HANDLE WITH EXTREME CARE - commercialmotor.com · too. We’ve always rated Scania’s integral retarder, operated via the column stalk or ‘blended’ with the footbrake. You can

44 COMMERCIAL MOTOR | 13 DECEMBER 2007

OPERATIONSRoadtest: Scania R620 Topline Griffi n

▲

No commission-hungry truck salesman is going to turn down the chance of selling you a 600hp fi re-breathing tractor with all the bells and whistles like the Scania Griffi n. But do you really need one?

for long: in June this year MAN snatched the top gun title for Germany with the 680hp TGX V8. So where’s it all going to end? A 700hp tractor will surely be the next step in the race for ultimate power.

As we all know, no one really needs that much power. The UK market for trucks rated at more than 520hp is tiny; maybe that’s why Daf dropkicked its long-awaited 560hp twin-turbo MX engine into the long grass for the time being. In fact the only operators who can really justify running wagons at 600hp and above are heavy hauliers – but that doesn’t stop people from wanting a high-power tractor, especially if they’re status-conscious owner-drivers or small fl eet operators with a power complex.

And when a punter walks through the showroom door with the wherewithal to buy a 600hp tractor it would take a very foolish salesman to suggest: “I feel Sir would be much

happier with a 480.” As one dealer recently told us: “You can talk yourself out of sale.” And if you really want a large herd of horses at your command the R620 Scania will do, at a pinch.

Aside from being the most powerful rating available in an R Series, the 620 V-bomber has the most torque, a monstrous 3,000Nm. Things start to look even better for lovers of Swedish steel when you consider that all Scania ‘long-distance’ or ‘L’ tractors now get an Opticruise auto box as standard.

Of course you’ll want to be pampered in your Topline cab, and what better way than by spending an extra £2,250 for the exclusive ‘Griffi n’ package (only available on the R620) which includes a fridge, microwave, coffee maker, Xenon headlamps, twin spots in the sun visor, leather seats with embossed Griffi n logos, retarder and cuddly toy (just kidding). As you can see, for a CM roadtester, life’s a bitch…

Specifi cation

SCANIA R620 TOPLINE GRIFFIN

Price as tested: £105,865Engine: 15.6 litres, 612hpGCW: 44,000kgPayload: 27,770kg

HANDLE WITH

N o doubt Scania’s engineers know the ancient Latin expression ‘sic transit gloria mundi’, which translates loosely

as ‘all glory is fl eeting’. Back in September 2005 they unveiled their fi re-breathing 620 V8 as “the most powerful series production truck on the market”. Five months later they must have choked on their pickled herring upon hearing the news that the ‘other’ Swedish truck maker had launched a 16-litre in-line six rated at 660hp. Not that Volvo was smirking

EXTREME CARE

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13 DECEMBER 2007 | COMMERCIAL MOTORFor today’s news visit www.roadtransport.com




On the road If only all top-weight tractors drove like an R-Series Scania. From the weight of the steering to the feel of the pedals, it just seems ‘right’; even its trademark soft ride leaves you in no doubt as to what’s happening where the wheels meet the road. OK, so the tall Topline cab sways a bit on hard cornering, but it’s always predictable.

With 620 metric horses this was never going to be too hard. During our fi rst day’s canter up the M6 to Gretna the Griffi n’s big V happily bumbled along at 1,000rpm in top gear, allowing us to zoom up Shap at a steady 85km/h. The only time we dropped a cog was when we felt like kicking up our heels a bit.

Quite a few 44-tonners can lug down to 1,000rpm and recover, but very few drop to 900rpm or less and come back punching like the Scania R620. The V8’s characteristic


‘brakka-brakka-brakka’ is music to the ears – we can understand why owner-drivers love it. Under hard acceleration it was accompanied by a strange warbling noise; we never did work out what it was. The only other sound we could hear was the turbo whine, because inside the Griffi n’s lair it’s as quiet as the grave. If you think we’re exaggerating take a look at the comparison charts.

The latest incarnation of Scania’s Opticruise auto is streets ahead of its predecessor. While it’s not quite as intuitive or quick-thinking as Volvo’s I-Shift, it’s as good as ZF’s AS-Tronic and operates within a much tighter rev band on the V8, improving its driveability along the way.

