On The Road
If you are unfamiliar with Swedish truck technology then the first task is to get used to the 14-speed gearbox in the Scania. Like Volvo, the stick has only three parts of the H-pattern, top left is missing. It is unusual to begin with but you soon realise it’s just as easy as the full H-pattern but the driver gets fewer gears to play with. That said this layout forces the driver to use first gear to pull away from a standing start, rather than second on the more traditional H-pattern.
From “idle away” in 1H best practice is then 3L, next door, before changing up into the top half of the box by coming back to the original slot for 4L. This execution is simple but it does need a little concentration if you have only occasionally driven Swedish-built trucks.
From here it is “progressive gear changing” up the box, in halves on the flat, to get the most from the 1,000-1,300rpm torque band. Coming back down the box is normally done in full changes depending on the road layout ahead, with larger roundabouts possible in 5L and trickier islands taken in 4L/H to keep momentum going.
On the M6 past Preston heading towards Gretna Green we more or less remained in top with only the steepest hills forcing a change down. At 420hp this type of vehicle is classic trunking material and at 44 tonnes its performance is not compromised.
The exhaust brake is situated by the top of the foot brake. By dropping a gear and pushing the rev needle up towards 1,800rpm for optimum effect and dabbing the brake the noise will tell you whether you have got it right. The good thing here is that the driver behind will think you are braking anyway because the rear brake lights come on via footbrake as normal.
If used properly, the exhaust brake will significantly save wear and tear on the brake pads. Other button-operated exhaust brakes on the dash are not connected to the rear brake lights, thus causing potential danger if the driver behind is not overly aware.
On day two we got more A-road action and direct drive top gear sits happily at 1,250rpm at 50mph, and a shade under 1,100rpm at 40mph. This is where the engine will earn its corn because its slap bang on the peak torque band. Travelling through the villages and suburbs at 30mph, dropping a full gear to 7H, it sits at just under 1,100rpm, but for more versatility the driver can travel in 7L which takes the engine back up towards 1,300rpm.
Day three produced the real challenge: getting 44 tonnes over the toughest part of the route – the A68. Here it’s simply a case of getting through in one piece rather than trying to be fancy and save fuel where possible. With the truck below the power-to-weight ratio, changes down into the lower range were expected – but changes down in the lower half of the gearbox were something else entirely.
The extra weight feels like you’ve caught your braces on the door handle and they are starting to pull you back. As the first Sir Chris Bonnington hill at Ridsdale homed into view, we dropped into 3L but, as we pulled up and over the lip, we were forced down to 2L. This change was repeated at Kiln Pit Hill south of the A69 and again at Castleside in County Durham.
Even the co-driver felt exhausted after this effort but credit is due to the 420hp engine which pulled us through with flying colours. This section is tough, and to get through without tripping up is an achievement.
Cab Comfort
The truck arrived at Hinckley without any internal optional extras. The owner fleet that a standard radio cassette and electrically controlled left side mirror was enough. And they probably had a point. With two bunks, a wrap-around dash and a remote night heater control with light switch, the driver probably won’t have that much to complain about.
As well as a centre tray, there are two storage points above the driver’s head to the left and centre plus a wardrobe behind the driver’s right shoulder to keep the company shirt, tie and jacket dirt-free. Overall, the well-established Scania’s R cab is roomy, neat and offers a smooth ride.
The steering wheel will just about go into any position your stomach will allow and the air suspension seat offers car-like comfort. Also, Scania is one of the manufacturers that value maximising all-round vision from the driver’s seat. Front and nearside views were are good, although not seeing above eyebrow level does feel a little odd.
More importantly, the RHS mirror is at the bottom of the arm, which doesn’t compromise the view down the side of the lorry, and allows the driver to keep a beady eye on cheeky reps and boy racers who seems hell bent on using roundabouts as a chicane. Perhaps fellow manufacturers could take note when positioning their mirrors.
