine has what it takes for efficient running. Whether most operators could justify such a wealth of power and torque is one question we won't attempt to answer.

On the road Updates aside, Opticruise still can't match ZF and Volvo's auto-shift boxes for shifting speed.nor for ratio choice. But it's only fair to mention that Volvo's highest power FH is only available in manual form while Scania gives operators the choice.As for the clutch pedal, we'd prefer a two pedal set-up for normal forward driving but can't help admitting that when the going gets really tight.such as a blindside reverse into a tight gap, there's still something reassuring about the infinite control that the third pedal offers.

The chunky right-hand stalk now controls the Opticruise and the retarder when fitted. The retarder can be engaged in four stages. with a fifth position bringing in the 413hp exhaust brake to create tremendous secondary braking. Footbrake operation is smooth and precise, although use of the normal anchors was minimised once we were assured of the retarder's capabilities. Under emergency braking tests the Topline cab nods a little, but no more than you'd expect from a tall, high mounted cab.

Even if the Opticruise transmission reduces driver involvement within the cab the R580 remains an engaging truck to drive. It felt equally at home, either effortlessly racking up motorway miles in armchair comfort or revelling in the twists and turns of northern France's more testing secondary roads. On our test route, tight roundabouts and winding bends outnumber motorway junctions by a huge margin, and the Scania tackles sweeping motorway sliproads and nasty switchback turns with the same Swedish poise.

Squeezing through the notoriously tight peage at St Omer demonstrated one of the shortcomings of the optional xenon lights. The complementary wide repeater lights on the R580's lower extremities came perilously close to being damaged, demanding extra prudence on the part of the driver if repairs are to be avoided.

A move to four-bag air suspension at the rear has enhanced ride quality and also profits the roadholding — the rig sat squarely on the asphalt even over the rougher surfaces encountered during the cross country section on French departemental roads.The fourpoint air suspension beneath the cab has benefited from moderate updating so that while the Topline cab sits higher 70mm than its 4 Series predecessor.cab lean is reduced and ride quality is actually improved.

If this sounds like unremitting praise then it's not unjustified. Scania's engineers have obviously striven to make the R Series their most competent truck yet, and in the ride and handling areas they've certainly succeeded.

Cab comfort If Scam has one regret about the outgoing model it must concern the in-cab layout of the 4 Series. With a voluminous space at their disposal the designers have created a much improved work area this time round that should extend its driver appeal.

Starting with the all important seat.some revisions have been made to ensure long-haul comfort. In the case of our test truck it's further enhanced by the optional leather panels. Leather also appears on the steering wheel, which is adjusted via a pneumatic rocker switch on the top left of the column; a subtle improvement over the old lever system.

Adjustment of both items is fine, and we're pleased to note there's plenty of room in the footwell on the left-hand drive model, even for this tester's long legs.

In-cab noise levels, (measured subjectively as no noise meter was at hand) are comfortably subdued, although it never approaches the supreme hush of its biggest Swedish counterpart. On the other hand, if you're a fan of the V8 rumble this truck will still provide the aural treat long associated with Scania lumps. Pressing the right foot down while exiting a roundabout summons the same soundtrack that Scania drivers have enjoyed for more than three decades.

Our test truck came equipped with Scania's long dash, incorporating the Interactor 600 screen.This latest development in Scania's fleet management system not only features vehicle-to-base communication, GPS capabilities and a display screen for external safety cameras; it also includes DVD andTV entertainment for non-driving periods.The screen pivots out from the dash housing so it's visible from either side of the cab.As a factoryfit option it's an attractive proposition, though at £5,200 extra it's definitely more than just an in-cab entertainment package.

Anew dash and driver's display also moves the Scania's cab into the post 4 Series era yet the switch gear and controls retain the solid feel in we expect from this manufacturer.All the gauges are easily read,and the new rev counter has an almost entirely white rev band, except for the blue engine-brake segment.

Drive the truck uneconomically in manual and an illuminated green segment appears to hint that it might be time to change gear.We saw the green lights on two occasions, both times on hill crests where we chose to hold the truck in gear and ride over the top on the torque rather than switch ratios.

One of our gripes about the oldTopline cab was the high centre section.Thankfully this has been addressed:as a result of the higher mounted cab the floor is lower, and cross-cab movement consequently improved. With extra room in the central area the bottom bunk creates an ideal bench seat. and the infamous top bunk position of old has been dispensed with, in favour of a more traditional layout featuring two beds on the cab rear wall making room for substantial storage lockers above the windscreen.The reworked interior gives the Topline a much more roomy feel which is more appropriate to a top-of-the-range cabin.

On first acquaintance the fold-down ladder, incorporated into the edge of the top bunk, is a bit of a contraption to use, but familiarity will doubtless helps and the wide treads are comfortable enough even for bare feet.The bunks appear to be comfortable and generously sized, however the fold down sections behind both seats may not suit everyone.

Left-hand-drive Scanias were rarely an uncomfortable drive, unlike some of their RHD counterparts,so we'll wait loran extended run in a UK version before putting our wholehearted approval behind the R Series cab. But if the right-hooker lives up to its Continental cousin the R Series will soon appear on many British drivers' wish lists. • 10'

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