50 minute read
Scania Raises the Stakes
Raises SCANIA
THE STAKES
Words | Steve Brooks
Recent years have been the best in Scania’s 50-year history in Australia. Not spectacular, and not without a few foibles, but certainly better than ever before and certainly enough to cause market leaders to keep a concerned eye on the brand’s rising prominence from one end of the country to the other. Scania’s gains, of course, have come from the evolution of a significantly more appealing product range but so, too, have they come from more astute management. In this wide-ranging report, we start with a test drive from Sydney to Melbourne in a new R540 B-double before a one-on-one talk with Scania Australia’s quietly composed managing director Mikael Jansson on some of the factors behind the brand’s steady rise in recent years. Then, back in Sydney, we climb into the new baby of the bunch, the seven-litre P-series
SCANIA’S Double Shot
cania hasn’t wasted any time slipping the new 540hp (403kW) version of its 13-litre Euro 6 engine into the market. And nor should it, given that since the S local launch of its much lauded ‘New Truck Generation’ (NTG) more than three years ago, the Swedish brand has been somewhat off the pace in the 13-litre power parade. Sure, the new range has many attributes: second to none in safety, exceptional build quality, respectable efficiency, and when it comes to big bore brawn, there’s nothing to match Scania’s venerable V8. But, as we asked several Scania operatives during the NTG’s Australian launch, ‘Seriously, why is the 13-litre engine limited to 500hp (373kW) when the similarly-sized engines of its main
impressive This was an pull
rivals, namely Volvo’s D13 and MercedesBenz’s OM471, peak at 540 and 530hp (395kW), respectively?’
The official response was to simply cite the six-cylinder engine’s gritty torque output (2,550Nm/1,880lb ft) and its subsequentlystated ability to deliver an enviable mix of potent pulling power and frugal fuel economy at gross combination weights up to 75 tonnes.
Besides, as Scania stalwarts were equally quick to comment, if you want more than 500hp, there’s always the 16.4-litre V8 with outputs starting at 520hp (388kW) and going all the way to 730hp (544kW).
Even so, a few Scania insiders quietly admitted to being equally perplexed by the six-cylinder engine’s 500hp limit, which, in
our parochially power- conscious market, appeared to be handing its main rivals – which now include DAF’s Euro 6 MX-13 engine at 530hp – something akin to a free hit.
On the other hand, Scania’s more senior people were again quick to firmly refute any suggestion of being off the pace, claiming the 13-litre 500hp rating in both the full-size R cab and the lower profile G cab has been “among our most popular [and] widely praised for its performance, fuel efficiency and driveability”.
Fair enough, but with the recent arrival of the 540hp rating, the company hasn’t been at all shy about pointing out the new setting’s ability to turn its “six- cylinder prime mover into a genuine long-distance interstate B-double hauler”.
Call me cynical, but doesn’t that suggest the 500 rating wasn’t quite the genuine B-double linehauler its defenders declared? It would seem so.
Whatever, there’s no doubt the 540’s additional horsepower, coupled with an extra 150Nm of torque – taking peak torque out to 2,700Nm, or 1,990lb ft – finally put the Swedish contender head-to-horsepowerhead with any contender in the highly competitive 12- to 13-litre class.
The extra punch, however, hasn’t come without some critical updates to enhance performance and, predictably, fuel efficiency. In fact, the message from Scania is that, like its in-line siblings, the DC13 engine has been reworked in a number of key areas. These include the application of low-friction coatings on pistons, rings and bores, modified inlet and exhaust manifolds, increased compression rates and higher cylinder pressures from Scania’s durable XPI fuel injection system, and a new fixed geometry turbocharger.
In addition are new variable coolant pumps, specifically designed to enhance efficiency when the engine is operating at low load cycles, and a variable steering pump that, combined with all the other updates, allows Scania to confidently claim an overall fuel consumption improvement of up to 2.5 per cent.
All up, it’s simply a more potent package with 540hp on tap at 1,800rpm and top torque on stream from 1,000 to 1,300rpm. And yes, while the V8 is always an option for Scania’s 500-plus proponents, it comes with a 300kg weight penalty over the steer axle compared to the six-cylinder’s 540 rating.
So, to push the point just a fraction further, a 540 rating might have taken a lot longer than expected to get here but it certainly won’t take long for word to get around that Scania’s 13-litre can now punch as hard as any in the high end of the mid-bore business.
Down the Hume
Understandably, Scania has been keen to get bums on the seat of its latest linehaul specialist and the offer to take an R540 B-double with almost 34,000km under its belt on a daylight run from Sydney to Melbourne quickly became as likeable as it was logical.
Scania’s affable driver trainer, Dave Whyte, whose previous lives as an owner-driver and writer for several truck magazines have embedded a deeply ingrained regard for the Swedish truck, appeared more than happy to spend the day in the shotgun seat.
Still, with a shrewd grin, he wasn’t bashful about proclaiming high hopes for performance and efficiency as the combination headed out of Scania’s Prestons dealership in Sydney’s south-west at a gross weight of 58.5 tonnes.
The outfit settled easily into stride down the freeway and while much more than a year had passed since last driving a Scania, it didn’t take long to be reacquainted with a slick powertrain and an impressive array of standard features.