The only outstanding question with Opticruise is: why still fi t a clutch pedal? Scania boss Leif Ostling may think it’s a good idea to keep the third pedal; we don’t, and neither do the other auto-box manufacturers.

The steering column control paddle is easy to use and with Opticruise you can make manual changes without moving out of full-auto – a strong plus point. Barring the odd bit of intervention, either to change up more quickly or cope with our severe A-road section, we left it to its own devices.

Coupled to so much power Opticruise delivers great big block changes when you pull away, but go easy with your right foot unless you want throttle-induced whiplash. If you are running fully freighted and have to pull out into busy traffi c the R620’s extra oomph gives you the confi dence to get on with it, rather than closing your eyes and saying three Hail Marys.

The Griffi n goes well, and stops well too. We’ve always rated Scania’s integral retarder, operated via the column stalk or ‘blended’ with the footbrake. You can use it as a downhill speed limiter too (via one of the useful steering-wheel buttons). Press the change-down button on the fl oor when you’re in full auto and Opticruise also shifts down a gear (and will continue shifting down)

“Very few 44-tonners drop to 900rpm or less and come back punching like the Scania R620”

FACT FILECM’s Griffi n test

tractor had the ‘long’ dash with the

Scania Interactor 600 fl eet manage-

ment package featuring the large

information display which doubles as

a DVD viewer. The neat steering wheel function buttons are simple to use, and

are defi nitely not a gimmick.


Specifi cation


13 DECEMBER 2007 | COMMERCIAL MOTOR 47


Importer:

Engine:

Bore/stroke: Capacity: Compression ratio: Maximum power: Maximum torque: Transmission:

Gear ratios: Rear axle: Brakes:

Secondary brake type:

Chassis:

Frame dimensions:Wheelbase:Suspension:

Steering:Wheels and tyres:

Fuel tanks:AdBlue tank: Electrical system: Battery/alternator:

to ensure maximum back pressure for the V8’s exhaust brake.

Put that lot together and you’ve got a formidable stopping system that keeps your service brakes fresh and your pulse rate down, even on long descents. For the retarder alone, we believe the Griffi n package is worth every penny of the extra £2,250.

Productivity OK, let’s get it over with... 7.58mpg overall from the Scania Griffi n is not going to set the world on fi re, especially as we’ve been getting low eights from other 44-tonners around CM’s two-day test route – but then they didn’t have 620hp of engine to feed.

If you want this much power you’d better understand that there’s a price to pay. That’s not to say the R620 can’t be fuel-effi cient – with a bit of gentle coaxing its fi rst-day return was a perfectly respectable 8.41mpg though you’ll probably get more from a 480hp tractor.

Where the R620’s phenomenal power does pay off is when the going gets tough. Over our severe A-road section, with its fuel-sapping 1-in-7 climbs, the Griffi n was not only very quick (well there’s a surprise), it was actually more

▲


FACT FILEScania’s mighty 16-litre V8 is offered at 500, 560 and 620hp

with all three ratings using selective

catalytic reduction (SCR) to achieve

Euro-4. A Euro-5 620 (again with SCR) is due next February

for an extra £2,100. All Scania Long-Distance tractors

now come with the three-pedal Opticruise auto

as standard.

Our verdict

Cab comfortIt’s not quite a fl at fl oor, but the Topline cab is spacious while the Griffi n option is packed with goodies. However, that bottom bunk with its fi ddly pull-out trays and foam sections needs sorting out. The leather-trimmed driver’s seat is superb while the Griffi n logo adds an extra touch of class.

▲

economical than its test rivals. Why? Because while they were grinding up the hills in a lower gear the big Swede was able to lope up in a higher, more comfortable, ratio.

The hideous amount of traffi c nowadays means that overall journey times around our test route don’t mean much. For a more meaningful refl ection of the Scania R620’s productivity, check out at its 0-80km/h and hill-climb times. And yes, we probably could have completed the M1 ascent more quickly,

but with the big V thumping away at 1,100rpm in 11th gear (it only needed to drop one gear), rushing seemed rather pointless.

