REVENGE IS SWEDE | TRUCK REVIEW – Scania Next Generation

No longer overshadowed by other Western European truck manufacturers, this year belongs to Scania as it launches its New Generation Truck Range across its global platform. 

The first half of 2018 plays host to the launch of the New Generation Scania truck range, and, as the final plans are being drawn to make this Australian launch the most memorable in the company’s history, PowerTorque brings advanced information on other models that support the linehaul fleet.

Look around you when you next hear emergency service vehicle sirens and you might well notice how Scania has made inroads into the specialist market that covers fire and rescue vehicles, as well as the general distribution and waste removal industries.

Scania’s latest New Generation truck range takes into account the need for crew-cabs and low roof height options that work well with extendable rescue ladders just as much as they do with picking up refuse waste bins and heaving them over the cab roof to discharge into the compactor bodywork behind.

This is the role for Scania’s L-Series, low entry city-cab and a new crew-cab with greatly improved safety.

As outlined by Henrik Eng, product director, urban, for Scania Trucks, the time is right for a rethink when it comes to continuing to use traditional truck designs in earthmoving, emergency services response vehicles and waste removal and food distribution.

“There is a clear trend towards low-entry cabs, which were previously mainly used for waste collection vehicles but are now finding their way into more and more applications,” says Eng.

“A decade or so ago many people would have raised their eyebrows at a rigid tipper or prime mover with a low-entry cab, but soon it will be an everyday sight in some big cities. The concessions you need to make in terms of ground clearance and attack angles are outweighed by the advantages for those who mainly drive in town, allowing them to be more level with their surroundings”.

According to Henrik Eng, there is a great deal of interest in making the switch to low-entry vehicles, given heightened interest in sustainability, which is driven in particular by local authorities.

“They are making legitimate demands that trucks must be modernised to fit in,” he says. “A low-entry tipper with a Scania City Safe Window in the passenger door and a silent gas engine running on bio-methane is much more welcome on congested city streets than traditional vehicles. Zones with enhanced noise requirements, rules on emissions and interaction with other types of traffic appear to be banishing traditional tippers to applications not found in the city”.

L-Series cabs are always two metres in length, but are available in three roof heights: low, normal and high. The front ground clearance is around 240 mm. Most drivers are familiar with the kneeling option available with the front suspension systems used on coaches, but it’s not something that has been offered here on trucks.

The New Generation L-Series low roof height cabs include the kneeling option, which is activated by applying the park brake. Instead of using distribution trucks that claim to have low floor height access, this sets a new benchmark for ease of access in the trucking industry, changing the cab access to just one step entry, rather than two, and with a particularly wide step tread measuring 790 mm to access a cab with a floor height reduced from 930 mm to 800 mm.

Power comes from an updated 9.0-litre engine, which is available in three different performance levels for diesel, and during 2018 Scania will also release its OC09 gas engine in two performance levels fuelled by either CNG or LNG. Transmission options include the Opticruise AMT or Allison fluid automatic.

Vision of pedestrians and cyclists when operating through inner city areas has now taken on much greater significance, and, as a safety benefit for the driver, Scania has incorporated what it calls its City Safe Window available in P and L-Series cabs and mounted in the passenger door.

Scania’s crew-cab is collision and impact tested and can accommodate up to eight passengers. Available in two lengths, it protects the occupants by providing four rollover-side-curtain airbags. Based on the P-cab design, engine options extend up to 500 hp and the cabs have been designed from the outset to easily accept the various electrical and equipment inclusions necessary for emergency service vehicle fit-out.

Where the vehicle application requires a longer chassis length the crew-cab can be supplied with an electrically steered third tag axle for 6×2 configuration.
Although the initial launch of Scania’s New Generation trucks into the Australian market will be focused on linehaul and on-highway applications, the easy access low floor cabs, plus the crew cabs for waste removal and emergency service work, will equally fill important roles for operators.

Scania has a similarly strong reputation for its ability in the construction industry, and in the tougher applications its history dates back to the Scania-Vabis brand of the late 1940s.

“We’re now moving up a gear in construction,” says Anders Lampinen, product director of Scania Trucks. The Scania XT range is the perfect offering when dealing with tough challenges and customers who need a solution that can always be relied on and always delivers”.

Scania is now introducing XT, a model that can be chosen for all cab versions of P, G, R and S-cabs, regardless of engine option.

