Road Tests: Scania R420

Every time we tackle this route we mention the nasty Setques peage near the brewery town of St Omer as it’s one of the narrowest examples in France and crops up only 34km into our test. At least it tests the truck’s steering efficiency and east of positioning, with only a couple of inches to spare at either side a driver must quickly gain confidence at the wheel if upset is to be avoided. Guiding the R420 through this first obstacle proved simple, and it continued to exhibit the same surefooted traits throughout, making the drive through northern France an unusually enjoyable experience. Apart from the uncharacteristic lapse during the mid-1990s Scanias have been held in high regard as a driver’s tool of choice, and nothing changes with the arrival of Euro-4. The R420 retains the knife-sharp responsiveness long associated with the brand, however the backache-inducing harshness once inflicted upon drivers of the now legendary 142 has been dealt with through the R series’ firm but comfortable cab air suspension. A series of steep valleys down in the Somme region gives the brakes a thorough workout, and makes us thankful that someone in Sodertalje included a retarder in the build spec. Although the all-disc set up performs well, boasting consistent feel at the pedal, the benefits of a retarder add extra peace of mind, even if payload suffers marginally. As in most of the R420’s contemporaries the right-hand control stalk operates the retarder, offering five settings comprising four levels of retarder efficiency and a final stage where the 240RW engine brake is also incorporated. This optimum setting gives stunning retardation, permitting the driver to descend even the nastiest hills with relaxed confidence. A second string to the retarder’s bow comes into play when cruise is engaged as pressing the hill overrun control button located on the steering wheel effectively rules out the need for check braking, so motorway cruising becomes a case of relaxing in the driver’s seat and turning all your attention to road conditions and the actions of other road users. A third attraction is the speed control setting, initiated by braking the vehicle down to the required speed via the middle pedal, from which moment the truck endeavours to maintain this speed. Descending into the valley villages of Moufflers and Flixecourt this feature was definitely appreciated.

For this Eurotest we return to the format of old, spending not only the driving day in the cab but relocating to the bunk for a night’s rest. Kicking off with our time behind the wheel, the R series layout becomes more familiar with each new drive, and it continues to keep us firmly on side. With backside cosseted by quality leather upholstery and a broad range of adjustment in the perfectly-sized steering wheel, getting comfortable in the Highline cab was quickly achieved. Although an air of quality prevails, the effect is marred by the long, high effort gear lever. In different circumstances, Scania’s factory driver occupying the passenger seat could have argued that grappling with the gearlever was simply down to unfamiliarity with a left-hand drive truck, but as CM’s tester has racked up more miles in the past three years in left hookers than in British vehicles that ploy clearly wasn’t going to work. Try to rush the change and the shifting only deteriorates, although we learnt long ago that split second shifting and Scania gearboxes were two mutually exclusive concepts…unless you enjoy sitting on a hill in neutral! Treat the GRS box with the same patience you’d reserve for an old Fuller and it’s not bad. When Scania’s new transmissions finally surface it should mean this gripe is finally put to rest. Give us a shift to match MAN or Daf’s finest and we’ll say no more about it. As a halfway house between the flagship Topline cab and the standard R cab the Highline is an attractive proposition for single occupancy. When the truck’s on the move there’s plenty of useful storage close to hand, while the dashboard layout is easy on the eye and mostly user friendly. Little details such as an angled screen in front of the dials to prevent glare show some thought has gone into the design, and clear labelling of the cruise control buttons helps a new driver feel at ease. Admittedly, optional luxuries such as leather covered seats, steering wheel and gear lever knob aren’t likely to find their way onto many fleet trucks, but even without them a Highline driver shouldn’t feel short changed. In cab noise is exceptionally low, the rounded cab corners keep wind noise to a minimum, and the straight six lump is very quiet, adding to the high-class feel. While the Highline cab is regularly seen in two-driver configuration this one had just a single bunk, and lots of empty space above it. The bunk is very generously proportioned in the centre, with two cut-outs behind the seats permitting optimum adjustment for the driver and passenger backrests. When it’s time to reture to the sleeping quarters the seats must be slid forward and two in-fill cushions added to bring the mattress up to a consistent width. In truth, it’s a bit fiddly, and already isn’t popular with drivers who prefer to leave their bed made up. The internally sprung bunk is excellent however. In the past we’ve struggled in a tired effort to make cab curtains meet at the middle of the windscreen without revealing the door glass at the other ends, muttering against whichever penny-pinching accountant imposed such strict restrictions on the material width. Thankfully in the Highline there’s material aplenty for the main curtains, and these are augmented by the thick dark divider curtains, which successfully block every glimmer of morning light. An array of interior lights transform the gloom and are well positioned. General in-cab storage will probably attract criticism from drivers. There’s a reasonable amount of space beneath the bunk, although this is marred by the side locker’s small aperture and a moderately-sized shelf is located above the screen, but as this lacks any doors its usefulness is again restricted. Scania tells us that this issue will be addressed in the very near future. Installing a locker unit in the void above the bunk a la Merc or Volvo would enhance the storage and make better use of the Highline’s not inconsiderable space. Overall, we enjoyed an excellent night’s sleep in the cosy Highline, impressed not only by the much improved bunk but also by the well insulated cab, maintaining the warmth while keeping out external noise, and the general high quality build, which should endure many years of consistent use.