Rather like the mythical Griffi n, the R620 Topline 6x2 is a bit of a beast. In fact at 9,230kg it’s no lightweight – and that was with only the nearside 410-litre tank fi lled up. Filling the 230-litre offside tank would obviously have made it even heavier, but on the other hand Scania delivered our test tractor with steel wheels where most rivals roll up on alloys, and

Scania (Great Britain), Tongwell, Milton Keynes MK15 8HBEuro-4 charge-cooled DC16-08 V8 diesel with electronically controlled unit injectors and selective catalytic reduction (SCR) in exhaust127x154mm15.6 litres17:1:1612hp (456kW) at 1,900rpm3,000Nm (2,213lbft) at 1,100-1,400rpmScania GRS905 overdrive-top, 14 forward-speed synchro box with ‘Opticruise’ auto gearchange-management system (standard on Griffi n and all ‘LA’ model tractors)13.28-0.80:1Scania ADA 1100/R780 axle; single reduction, 3.08:1Full-air braking with two independent circuits. EBS discs fi tted all round with auto adjustment and pad-wear indicators; ASR. Air-operated spring parking brakes on front and drive axlesScania integrated retarder, 520kW maximum retardation above 40km/h; brake ‘blending’ function on footbrakeSteel ladder frame with riveted and bolted construction 270x90x8mm3,975mm (outer-axle spread)Front, parabolic springs and anti-roll bar; second (mid-lift) steer, quarter-elliptic steel with air bag; drive, full-air suspension Integral hydraulic power-assistedSteel 10-stud wheels with Bridgestone R249 V-steel rib 315/80 R22.5 tyres on steer and mid-lift axle; M729 315/80 R22.5s on the drive axle410-litre alloy LHS/230-litre alloy RHS80-litre plastic24V earth-return system2x180Ah/100A


With its 3,000Nm of torque, the R620 delivered a blistering 0-80km/h sprint, stormed up the worst of our test hills then strolled up the M18 climb on the limiter. It’s quiet inside too.

Acceleration (sec) 0-80km/h 32-64km/h 48-80km/h

Hill climbsMiltonrigg HillCastlesideM18M1

Braking (stopping distance) 32km/h 48km/h 64km/h

In-cab noise (dB(A)) 48km/h 64km/h 80km/h 88km/h Tickover

Daf XF105.510

SuperSpace 44 tonnes/Euro-4

46.819.425.1

1min 20sec2min 25sec3min 48sec4min 43sec

9.75m19.9m32.3m

59.261.864.366.651.2

RenaultMagnum 500

Classic Cab44 tonnes/Euro-5

45.0920.126.7


8.13m17.2m29.3m

64.063.068.368.554.8

Volvo FH16.580

Globetrotter XL44 tonnes/Euro-5

41.518.624.1


6.4m15.3m25.9m

62.164.664.367.151.4


COMPARISONS: DRIVINGthis would have saved almost 200kg. In any case, if you’re looking for maximum payload potential, look elsewhere.

Cab comfort We’ve spent plenty of our time on CM getting in and out of top-weight tractors and the R-cab’s step layout is still the best in the business.

Once inside the Griffi n cab it’s clear you are entering a special world. The build quality is as rock solid as you’d expect from this marque, although we can’t help wondering whether there shouldn’t be a bit more luxury... such as carpeting over the practical rubber fl oor covering. And as much as we like the wooden steering wheel and dashboard, £850 is a lot to pay for something you’d expect to be included in the Griffi n package.

On which subject, if you want a ready plumbed-in microwave and coffee maker in your R-cab, you’ll love the Griffi n’s ‘kitchenette’. It also keeps the dash top uncluttered, although you do lose some storage space. By way of contrast the underbunk fridge needs a rethink. Rather than being a top-loading slide-out unit, it has a fl imsy forward-folding door (the locking handle had come off ours) and a cheap plastic tray that you have to pull out to get to everything. The Swedes should look at how the Italians, Dutch and Germans do their fridges.

With the high-roof Topline R-cab there’s plenty of headroom and space to move about in. It does OK on storage too and there are

ScaniaR620

Topline Griffi n44 tonnes/Euro-5

39.414.919.4


8.9m18.9m31.4m

60.261.861.765.459.8

COMMERCIAL MOTOR | 13 DECEMBER 200748 For today’s news visit www.roadtransport.com

some neat touches such as the drawer in the dash, below the clever pull-out driver information screen which is part of the optional Interactor 600 fl eet management system. The screen can also be used to watch DVDs, so here’s a bit of IT that satisfi es gaffer and driver alike.

