Downsizing for increased uptime and reduced downtime should produce a good time | Truck Review – Scania

Not that long ago, we talked about downtime being the measurement of the unavailability of a truck for active service. For no apparent reason other than it was thought up by an American in a marketing department somewhere, the description of reducing downtime was switched to increasing uptime, meaning the amount of time the truck was available for active service.

Ultimately, the intention is for the operator to have a good time, brought about by reduced maintenance costs, increased availability of the truck on the road and an overall lowering of the total cost of operation.

Choosing an engine capacity that’s larger than actually necessary can extend longevity, but it’s also likely to demand more fuel to go about its daily business than a smaller capacity, more fuel-efficient engine with a lower tare weight that offers more payload.

The question prior to purchase that has to be answered is whether the new engine is up to the transport task.

The engine in question is the Scania DC07, a 6.7-litre engine intended primarily for urban, intercity operations. If the cubic capacity of 6.7 litre strikes a chord in your memory, then you’ll be thinking of the Cummins B-Series. And you’d be right on target, as the DC07 was developed by Scania in conjunction with Cummins to run with the Scania P-Series cab fitted with a G-Series cab floor to provide a 95 mm lower floor height.

Scania has long worked with Cummins as a component-development partner, so the relationship between the two engine makers is well thought out and valuable for the operator. The Cummins B-Series has earned itself a very strong reputation in large utes such as the RAM Trucks 2500 and 3500 models, various buses and coaches, and also in marine application.

Using Ad-Blue and SCR (Selective Catalytic Reduction) to hit sustainable emissions targets of Euro6, the engine uses a fixed-geometry turbocharger and weighs in at 360 kg less than the alternative option of a Scania 9.0 litre that weighs about 600 kg.

Scania Australia’s managing director Mikail Jensen is very supportive of sustainability and the 7.0 litre, like other engines from Scania, is fully compatible with running on alternative fuels such as 100 percent HVO (Hydrotreated Vegetable Oil) a biofuel which gives a carbon dioxide reduction in emissions of up to 90 percent.

Running on diesel, the DC07 is claimed to offer reduced fuel consumption of at least 10 percent, thanks to the Scania side of the engine’s development that includes work on the turbocharger and fuel injection system. The component that should appear to have had its origins at the Cummins factory is the block.

The DC07 six-cylinder engine (with its actual displacement of 6.7 litres as mentioned), is offered in the NGT P-Series model produces its top-rating version with 206 kW (280 hp) at 1900 rpm, with peak torque of 1200 Nm (885 lbs ft), rated at 1050-1600 rpm. There are two other power and torque options, these being 162 kW and 184 kW (220 hp and 250 hp) again at 1900 rpm, plus peak torque ratings of 1000 Nm and 1100 Nm, once again at 1050-1600 rpm.

With four valves per cylinder, the fuel injection is by the Scania XPI Extra-High-Pressure system and it uses SCR in conjunction with a DPF (Diesel Particulate Filter). The transmission as expected is the Opticruise AMT, offering 12-speeds and two crawler gears that offers selectable economy, standard and power settings.

Driver safety standards are going to play an increasing importance in vehicle selection in the future. Mikail Jensen explained to PowerTorque that the additional cost of standard features such as steering wheel and side-curtain rollover airbag protection for the driver and passenger, lane-departure warning, a forward-looking camera, electronic stability system and traction control, plus a hill-hold function make it the safest truck in this segment.

“Our experience is showing that purchasers are recognising how safety features contribute to an overall reduction in TCO (Total Cost of Operation), through either preventing accidents, or minimising the potential for vehicle damage or personal injury,” Mikail Jensen said.

Advanced emergency braking systems incorporating ABS/EBS7 disc brakes on all axles with an additional 88 kW retarding ability from the exhaust brake at 2500 rpm, continue the safety theme.

The application for the 9-litre DC09 Scania engine remains with heavy rigid 8×4 trucks, but the 7-litre DC07 offers a new choice for 4×2 and 6×2 rigid truck applications.

Scania Australia’s Director of Truck Sales Dean Dal Santo said that the 7-litre option was intended to sharpen Scania’s appeal when compared to Japanese-sourced alternative competition in a rigid application.

“With its 3.07:1 final drive ratio, the engine is turning over at just 1600 rpm at 100 km/h, which is far lower than most comparable motors from rival brands in this segment,” added Mr Dal Santo.

Scania has come a long way in the Australian market and in less than a decade the company has more than doubled its sales and elevated its market share to hit 9.0 percent of the heavy commercial vehicle segment with sales for 2019 totaling 1149 units (VFacts).

The key to its current success comes from several factors, largely emanating from Sweden changing the brief from maintaining a niche market to growing a higher market share.

“For the first time in Europe Scania is market leader. The 9.0 percent market share in Australia is an all-time record for us and we have hit record targets in all our divisions, including buses and coaches,” said Mikail.

“Growing market share and volume has enabled us to invest more heavily in our customer support infrastructure, such as opening a second brand new dealership in 2020 AT Eastern Creek in Sydney, supplementing our Preston’s Sydney branch.

“You can’t invest in growth if you don’t have the sales volume and now we have positive growth. In 2019 we took on 26 new apprentices and in 2020 we will add a further 30 apprentices.

“We want to continue that growth and reach 10 percent of market share in 2020 with our truck business and already have 340 new buses on order for South Australia confirmed for supply over the next 10 years. We have achieved record growth in selling 100 marine engines for ferry applications, achieved record levels through our financial business and met with record growth in our repair and maintenance contracts.

“Sustainability is our goal in everything we do and already 80-90 percent of all vehicles we sell are rated at Euro6 emissions compliance. Although the Australian Federal Government may delay mandating the introduction of Euro6 until 2027, later in fact than the implementation of Euro6 in India, Euro6 growth in the Australian market will be led by the demands of the clients of our customers.”

Scania is globally at the forefront of achieving sustainability in all its activities with all its models capable of operating on alternative fuels such as biodiesel, with Scania Australia in particular actively creating MoU’s (Memoranda of Understanding) with biofuel suppliers, to ensure continuity of availability.

“Hybrid options for trucks, buses and coaches will for a bridge between the transition of Scania technology from Euro6 diesel emissions and beyond, through to the potential of electric drive from batteries and subsequently from hydrogen that has not been produced from fossil fuels to reduce CO2 emissions levels.

“We will also see the expansion of fully autonomous trucks operating in a closed road environment such as mining by using our existing modular system to increase autonomous activities in the future.

“The driver of change to reduce CO2 emissions in Europe did not come from Government, it came from European cities such as Paris, London and Stockholm. The local cities have been more progressive than Governments, changing the awareness of climate change with support from the major supermarket chains.

“After awareness will come more change, plus we need incentives to scrap old, highly polluting vehicles. Then we will see more change. At Scania our strategy has been to move from that of a niche player to a volume business builder. The support needed to be provided to the customer relies on our revenue from volume sales. We are on track to gain the additional growth of volume sales and that will enable us to provide the maximum level of  support to all our customers,” added Mikail.

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