Typically, the engine uses selective catalytic reduction (SCR) and a diesel particulate filter (DPF) to achieve Euro 6 emissions compliance, matched to Scania’s highly intuitive and stunningly smooth 14-speed overdrive Opticruise automated transmission. Feeding into a 3.42:1 final drive ratio, 100km/h was notched around 1,400rpm.
Fuel capacity in the standard R540 is 1,030 litres – 720 litres in the left tank, 310 in the right – and a 105-litre AdBlue tank, with steer and drive axles rolling on Continental 295/80R 22.5 tyres mounted
Scania’s 13-litre punch as hard can now as any
Inside views of Scania’s R-series cab. It’s an entirely comfortable and well-appointed layout but familiarity with control functions takes time on Alcoa DuraBright wheels. Scania states a tare weight with full tanks, but no bullbar or driver, at a tad under 9,800kg. By comparison, a V8 under the same cab would easily push tare over 10 tonnes.
Disc brakes all-round operate in concert with an advanced emergency braking system and Scania’s highly effective, multistage R3500 retarder and exhaust brake. In short, Scania braking is incredibly strong, smooth and, no doubt, as safe as they come.
Standard safety systems are, of course, a major influence in all new trucks nowadays – still, some more than others – and while the R540’s list includes a driver airbag, electronic stability program, lane departure warning, adaptive cruise control, and auto hill hold (arguably the most practical innovation of all), Scania has gone one better than its European counterparts with what it calls ‘side curtain roll-over protection airbags’.
On the inside, there’s plenty for a driver to like but there are also a few areas where the Scania isn’t quite the equal of others.
The sleeper, for instance, is not as functional or practical as the top-of-the-line Benz bunk and, with a wide array of control functions on the steering wheel, familiarity can take quite a while.
In this estimation, operational ease could be improved by moving the small buttons for cruise control and downhill speed control from the bottom of the steering wheel to a higher position on the rim. Just a thought!
Similarly, and like most of its continental rivals, it took a while to feel completely comfortable with the Scania’s soft and somewhat sensitive steering. But not too long. Indeed, by the time the truck approached the first significant climb at
Skyline near Mittagong, comfort and on- road confidence were well established and it was easy to concentrate solely on the R540’s performance.
With the transmission in auto mode and the engine showing a propensity for digging deep into the torque band before dropping a gear, the Skyline climb forced the truck back to eighth gear, with engine speed briefly reaching down to 1,450rpm. A good effort, and one which was largely repeated on the pull out of the nearby ‘dipper’.
At the back of the brain though, there lurked the thought that hill climbing performance could probably be improved in manual mode, making shifts earlier and, where appropriate, taking two gears rather than one.
And so it was that, on the approach to the long hard pull-over at Conroy’s Gap, manual mode was selected and the Scania ultimately steamed over the crest in ninth gear at 1,200rpm.
This was a highly impressive pull, with earlier downshifts allowing the engine to keep up a full head of steam and hang onto a higher gear than perhaps would’ve been achieved with the shifter in auto mode.
By this stage, confidence in the Scania’s performance and technology attributes, not least high regard for the downhill speed control function, was winning an increasingly positive opinion of the R540’s abilities.
The quiet strength of the peak 13- litre rating and the inherent driver comfort were, in fact, making the trip pass surprisingly fast and, with plenty of daylight remaining, the truck was soon enough mingling in the congested afternoon traffic of Melbourne’s western ring road.
The final destination was Scania’s Laverton dealership, but not before swinging into a nearby service station to top up the tanks and physically confirm the trip computer’s fuel reading of 2km/litre, or 5.65 mpg for us older heads, for the 860km run.
Either way, a respectable return by any measure, and enough to put the hint of a smile on Whyte’s dial.
It was, in fact, an even more respectable return given that the truck was largely driven to assess performance standards rather than any feather-footed, technologically tooled attempt to maximise fuel economy.
Proving the point, trip data revealed the R540 averaged a lively 86km/h, with an overall driving time under 10 hours.
So, the end assessment is to simply vouch for Scania’s claim that it has turned its 13-litre “six-cylinder prime mover into a genuine long distance interstate B-double hauler”.
Not before time, perhaps, but there is no doubt that Scania has now made the 13-litre linehaul class even more competitive than before.
THE RIGHT Direction
If ever two managing directors appeared to emerge from different sides of the corporate corridor, they are current Scania Australia chief Mikael Jansson and his retired predecessor, Roger McCarthy.
McCarthy, the sharply-styled, articulate Englishman with a polished salesman’s flair for the limelight was, typically, always up for a chat on industry issues and Scania achievements. And a photo, of course.
Jansson, on the other hand, is a mild- mannered Swede with a strong Nordic accent and an apparent preference for quiet conversation rather than public appearance. In fact, now approaching four years in the top job at Scania Australia, it’s surprising to learn that this is Jansson’s first one-on-one interview.
Yet, despite their decidedly different personas, they share a couple of critical similarities. Each is a passionately proud and loyal Scania stalwart with a determined competitive streak and, most significantly of all, each has achieved far more than any of his many predecessors.
