There was a time not so long ago when 500 horsepower trucks ruled the Australian inter-capital routes and today many operators consider at least 600hp from a 15-litre or larger engine is required to perform that type of task.
Rated at 500 horsepower at 1,800rpm, the crucial advantage of the 12.7-litre double overhead cam Scania SUPER engine is its class-leading maximum torque of 2,650Nm being delivered from as low as 900rpm, then right through to 1,320rpm before it even begins to taper off.
On the highway the Scania cruises at 100km/hr right in the middle of the green zone at 1,200rpm and delivers excellent driveability in both single and B-double configurations.
The 13-litre 500hp engine can be operated on biofuels, up to B100 biodiesel. All of the Scania SUPER engines can also be run on hydrogenated vegetable oils (HVO), contributing to an even smaller carbon footprint.
“The torque curve is actually a torque straight,” says Scania Sales Director Ben Nye who is riding shotgun for parts of this road test experience as we drive a couple of prime movers, each with mostly the same specifications, pulling a single trailer and a B-double set.
Scania declares this is the most advanced internal combustion engine it has yet built, and it shows on the road with the engine’s smooth power seamlessly delivered by the Opticruise automated transmission flattening out any hills needing to be climbed and easily maintaining appropriate speeds when descending them.
The “P” has the lowest cab height version of the Scania range other than the ultra-low forwarded-mounted L-Series. The P-Series requires only two steps for access which will be appreciated by drivers in urban operations where they exit and enter multiple times during each shift.
The compromise for this improvement in OH&S is the intrusion of the engine tunnel, but with this high roof sleeper version it still has a very roomy feel to it, enhanced due to the low level of the bottom of the windscreen.
The steering wheel and column swings away to make access and moving around the cab easier. The fixed 800mm bunk in the sleeper will be more than adequate for the occasional overnighter but for drivers who ‘live’ in their trucks an R or G model Scania may be the preference.
Despite the proximity of the engine being close to the driver’s left side, the internal noise levels are kept low which is a testament to the engineering of the driveline as well as the cab’s insulation properties.
One very noticeable difference between the two prime movers provided for this exercise is the truck connected to the single trailer has the Scania Electric Active Steering (EAS) electro-hydraulic power steering system. It delivers very precise control when manoeuvring at low speed in tight situations and an increase in stability at highway speeds.
The reduced driver effort required also contributes to a lower level of fatigue. Scania safety features include a driver’s airbag, as well as driver and passenger side curtain airbags.
There’s a very long list of electronic safety and driver support systems including Lane Departure Warning, Blind Spot Warning, Adaptive Cruise Control, using the forward-facing camera, plus there’s side mounted short range radar which monitors the blind spots and alerts the driver of any vulnerable people or objects with a combination of audible warnings and bright yellow lights on the inside of the A pillars.
The wrap around dash includes lots of switches, including an array on the driver’s door armrest and there is plenty of room for more to-suit applications such as agitators.
Twist switches are employed for the diff locks and power divider, and there is a control for the electro- pneumatic parking brake.
The flat-bottomed steering wheel is also a location of numerous controlling switches ranging from the audio system to the adaptive cruise control.
The airbag rear suspension provides an exceptional ride on the sections of bad surfaces we encounter, which looks after the occupants and the freight.
The rear axles are relatively tall at 2.92:1, with even lower numerical ratios to be available in the future as the downspeeding of the engines keeps them within that broad and flat torque band, which lowers emissions due to the reduction in fuel used to move a load from point-to-point.
The engine’s torque characteristics are enhanced by the latest generation 14-speed overdrive Scania Opticruise transmission which can have either standard or economy modes selected.
Shifting up or down the gears is very slick and manually over-riding downshifts enhances the effects of the engine and exhaust brakes without risking engine damage due to over-revving as the engine management system protects the components regardless of what the driver is trying to demand of it.
The transmission itself makes a modest contribution to improving fuel efficiency by around one per cent. This new G33CM Opticruise transmission is 75kg lighter than previous models due to all-aluminium housings and smaller overall dimensions.
There are 14 forward gears, including a super crawler and the overdrive gear, and up to eight reverse ratios.
A pumped oil spray lubrication system contributes to markedly less internal friction and consequential component wear. Internal drag losses are reduced by 50 per cent, while the overall design has lowered the sound levels of the transmission by 3.5 decibels.
The new generation six-cylinder 13-litre double overhead camshaft SUPER engine range was launched here a couple of years ago and has quickly built a reputation for fuel efficiency without sacrificing power.
Initially, the factory claimed an improvement of 8.0 per cent reduction in comparative fuel consumption, and a number of operators are said to be achieving double-digit improvements over older Scania vehicles in their fleet.
The engine features a single fixed-geometry turbocharger and meets the stringent Euro VI emission standards through a combination of EGR, SCR and a DPF.
At Prime Mover, we make it clear that during ‘shorter’ road tests such as this one, we are not attempting to achieve any fuel efficiency records yet we are impressed by the B-double achieving 34.4 litres per 100km at a GVM of 56,160kg. Weighing 36,560kg, the single trailer rig delivers fuel results of 31.1 litres per 100km.
With these sorts of figures the 355-litre and 285-litre (total 640 litres plus 105-litre AdBlue) fuel tanks will be adequate considering the regional short haul or mostly urban applications these trucks are intended for.
Scania offers the 500 P SUPER engine in a variety of axle configurations for both prime mover and rigid applications including 4×2, 6×2, 6×4 and 8×4. A 10×4 with lazy or steerable tag axles is also available.
In addition to the electronically enabled disc brakes, there is a 200kW engine exhaust brake and a 350kW engine compression release brake. The optional Scania R4700 D Retarder is fitted to the test trucks and is able to take care of much of the slowing down even without the engine brake systems.
The Scania P Series is available in day cab and several sleeper configurations presenting a very flexible solution which can be tailored to an operator’s particular application.
“It’s the ultimate in flexibility, with a big tick for OH&S-friendly access, especially with its low entry point, essential for delivery drivers entering and exiting the vehicle multiple times per day,” Ben Nye says.
“We anticipate the 500 P will appeal strongly to operators who are involved in urban and regional delivery, and we expect it to be a hit with single or B-double trailer combinations with weights up to 70-tonnes.”
This is a very practical working truck which may not have the imposing on-highway presence of some of its competitors or its Scania V8 bigger brothers. Based on our own brief yet comprehensive encounter with the 500 P SUPER, Ben Nye’s enthusiasm for the product is well supported.
The engine’s high torque, fuel efficiency and the trucks’ overall driver-friendliness combined with the flexibility of specifications will appeal to operators across a broad range of applications.
In other news:
- Newcastle Sideloaders bolsters fleet with A-double.
- Scania Finance Australia is easing the path to acquiring new trucks and trailers.
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