COVER

Whenever the Scania name is mentioned, thoughts turn to the flagship 770 S and rightly so - it is a feat of engineering that deserves to be admired. however, while Scania is famed for its legendary V8 engines there is more to the Swedish company than this one power unit. In reality, the iconic V8 represents only a small percentage of Scania’s powerplant sales in all markets with some exceptions - one being Ireland. nevertheless, as with all manufacturers, the volume market sits within the mid 400 to mid 500 hp power band.

Now to service this major segment, and the majority of its customers, Scania has launched a new engine, the DC13, as part of what is called “the most advanced powertrain in heavy transport today” and “the biggest launch since 2016”. The company has also assigned the old ‘Super’ nameplate that adorned models of the early 1970s and ‘80s to this latest platform.

With the new Super platform, Scania is offering power ratings from 410 to 560 hp and fuel savings of 8%. The company aims to consolidate its position as a leader in vehicle and powertrain technology through to 2030, when expected demand for diesel-fuelled internal combustion engines will decline. With the all-new DOHC DC13 engine Scania promises significant savings of 5% for operators engaged in long-haul work. However, the new updates are not solely related to the engine, as Scania has achieved a 3% saving with innovations to chassis, axles, and transmissions which in total realise savings of 8% over the previous model.

For some time now all Scania engines can operate on Hydrogenated Vegetable Oil (HVO) and this continues with the new engine. In addition, the new DC13 six-cylinder double overhead camshaft (DOHC) unit will also be available in Natural gas, Biogas and two Biodiesel versions. A major new transmission offering sees two new gearboxes; the G33 and the lighter G25. Both transmissions are automated, and a manual version will no longer be available though there will be the option of a drop-down clutch pedal. With the G25, Scania has all but completely removed the synchromesh thereby achieving significant weight savings. Included in the list of innovations is Scania’s new Compression Release Brake (CRB), which it believes will all but eliminate the need for Retarders except for the heaviest loads on the hilliest topography. Following up the rear is a new lightweight axle option that will find favour with many operators even though it is only rated for 45 tonnes. Not everyone runs at max weight all the time, and currently the 46 tonne GVW limit in Ireland is one of the highest in Europe outside of Scandinavia and the Netherlands. More importantly, Scania is offering a total of 9 final drive ratios which extend from 4.11:1 to a very high 1.91:1 - which are specifically targeting customers who move high volume lightweight consignments, one example would be flower transport. Scania has now joined a number of other OEMs by offering a digital mirror camera system. While these systems are relatively new, one can expect them to be standard fitment going forward. The Scania model differs from other systems in that the cameras are mounted on the

Scania’s Super(Trooper) New D13 Engine

door below the window line, whereas other manufacturers opt to mount their systems on the roof section above the door. Although opinion may be divided on the placement, many would opt for the higher placement to prevent damage from other vehicle doors being opened onto them as often happens on tight loading bays and onboard ferries. Nevertheless, the benefits of camera systems are readily accepted at this stage, with improvements for night driving, an enhanced field of vision, and eliminating the blind spots often created by external mirrors and mirror arms.

A vast range of fuel tanks and mountings for ancillary equipment are now available thanks to Scania’s ‘Modular Architecture Chassis’ (MACH) which allows operators to specify the exact fuel tank/s and mounting point for the tank/s. This can be highly important for some applications where the fitting of additional equipment is necessary. In a relatively simple but novel idea, operators can now mount the AdBlue tank within the chassis with a filler neck extending to an external fill point thereby freeing up space. This is important because the Super versions use Scania’s ‘Twin SCR Dosing’ system which results in greater AdBlue consumption than the outgoing model.

Scania presented figures based on an annual mileage of 130,000 kms which indicate that the new DOHC DC13 will consume 2,430 litres of AdBlue compared to 1,750 litres previously. While this is an increase in running costs, Scania has stated that it is offset by diesel consumption which is reduced from 41,050 to 37,770 litres for the same 130,000 kms.

A new range of D profile fuel tanks with capacities from 165 to 700 litres are available and thanks to an externally mounted fuel optimiser unit the Swedish engineers say it is possible to increase the capacity of useable fuel held in the tank from 87% to 97%. The optimisation unit eliminates the need for an engine-driven mechanical fuel pump and provides a simple to use water trap drain tap. Driving the new Super and making a comparison to the existing model is an interesting experience. On the launch event, the Scania Super R460 (2,500 Nm) was driven first and it was easy to recognise the various enhancements made to the latest editions. It is noticeable that the truck is very quiet, and that the gear selection is improved almost to the point of being

comparable with a Dual Clutch system. The electric steering and flexibility of the chassis come into play. All positive and welcome. Even at 460 hp, there is a sense of power and an expectation that the truck will perform, one that is met in full as the 2,500 Nm of torque comes in from a low 900 rpm and holds through to 1,290 rpm on the 460 hp.

However, it is only when getting back into the current R450 (2350 Nm) that one fully appreciates and can quantify the level of improvement Scania has brought to the new series. The ‘Super’ trucks are lighter and feel more car-like to drive. Some of the enhancements may appear small, although when combined they deliver significant improvements to the truck and therefore to the driver’s workload.

Delivering improvements to the transport office’s workload through 100% vehicle uptime is what Scania’s ‘ProCare’ package aims to achieve. With the ProCare preventative service programme, Scania believes it can achieve this goal of 100% uptime and reduce unplanned ‘vehicle off road’ events. All indications are that the new DC13 will perform well for the operator, good news for parent company Traton AG as the new driveline will be rolled out across the Group, to include MAN, through 2023 and 2024.

Scania has a particular reputation to uphold and many will be glad to hear that the drive is quieter than before, especially with the engines up to 500hp. However, when driving the Super 560 there is still a noticeable and comforting growl from the new 12.74 litre. Could the new Scania DC13 560 Super be the new V8?

Text & Photos: Paul White– paul@fleet.ie

SUMMARY OF SCANIA’S NEW PLATFORM INNOVATIONS

DOHC in-line six cylinder DC13 (12.74 L) Diesel, HVO, CNG, FAME, Biogas - Fuelled Options

Two new transmissions G25 and G33 New lightweight rear axle (rated @ 45 tonnes)

Fuel Optimisation unit to replace fuel pump Twin SCR Units / Easy drain water separator

New lightweight rear axle (rated 45 tonnes) 9 new rear axle ratios from - (1.91:1) to (4.11:1) 7 Kg - Compression Engine Brake up to 350 kW 100 kg - Lightweight Retarder Service intervals up to 200,000 kms D profile tanks increasing useable capacity to 97% Optional Digital Mirror System New MACH chassis with tank & AdBlue options Premium ProCare R&M Contract Optional Clutch-less Compressor

ENgINE H/POWER k/WATTS TORqUE NM

CURRENT DC 13 410 SUPER DC13 420 CURRENT DC 13 450 SUPER DC13 460 CURRENT DC 13 500 SUPER DC13 500 CURRENT DC 13 540 SUPER DC13 560 302 309 331 338 368 368 397 412 2150 2300 2350 2500 2550 2650 2700 2800