Indeed, Scania Australia is today stronger and more successful than ever before and certainly nothing like the struggling entity that, in the late ‘90s, came close to being withdrawn from the market according to a blunt admission long ago by the brand’s authoritarian, and often outspoken, former leader, Leif Ostling.
Yet, while Sweden’s commitment to stay in Australia all those years ago had next to no impact on Scania’s position on the sales ladder, it apparently had a big influence on financial performance.
According to a bullish Ostling, interviewed during a 2004 visit, Australian profitability had by then improved to be one of the best in the Scania world on “an investment to equity relationship”.
Nonetheless, for the first decade of the new century, the Swedish maker simply could not climb off the lower rungs of the heavy-duty ladder, generally hovering around three or four per cent of the sector, despite callow guesstimates by a succession of imported leaders that a 10 per cent slice was “entirely possible” within a few years.
Consequently, and given the underwhelming and occasionally short-lived performances of numerous predecessors, McCarthy’s arrival in 2009 was cynically seen as just another Scania chief happy to enjoy an idyllic sunny break from the great grey of the northern hemisphere.
It was soon evident, though, this highly professional Pommie import was seriously intent on making a mark and, over the next seven years, cleverly implementing several initiatives in niche markets. Effectively making Euro 6 emissions a Scania specialty, the brand finally started to achieve steady growth.
To date, he is Scania Australia’s longestserving managing director and, it’s fair to say, it was McCarthy who finally got the ball rolling for Scania.
However, it’s equally apparent that, despite a somewhat diffident demeanour, Jansson hasn’t been at all shy about picking up the ball and running with it.
At the close of 2017, just months after McCarthy’s departure for retirement and Jansson’s appointment, Scania, for the first time, cracked 1,000 heavy-duty sales in a year – 1,003 to be exact. But, at 8.4 per cent, it was still notably short of the elusive 10 per cent share of the big boy class.
However, the best was yet to come and it is a surprisingly buoyant Jansson who agrees that the last four or five years have been Scania’s most successful in the Australian market.
Still, there have been a few unexpected setbacks. Certainly most worrying of all is Covid-19 but well before the pandemic struck with all its fears and frustrations, challenges were emerging that would rain on Scania Australia’s excitement after the early 2018 launch of its New Truck Generation (NTG).
Hiding under the fanfare of the new model release were destructive supply shortfalls in Europe, especially on components for building Scania’s popular V8 engine, which
led to the production line shutting down for several months.
As Jansson commented, it was particularly disappointing “after the new series had received so much positive feedback from customers”.
Consequently, 2018 was a year of struggle that took the gloss off the initial excitement of the NTG release, with Scania achieving a relatively lacklustre 891 sales and falling back to just 6.2 per cent in what was then a booming market for the heavy-duty sector.
Still, according to Jansson, the market’s enthusiasm for the new model range and the gradual unblocking of V8 supply lines created ideal conditions for a major turnaround in 2019. Accordingly, Scania notched its best year ever with 1,140 deliveries and nine per cent of the heavy-duty class.
Even so, demand for the new range continued to outstrip supply and it’s an adamant Jansson who insists 2019 would have been significantly better if supply had been able to match orders. Likewise, 2020!
Considering Covid
In Scania Australia’s Campbellfield (Vic) boardroom a few months back, Jansson was quick to express relief that people were once again sitting at desks and circulating through the office.
“We need to learn from the lessons of having more flexible working arrangements,” he comments.
In the next breath, though, he stresses the need for face-to-face interaction.
It was a simple example but the message was clear.
Quiet for a moment, Jansson continues: “I’m very proud how we handled Covid and how we had no infections at all.”
Equally, employment was kept at full strength, there was no shutdown for Scania and the service network stayed open and firmly fixed on meeting customer needs.
“We kept and protected our people, we kept supporting our customers, the retail operation was running at full speed, and the company was effectively managed despite so many people working from home,” he says.
Eager to push the point and, no doubt, espouse a higher ideal, he adds: “We should get support from government when we really need it, not just because we can get it. For me, that’s about maintaining our social responsibility.”
Yet, whereas some companies were stunningly quick to use Covid as an axe to cut people, it was a forthright Jansson who remarked: “We kept all staff.”
Then, a few minutes later in response to a question about Scania’s rising prominence: “We now employ 500 people, so 25 per cent [100 people] more than when I came here, plus we’ve started Scania in New Zealand, where we employ 150 people.”
Nonetheless, Covid-19 wasn’t the only constraint in 2020. In fact: “I was a bit surprised that Covid was not impacting the market as most thought it would,” he comments.
However: “Order intake for us last year was very strong [but] we lost market share because we had supply issues, so we ended just short of 900 trucks.”
The official number was 880 deliveries for 8.3 per cent of the market and fifth spot on the heavy-duty leader board.
Meantime, while he insists the strong order intake is continuing in 2021, so too are
A serious Mikael Jansson considers a question on Covid. “It was important to keep our competence (and) it makes me proud we were able to do that.”
We have an order book
now we have never seen before
People power. “We now employ 500 people, so 25 per cent (100 people) more than when I came here, plus we’ve started Scania in New Zealand where we employ 150 people,” explains an earnest Mikael Jansson the supply issues, which are certainly not peculiar to Scania alone.