The foundation of Scania XT is a highly robust heavy-duty bumper that protrudes 150 millimetres in front of the cab front. The bumper provides an approach angle of around 25 degrees, depending on the configuration in term of choice of tyres and chassis. In combination with a skid plate and headlamp protection mesh, the XT version has a particularly robust and rugged front, which easily copes with any fairly heavy impact or collision with objects without any damage to the underlying structure. A centre-mounted easily accessible towing bolt is classified for 40 tonnes.

Whereas construction vehicles in different applications are initially the most obvious XT candidates, Scania’s modular systems also provide great potential for tailoring a solution in dialogue with Scania.

“We at Scania let the customers themselves define what they regard as a tough challenge and which features they think they need,” Lampinen says.

“As a result, XT-type vehicles can carry out a number of different tasks. Many forestry hauliers are likely to be drawn to it, but a typical 4×2 municipal vehicle with a platform and a crane might also be what the buyer chooses to order in the XT version. The point is that it’s up to the customer, not us at Scania, to make that choice”.

The freedom of choice does not, of course, stop at cab options and axle configurations. The range of engines is also extremely comprehensive, and a Scania XT can boast anything from the New Generations with V8 or 9.0-litre engines, which Scania introduced recently, through to the fuel-efficient 13-litre engines that Scania launched last year with three different power levels (and which had yet another addition in the early summer with a 370 horsepower version with Miller cam and SCR for exhaust gas aftertreatment).

“Scania XT is our range hero, but there are now a number of different axles, gearboxes, frames and various options available, and they naturally work just as well in guises other than the XT version,” he says.

Australia hasn’t had a significant love affair with LNG or CNG truck engines, largely as a result of the lack of infrastructure to support the fuel. As a way of keeping tabs on what happens in other countries, there is some interest developing in Scania’s OC13 engine, a six-cylinder gas engine with 410 hp and 2000 Nm on tap with a feasible range of 1100 km with LNG tanks. The advantage with this engine is the reduction of carbon dioxide emissions of 15-95 percent.

What is becoming very clear it that, whether or not the government and Truck Industry Council choose to recognise climate change and the need to reduce emissions, the manufacturers, especially those in Europe, are making the selection process that moves our fleets to Euro 6 an obvious decision process.

In the same way that renewable energy targets are achievable despite the government rhetoric indicating the contrary, Euro 6 vehicle emissions result in less pollution and a reduction of carbon emissions. The resulting change that will benefit the environment will force others to follow.

The New Generation Truck engine range
A total of 15 different Euro 6 engines have so far been introduced into the New Generation, with power outputs ranging from 280 to 730 hp, based on three different engine families of 9.0-litres, 13.0 litres and 16.0 litres.

Joining them is a new smaller displacement engine of 6.7 litres, which is a joint development of an in-line, six -cylinder diesel with Cummins and called the Scania DC07. With a fixed geometry turbocharger, the engine uses SCR to reach Euro 6 emissions legislation.

Where higher horsepower and torque ratings are not required, the DC07 offers improved fuel economy, plus a weight reduction of around 360 kg. Peak torque ratings start to come through from 1050 rpm up to 1600 rpm, and although some users will obviously draw comparisons with the five-cylinder 9.0-litre, Scania maintains the 7.0-litre can operate successfully with trucks rated up to 26-tonnes GVM, especially where operating with a reducing load weight through the course of its working shift.

The more compact dimensions of the DC07 engine provide advantages to the operator by enabling the engine tunnel to be lowered by 95 mm. With Bosch fuel injection and Scania SCR emissions treatment it is available in three different power and torque outputs. These are 220 hp, 250 hp and 280 hp (162 kW, 184 kW and 206 kW) each at 1900 rpm with peak torque ratings of 1000 Nm, 1100 Nm and 1200 Nm between 1050-1500 rpm, 1050-1550 rpm and 1050-1600 rpm respectively.

Moving up to the DC09 engine of 9.3-litres brings in three power and performance ratings of 280 hp, 320 hp and 360 hp (206 kW, 235 kW and 265 kW) produced at 1900 rpm with peak torque ratings of 1400 Nm rated at 1000-1350 rpm for the 206 kW version and 1600 Nm and 1900 Nm rated between 1050-1350 rpm for the 235 and 265 kW versions.

For those looking for higher horsepower, the next shift up in displacement takes them to the 12.7-litre, six-cylinder Scania DC13 running from 370 hp to 500 hp in four power and torque options, before arriving at the V8 DC16 engine of 16.3 litres, which hefts out 520-730 hp in four options with torque ratings that run from 2700 Nm through to 3500 Nm.

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