And so to bed. Why Scania doesn’t just bite the bullet and extend the back of the R-cab to make room for a standard-sized mattress across the entire width of the cab is beyond us. Instead it persists in scalloping out the front edge of the mattress behind both seats to allow maximum rearward adjustment. All well and good, until you want to go to bed. This entails pushing both seats forward and pulling out the two trays from the bunk base into which you have to put extra fi llets of foam just to make the bed a uniform width along its entire length. This is an irritating chore at the end of a long shift and it’s time it was fi xed.

By contrast we love the Griffi n’s leather driver’s seat, which is comfort personifi ed. ■


G

A

HI

E

J

❚ INTERNAL DIMENSIONS

❚ CONFIGURATION AND CYLINDERS

L

CC KF

B

DM

❚ VIEW FROM SIDE

Specifi cation

4913 DECEMBER 2007 | COMMERCIAL MOTOR

Plated weightsGVWGCWFront axleRear bogie

Weight as tested Kerbweight (with 75kg driver)Unladen test trailer Net payload

The Topline is the tallest cab in the R-Series armoury, and offers oodles of living room. The Griffi n package only comes with the 620hp rating.


VEHICLE DIMENSIONS

✔

✔

✔

✔

✔

✔

Security featuresEngine immobiliserAlarm Central lockingSecure grilleLocking fuel cap (optional)Secure battery

23,10044,0007,500

16,300

9,2307,000

27,770


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Dimensions (mm)A External widthB External lengthC Front overhang from front axle D Step heightsE Cab fl oor heightF Wheelbase (OAS)G Cab lengthH Internal height (maximum)I Internal height (above bunk)J Bunk dimensions (top)J Bunk dimensions (bottom)K Rear overhangL External cab height M Chassis height (fi fth-wheel height)

2,4906,2151,460

430/840/12401,5303,9752,2652,130

950 bottom/630 top2,050x780x1301,980x700x76

7803,9501,260

”Once inside the Griffi n cab it’s clear you are entering a special world – build quality is rock solid”For today’s news visit www.roadtransport.com

FACT FILEThe Scania R-Series entry steps are an object lesson in how to get cab access right.

FACTS & FIGURES



Fuel consumption Overall, mpg (lit/100 km) Day 1 overall Day 2 overall Tough A-roads Easy A-roads/motorways Tough motorways

Average speed Overall, km/h Tough A-roads Easy A-roads/ motorways Tough motorways

Running costs AdBlue rate (% of diesel) Fuel cost (£/100km) AdBlue cost (£/100km) Total cost (£/100km)

We enjoyed mainly sunny test weather, although an easterly wind on day two didn’t help. With all that power the R620’s average speed over the tough A-roads section was impressive, while fuel economy was perfectly acceptable.


OPERATIONAL TRIAL RESULTS

Volvo FH16.580 Globetrotter XL44 tonnes/Euro-5

7.75 (36.5)8.50 (33.2)7.22 (39.2) 5.74 (51.6)8.61 (32.8)8.04 (33.6)

77.155.582.982.9

3.529.160.5129.67

RenaultMagnum 500 Classic Cab44 tonnes/Euro-5

7.92 (35.7)9.01 (31.25)7.19 (39.29) 5.65 (50.0)8.45 (33.4)7.84 (36.0)

75.856.777.680.6

5.028.560.7229.28

Daf XF105.510 Super Spacecab44 tonnes/Euro-4

7.93 (35.6)8.83 (31.9)7.38 (38.2) 5.73 (49.3)8.85 (31.9)7.95 (35.5)

75.859.579.981.4

3.327.750.5828.34

ScaniaR620Topline Griffi n44 tonnes/Euro-5

7.58 (37.3)8.41 (33.6)7.06 (40.0) 5.80 (48.7)8.02 (35.2)7.53 (37.5)

74.058.676.479.2

4.829.350.7130.06


▲

Our verdict

EngineScania has stuck doggedly to a big

V engine and it has consistently won sales from

owner-drivers and STGO hauliers. The 620hp V8’s bottom-

end torque is phenomenal

and allows a lazy driving style.