As Jansson explains, the issues are twofold: “One is the shortage of semi-conductors [essentially the micro components of the electronic control systems at the heart of almost every automotive product in the world today]. That is a global problem but how much it will impact us is somewhat unknown. It is a big challenge for everyone.”
Critically, however, it’s a challenge accentuated by the high level of international demand for Scania’s NTG range.
Consequently, it’s a sincere and gratefully candid Scania chief who says: “We will not get the supply this year that we want from Europe.” On the positive side, though, he firmly suggests it’s a short-term issue.
Demand for the NTG range is not peculiar to Europe alone.
“We have an order book now we have never seen before,” says a positive Jansson, predicting a strong market for heavy trucks this year and, potentially, another record for Scania.
Thoughtful for a moment, he continues: “The supply issue may stop us from reaching that figure but, from what we know at this moment, we will deliver over 1,000 trucks this year. The order book is just so strong.”
Asked if Scania’s rise comes at the targeting of any one competitor, a serious Jansson replies: “Mercedes-Benz and Volvo are the two main competitors normally [but] I don’t care. We are not focused on who we target.
Yet, when subsequently asked if 10 per cent market share is still Scania’s target, an
unequivocal Jansson says simply: “Yes!”
At this point in the discussion, he confidently stated he was looking forward to the end of March when Scania’s strong performance for the first quarter of 2021 would be revealed.
As the numbers soon demonstrated, his confidence was entirely justified, finishing the first quarter with 218 deliveries and notching 8.9 per cent of the market.
Biggest news of all, though, was that Scania’s performance for the month of March alone was exceptionally strong, finishing third in the heavy rankings with 10.3 per cent and just five units behind the other Swede, Volvo.
Talk of ‘the other Swede’ brought a wry smile to Jansson’s face and an unusually sharp snipe at his competitor’s corporate leadership in Sweden.
“At the top executive level, Volvo has brought in a number of Scania people. Scania has not found the need to entice Volvo people into its executive realm,” he points out.
Yet, asked why the two Swedish brands historically change Australian leadership so often, it’s a somewhat evasive Jansson who retorts: “I can only talk from a Scania perspective [but] there are still things to do here and I am very keen to continue that journey.
Has Australia been a tough learning curve for Jansson?
The answer is immediate: “No. This organisation was already working to Scania’s way of thinking but I quickly learned to like working with Australians. They are direct, but in a positive way.
At 62-years-of-age and still with plenty to achieve here, it’s a convincing Jansson who declares there are no plans to go anywhere else.
More Muscle
It’s no secret, of course, that Scania is, nowadays, a vital part of the ambitious Traton Group, effectively the global commercial vehicle conglomerate of automotive giant Volkswagen, which also includes MAN and most recently, Navistar (International) in the US.
Asked what influence Traton may have on Scania in Australia, Jansson just shrugs and says that the conglomerate’s impact here is likely to be minimal, suggesting the main effects will be in global research and development programs on future product, and greater production efficiencies.
On the possibility of a closer commercial relationship with MAN and its association with the Penske organisation here, he says there has simply been no contact or discussion and, moreover, expects none.
“For me, MAN is just one of the competitors,” he states.
Far more important, he asserts, is the continuing evolution of the NTG range, not least the recent introduction of a 540hp rating in Scania’s 13-litre line-up.
While declining to comment on Scania’s reasons for limiting its top 13-litre rating to 500hp in the initial launch of the new models, he quickly contends: “We now have the horsepower more in line with the competition and that will be good for us. The 540 is filling a gap that is important.”
There will, however, be no lack of power in a refreshed V8 range headed our way later this year, with Jansson confirming a top rating of 770hp (574kW) and a stump-ripping 3,700Nm (2,730lb ft) of torque, accompanied by 660, 590 and 530hp (492, 440 and 395kW) settings.
All four ratings will be Euro 6 models coupled to a significantly updated Opticruise automated transmission designed to work more efficiently with the big bore V8 and capable of producing fuel savings up to six per cent, according to Scania.
Consequently, it’s an upbeat Jansson who cites a powerful future for Scania Australia, in more ways than one.
“With increased volumes we also need to increase our retail network and that is creating a lot of new jobs,” he says, enthusiastically.
Meanwhile, plans for coming years include more service centres in other cities and regions and, as is the Scania custom, most will be company-owned.
“Our strategy is to have company-owned facilities in the main cities and non-captive in the regions, which means 90 per cent of all workshop operation is captive. That’s important for us,” he continues.
All up, the future for Scania has never looked brighter?
“Yes, but if you stay still in this market, you will lose,” a definite Jansson concludes.
NEW Bjorn Baby
In a short-haul rigid truck market so thoroughly and fiercely dominated by Japanese models, it can be curious why local European brands bother to throw a slick and highly advanced contender into the mix when the likelihood of significant sales is perhaps as slim as the potential profit margin.
Then again, why not? Any new model does, of course, add another string to the business’ bow, and moreover, a high-tech ‘round-town toiler may even prove to be just the thing for some applications and individuals who might require significantly more than a relatively standard, off-the-shelf workhorse.
Scania, it seems, is figuring on just such a scenario for its new and extremely well equipped seven-litre P-series truck, because there’s no doubt that, when it comes to topshelf componentry in short-haul and regional distribution roles, nothing comes close to the brand’s new baby. The specification of a P280 6x2 demonstrator doing the promotional rounds, recently, was an excellent example of just how far Scania has gone in an obvious quest to needle its way into applications ruled by Japanese makers.
It all starts with the new seven-litre – actually, 6.7-litre – engine that is, in fact, the culmination of another development project between Sweden’s Scania and North American engine giant Cummins.
These two powerhouses are long-term partners who have worked closely on a number of major engine and component exercises over many years – not least the well-proven XPI high-pressure fuel injection system – so it’s no coincidence that the smallest engine Scania has offered in decades shares exactly the same displacement and dimensions as its Cummins equivalent, the 6.7-litre ISB engine.
Yet, Scania refutes any suggestion that its engine is simply a Cummins clone. All monitoring and control systems have, for instance, been developed by Scania, along with a fixed geometry turbocharger and a selective catalytic recirculation system for Euro 6 compliance.
Accordingly, Scania says there are around 100 different parts in its version of the sixcylinder, 6.7-litre displacement that comes in 220, 250 and 280hp (164, 186 and 209kW) variants, with peak torque of 1,200Nm (885lb ft) in the highest power rating.
As Scania is equally quick to point out, though, the introduction of the engine known as the DC07 definitely does not mean the end of its current, and more powerful, five-cylinder nine-litre engine, which comes in Euro 5 and Euro 6 variants up to 360hp (268kW).
“We will continue to offer our nine-litre in the P-series, which is ideally suited to heavier twin-steer and 6x4 applications,” says Scania Australia director of truck sales, Dean Dal Santo.
However, what the addition of the sevenlitre engine does mean is that it is able to contest much the same two-, three- and four-axle rigid configurations as its nine-litre brother but with a significant weight saving up to 360kg and a 95mm lower engine hump between the seats in the P-series cab.
Additionally, Scania says the lower floor “allows the fitment of the same storage compartments as in [bigger] G-series cabs, plus there are new options for layouts with rear storage and bunks”.
With the seven-litre only available under the P-series cab and with a gross combination limit of just 30 tonnes – meaning the engine’s potential for prime mover duties is purposefully negligible – Scania’s target market for this addition to its New Truck Generation (NTG) is obviously short-haul and regional work in rigid configurations.
The way Scania sees it, the smaller, lighter engine will enhance the brand’s appeal in those delivery applications where a rigid truck might start the day at a gross weight around 20 tonnes but soon be down to 12 tonnes or so as deliveries are made.
Predictably, the engine is matched to a suitably tailored, direct-drive version of Scania’s sweet-shiftin’ Opticruise 12-speed automated transmission, which, like its heavier-duty brethren, comes with two
Around town, the P280 was a delight and throttle response from the seven-litre engine is impressive. Out on the open road though, undulating conditions highlight the modest displacement’s shortage of gritty determination additional crawler gear ratios for slow manoeuvring as well as ‘economy’, ‘standard’ and ‘power’ operating modes.
With the box driving into a relatively quick 3.08:1 rear axle ratio, it’s a driveline that can comfortably cruise along a freeway – with 100km/h reached at a twitch under 1,550rpm – or calmly creep through metro mayhem.
Indeed, when it comes to piloting a six-wheeler rigid through choked city and suburban traffic tempos, it doesn’t come much smoother or easier than Scania’s lightweight specialist.
Ridin’ on air
The demo truck’s 6x2 configuration came as no surprise. The single-drive three-axle configuration has been something of a Scania specialty for decades and it’s no exaggeration to suggest the Swedish maker has been arguably the biggest promoter of the 6x2 (and now 8x2) layout in both rigid and prime mover roles since the brand’s earliest days in Australia.
Sure, some early mechanically-sprung versions didn’t quite light the fires of excitement when a truck became stranded on a gutter or the like, but the arrival of electronically-controlled airbag suspensions, which allowed axle height to be raised and lowered, has done much to nullify the initial negatives.
Nowadays, airbag suspensions are the norm and in the P280, Scania has taken the evolution to its full extent with airbags on the steer axle as well as driven and nondriven rear axles. Typically, ride quality on everything from chopped secondary roads to slick highways was second-to-none.
Yet, it’s worth mentioning that, while earlier airbag designs on steer axles didn’t always deliver inspiring handling, the road manners and steering of the P280 were exceptionally sound in all conditions, with none of the wallowing or dipping in corners that limited the acceptance of some previous airbag steer axles. Furthermore, the all-air Scania layout provides an individual axle weighing system, which displays on a digital readout in the cab.
In the case of the demo truck, it was simply a case of scrolling the dash screen to the readout showing axle weights and instantly seeing that the front axle was loaded to 5.6 tonnes, the drive axle to 6.3 tonnes and the tag axle to 7.3 tonnes, for an all-up gross weight of 19.2 tonnes for the day-long test drive.
What’s more, it also revealed a load weight of 7.7 tonnes, which meant that tare weight of
great deal There’s a to like
the 6x2 with a sturdy Austruck curtain-sided body and full fuel (320-litre) and AdBlue (47-litre) tanks was 11.5 tonnes.