cmot-dec-13-07-p050 Sec1:50cmot-dec-13-07-p050 Sec1:50 6/12/07 12:45:35 pm6/12/07 12:45:35 pm

xxxxxxxx

Test date

Payload as testedAs tested, kg

Servicing downtimeAnnual total, hours

Contract maintenancePer year, £

Parts pricesBasket of spares, £

Residual value* Three years Five years

Dealers UK/Europe

WarrantyBasic covermonths/distance

List price*Basic chassis-cab, £

13 DECEMBER 2007 | COMMERCIAL MOTOR 51

DafXF105.510 Super Spacecab44 tonnes/Euro-4CM 21 Sep 2006

28,420

7.5

3,396

2,474

29,60021,400

136/900

24/unlimited 36 servicing

115,460

RenaultMagnum 500 Classic Cab44 tonnes/Euro-5CM 25 Oct 2007

28,185

3.6

3,708

2,644

26,50019,400

69/1,200

24/unlimited

104,372*

Volvo FH16.580 Globetrotter XL44 tonnes/Euro-5CM 28 Jun 2007

28,040

7.5

4,410

3,126

28,00020,100

99/900

24/unlimited 36 servicing

110,728

Servicing downtime: Recommended standard servicing, 120,000km/year UK trunking. Contract maintenance: One of a fi ve-year contract, minimum of eight inspections, 120,000km/year UK trunking. Parts prices: Retail total of brake linings (full set), headlamp unit, door mirror, wiper blades, oil/air fi lters, clutch. Residual values: Trade value, assuming 120,000km/year, in CAP Average Condition. Figures supplied by CAP Monitor. Contact: 0113 222 2000*Euro-5 chassis tested

For a fl agship tractor the R620 Griffi n comes with a very attractive price tag and spec including an auto box and retarder. Scania has tried to control the price of its parts and aftermarket services, and it shows.


OUR VIEW

So is the R620 Griffi n still the ultimate object of desire, especially when measured against the FH16.660 and new-kid-on-the-block TGX 680?

If you’re a dedicated Scania buyer you’ll no doubt answer a resounding yes, particularly as the Swedish marque retains a phenomenal brand image and loyalty among drivers and small fl eet operators, not least when it comes to the R-Series Topline.

OK, so Scania’s R620 is not “the most powerful series production truck on the market” any more – but it’s still got enough grunt to pull down the walls of Jericho and it will hardly even notice 44 tonnes.

With power comes responsibility, and if you want acceptable fuel economy from the big V8 you’d better take it nice and easy.

In fact if the price of fuel is more important to you than feeling like King of the Road, here’s some advice: order your next Topline with Scania’s new 13-litre EGR six-pot. The most powerful 480hp version has the same 2,500Nm of torque as the 500hp V8, and it’s lighter too.

As for the Griffi n package, it’s impressive, but we would still like a few more goodies for our money.

Scania’s R620 Griffi n is one hell of a driving machine...all the Swedes need to do now is sort out the back of the cab.

NEXT WEEK

CM puts the Iveco Stralis to the test

▲▲

Brian Weatherley has the last word

ScaniaR620Topline Griffi n44 tonnes/Euro-5CM 13 Dec 2007

27,770

6.5

3,581

1,815

31,90023,900

90/1,000

12/350,000

105,865

FACT FILEThe bottom-line fi gures for the R620

look impressive, as does its spec. Even with the Griffi n package, which includes the integrated retarder, its

list price is eye-catching, but it’s a pity you’ll have to pay extra for touches

like wood-effect trim. Considering the chassis price we’d advise bending the

salesman’s arm to get some extras thrown in for free. In any case, if

payload is the key profi t driver for your operation the 6x2 V8’s kerbweight

won’t be particularly attractive, even with weight-saving alloy wheels.

COMPARISONS: OWNERSHIP

THEVERDICT

cmot-dec-13-07-p051 Sec1:51cmot-dec-13-07-p051 Sec1:51 6/12/07 12:44:46 pm6/12/07 12:44:46 pm

Documents

HANDLE WITH EXTREME CARE - commercialmotor.com · too. We’ve always rated Scania’s integral retarder, operated via the column stalk or ‘blended’ with the footbrake. You can