Nor was it surprising that the smallest Scania offers a long list of highly advanced standard safety systems. As the company states: “Like all Scania trucks sold in Australia, the seven-litre specification includes a steering wheel-mounted driver SRS airbag and dual side rollover curtain airbags as standard, along with advanced emergency braking, electronic traction control and lane departure warning systems. Brakes are by discs all round.”
LED lights all-round, including daytime running lights, are a similarly standard feature as is the hugely beneficial auto Hill Hold feature.
On the inside, and typifying the high level of build quality in Scania’s NTG range, the day cab demonstrator was a superb workplace for short-haul and regional duties; immensely comfortable and well-appointed with even a small fridge between the seats, and all controls and switchgear in easy reach and, equally, easily understood.
Likewise, it took little time behind the wheel to be fully at ease with the Scania’s road manners and appreciate the truck’s attributes in smoothly coping with the suburban slog. In other areas, though, the smallest Scania wasn’t quite as convincing.
On a wickedly wet day and with almost 29,000km on the clock at the start of our run from Scania’s Prestons dealership in Sydney’s south-western suburbs, the P280 was run along the Hume before turning east and dropping down Mt Ousley for a short jaunt around Wollongong’s industrial backblocks.
Then, headed up Ousley for a run into Sydney’s southern suburbs and a meander through peak hour metro madness on the way back to Scania’s dealership. All up, a 200km mix that probably typified the model’s likely workloads.
Around town, the P280 is perfectly at ease. Smooth, quiet, agile and with enough response from the seven-litre engine to comfortably keep pace with erratic traffic flows.
On undulating open roads, though, the small displacement engine’s lively throttle response is not matched by an inherent propensity for pulling power.
Admittedly, peak performance figures of 280hp (206kW) at 1,900rpm and 1,200Nm (8,85lb ft) of torque on tap from 1,050 to 1,600rpm suggest a wide and reasonably tenacious fight but, as numerous climbs showed with the transmission in auto mode, the powertrain rarely utilises the full extent of the torque band. Instead, it was quick to drop a gear at 1,400 or 1,500rpm rather than dig deeper and utilise more of the available torque output.
On more demanding climbs, manual mode at least allowed the full torque band to be utilised before making a single downshift or on sharper pinches, taking two gears to use more of the rev range.
When it’s all boiled down, Scania’s seven-litre is simply a small displacement engine with a typically high level of throttle response but an equally typical lack of gritty pulling power.
Likewise, exhaust brake performance wasn’t particularly inspiring. According to Scania’s figures, maximum exhaust braking effect is a modest 88kW at 2,500rpm, which is again indicative of a small bore engine.
Overall though, there’s a great deal to like about Scania’s P280 6x2, not least fuel economy. At the end of a demanding day, the truck returned an entirely acceptable 3.2km/ litre, or 9.1 mpg.
Just as Scania says, its new seven-litre rigid model is ideally suited to short-haul delivery work or regional runs. However, if the regional runs have plenty of hills, it’d probably be worth stepping up to the nine-litre engine.
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2016 Volvo FH540
1 owner truck, immaculate condition, genuine 809,000kms, auto, 540HP, airbag suspension, good tyres all round. Sold with VIC RWC.
Just $143,000 !
Scan code to view, or call 03 8547 8727
2017 Freightliner Argosy 110
Cummins E5 600HP - 845,000km genuine - 18 speed Eaton automatic transmission, full service history available.
Just $132,000 !
Scan code to view, or call 03 8547 8727
2021 FreightTrans Tag
Triaxle tag machinery trailer with K Hitch axles on spring suspension, approx 16.5 to 17 tonne pay load, 20 foot container pins, many tie down points.
Just $45,000 !
Scan code to view, or call 08 6336 7787
2021 FreightTrans Semi
New Triaxle 45 foot drop deck with electric over hydraulic Bifold ramps, top deck ramps on spring suspension, Fuwa K Hitch axles with EBS braking system.
Just $61,000 !
Scan code to view, or call 08 6336 7787
2014 Komatsu GD555-5
2014 model with only 6871 hours. This machine is ex council and is very tidy throughout, has 14 ft blade with new cutting edge, rear rippers and scarifiers.
Just $195,000 !
Scan code to view, or call 08 6336 7787
Digga Sweeper
Sweeper suit Skidsteer or track machine. Digga brand, model BR000428. Very tidy hardly used.
Just $4,900 !
Scan code to view, or call 08 6336 7787
2021 FreightTrans Semi
Semi water tanker tri axle, K Hitch axles on spring suspension, approx 32000 litres, 3x rear sprays, 2x batter sprays and dribble bar all remote controlled.
Just $84,000 !
Scan code to view, or call 08 6336 7787
2021 FreightTrans Semi Drop Deck Widener
New drop deck wideners (in stock now) on airbag suspension with dump valve, 45 foot long with bifold ramps.
Just $89,500 !
Scan code to view, or call 08 6336 7787
2020 FreightTrans Semi
Skeletal Triaxle trailer, K Hitch axles on airbag suspension, 3 way container pins, 42 tonne ATM, approx 4.6T tare. Alloy wheels, EBS.
Just $42,000 !
Scan code to view, or call 08 6336 7787
2021 FreightTrans Semi
New quad axle low loader with 2.5 to 3.5, deck widener. Diesel power pack to operate deck and ramps, 11.4m long deck, heavy duty Bifold ramps, 8mm thick heavy duty floor.
Just $128,000 !
Scan code to view, or call 08 6336 7787
45FT TRI AXLE FLAT TOP TRAILER
Deck 13500mm x 2490mm, Fabricated Chassis 16mm flange, 6mm web, 100TFB Cross Members, 125TFB Coaming Rails (15mm above floor), 25NB Tie Rails, 3mm Checker Plate
Just $75,000 !
Scan code to view, or call 07 3519 5710
2021 FWR Single Axle Trailer
All hydraulic. 5m deck, 1m beaver tail, hydraulic ramps 750mm x 2400mm. Hydraulic front leg. Power pack with battery system for operation of hydraulics without the truck.
Just $27,900 !
Scan code to view, or call 07 3519 5710
2021 FWR Quad Axle Low Loader
12.5 M bottom deck (customizable to any length). 4 rows of 4, widening to 3.5m. York or TQA 19.5 8 stud axles.
Just $189,900 !
Scan code to view, or call 07 3519 5710
2021 FWR Tri Axle Drop Deck
3.5m Widener. 4 metre top deck, 10 metre bottom deck (can customize to any length). Free freight to Sydney & Melbourne.
Just $129,000 !
Scan code to view, or call 07 3519 5710
2021 FWR Elite Tandem Axle Tag
Just $45,400 !
Scan code to view, or call 07 3519 5710
2021 FWR Elite Tri Axle Tag Trailer
Just $52,900 !
Scan code to view, or call 07 3519 5710
2021 FWR Elite Tri Axle Tag Trailer
8m deck, 1m beaver tail, air bag suspension, raise lower control valve. Hydraulic widening to 3.3m.
Just $87,900 !
Scan code to view, or call 07 3519 5710
Custom Dolly
Fabricated dolly trailer.Bogie axle (KHitch), 10 stud rims, -295/80R22.5 wheels and tyres.
Just $6,990 !
Scan code to view, or call 03 9116 6693
2010 Custom Semi
House removal extendable float trailer. Tri axle, 10 stud wheels, steel chequerplate floor, 235/75 17.5 wheels and tyres.
Just $239,990 !
Scan code to view, or call 03 9116 6693
2008 Vawdrey Semi
12 Pallet double drop deck single axle curtainsider semi trailer. Airbag suspension, 8 stud rims, LED lights.
Just $24,990 !
Scan code to view, or call 03 9116 6693
2005 Marshall Lethlean
Semi bulk tanker. Tri axle (Hendrickson), airbag suspension (Hendrickson). 10 stud Alcoa rims, -11R22.5 wheels & tyres. bolt in king pin.
Just $68,990 !
Scan code to view, or call 03 9116 6693
1998 Krueger Semi 22 Pallet
45ft curtainsider. Tri axle (BPW), airbag suspension. Spider hub rims. 295/80R22.5 wheels and tyres. Jost landing legs. bolt in king pin.
Just $25,990 !
Scan code to view, or call 03 9116 6693
1998 Freighter Semi 22 Pallet
44ft 6 inch drop deck curtainsider semi trailer. Tri axle (York). Airbag suspension, 8 stud rims. 265/70R19.5 wheels and tyres. Steel chequer plate floor, LED Lights.
Just $35,990 !
Scan code to view, or call 03 9116 6693
2003 Custom Pig 12 Pallet
Pig curtainsider. Bogie axle, airbag suspension, 10 stud Alcoa rims. 11R22.5 wheels & tyres, Bartlett Hitch. Jost landing leg, gate carrier.
Just $26,990 !
Scan code to view, or call 03 9116 6693
1998 Maxi-Cube Semi Trailer
12 pallet roll back refrigerated Pantech semi A trailer. Tri axle (KHitch), airbag suspension (Hendrickson). Spider hub rims. 11R22.5 wheels and tyres. Steel floor, LED lights.
Just $22,990 !
Scan code to view, or call 03 9116 6693
2015 Custom Stainless Steel Tank
10,000 litre tank x2 top hatches, rear access ladder, food grade.
Just $29,990 !
Scan code to view, or call 03 9116 6693
2008 Vawdrey Refrigerated
10 pallet refrigerated curtainsider pig trailer. Bogie axle, airbag suspension, 10 stud rims, 11R22.5 wheels & tyres, Bartlett hitch, toolbox x3, water barrel.
Just $51,990 !
Scan code to view, or call 03 9116 6693
2006 FTE Semi 18 Pallet
18 pallet refrigerated Pantech semi trailer with tailgate loader bogie axle (BPW) airbag suspension (BPW), 10 stud rims, 11R22.5 wheels and tyres fibreglass floor.
Just $39,990 !
Scan code to view, or call 03 9116 6693
2020 Custom Tag Drop Side Tipper
New 2020 Barfold GP13 twin axle drop side tipper trailer. Bogie axle, spring suspension, bud wheels, 400/60-15.5 wheels & tyres, dropside tray, LED lights.
Just $24,990 !
Scan code to view, or call 03 9116 6693
2007 Barker B/D Lead/Mid
12 pallet refrigerated curtainsider A trailer tri axle (BPW), airbag suspension (BPW), 10 stud Alcoa rims, 11r22.5 wheels & tyres. Bolt In King Pin. Jost landing legs
Just $51,990 !
Scan code to view, or call 03 9116 6693
1986 Fruehauf Bogie 20 Skel
Bogie axle, spring suspension, Spider hub rims. 11R22.5 wheels & tyres, bolt in king pin, Jost landing legs, 20ft container pins, LED lights.
Just $7,990 !
Scan code to view, or call 03 9116 6693
Krueger Semi 40 Retractable Skel
Tri axle (KHitch), airbag suspension. Spider hub rims, 11r22.5 wheels and tyres, LED lights. bolt in king pin. Jost landing legs. rear pedestals. Side loader pads
Just $32,990 !
Scan code to view, or call 03 9116 6693
2003 Maxitrans B/D Lead/Mid
12 pallet curtainsider A trailer tri axle. airbag suspension (Hendrickson). Spider hub rims, 11r225 wheels & tyres. Bolt in king pin. Maxus landing legs.
Just $24,990 !
Scan code to view, or call 03 9116 6693
2006 Barker Semi 53 Skel
Bogie skel semi trailer with pins. Bogie axle (BPW), airbag suspension (BPW), 10 stud rims, 245/70r19.5 wheels and tyres, LED lights. Toolbox, Holland landing legs.
Just $26,990 !
Scan code to view, or call 03 9116 6693
2009 Maxitrans B/D Lead/Mid
12 pallet curtainsider A trailer tri axle, airbag suspension, 10 stud rims, 11R22.5 Wheels & Tyres. Bolt in king pin, Jost landing legs, Jost turntable.
Just $37,990 !
Scan code to view, or call 03 9116 6693
Custom Dog Cement Stabiliser
Lime/cement stabiliser spreader dog trailer bogie axle, spring suspension. Spider hubs, 8.25-20 wheels & tyres. Ringfeder hitch, dolly lock.
Just $22,990 !
Scan code to view, or call 03 9116 6693
2004 O’Phee B/D Lead/Mid
Single axle skel A trailer -single axle, spring suspension. Spider hub rims, 11r22.5 wheels & tyres. Bolt in king pin. Jost landing legs, Jost turntable.
Just $19,990 !
Scan code to view, or call 03 9116 6693
2003 Vawdrey B/D Lead/Mid
10 pallet bogie axle curtainsider semi A trailer. Bogie axle (York), airbag suspension. 10 stud rims, 11r22.5 wheels and tyres. Steel chequer plate floor, LED lights, toolbox.
Just $33,990 !
Scan code to view, or call 03 9116 6693
2003 Barker Semi 53 Bogie Skel
Bogie axle (BPW), airbag suspension. 8 stud rims, 245/70r19.5 wheels and tyres. LED lights, toolbox. Bolt in king pin. Holland landing legs.
Just $26,990 !
Scan code to view, or call 03 9116 6693
1997 Lucar Semi Refrigerated
12 pallet roll back refrigerated Pantech semi A trailer with LED lights. Thermo King refrigeration unit. 11R22.5 wheels and tyres.
Just $29,990 !
Scan code to view, or call 03 9116 6693
1995 Southern Cross Semi 45
Drop deck curtainsider semi trailer with mezz decks, tri axle, airbag suspension (Hendrickson). 10 stud rims, 255/70r22.5 wheels and tyres, steel chequer plate floor.
Just $32,990 !
Scan code to view, or call 03 9116 6693
2014 Roadwest Semi Chassis
Tipper trailer tri axle (KHitch), spring suspension (Jato). 10 stud rims, 295/80r22.5 wheels and tyres. Bolt in king pin. BPW landing legs. Rear lift up door.
Just $61,990 !
Scan code to view, or call 03 9116 6693
2021 Liberty 10 Pallet A Trailer
B double lead, 6.10m deck, 20ft pins, tie downs in floor, flexi guards, raise/ lower valve, weight gauge, gates, toolbox, gates and gate rack.
Just $53,000 !
Scan code to view, or call 07 3707 6350
2002 DAF XF95
530HP, 16 speed gearbox, 8 bag airbag suspension with di locks/cross locks. Alloys, 65t B double rated, cold A/C. Drives very good, 4mtr of chassis behind cab.
Just $28,000 !
Scan code to view, or call 07 3707 6350
1998 Barker Rollback A Trailer
7.30m deck, BPW axles, airbag, alloys, steel floor, tyre rack, LEDs, bolt in 50mm king pin.
Just $20,000 !
Scan code to view, or call 07 3707 6350
2013 Isuzu FRR
Long food truck, 205hp, automatic gearbox, low 38,000kms, 3 Seater, A/C. Fitted with a 6mtr Pantech with side vending window access.
Just $65,000 !
Scan code to view, or call 07 3707 6350
1994 International 3600
International S Line 3600, M11 Cummins, 10 speed Roadranger, Hendrickson airbag, bogie drive, integrated sleeper cab, multiple air controls to rear of cab to suit tanker.
Just $18,000 !
Scan code to view, or call 07 3707 6350
2006 Freightliner Century Class
FLX CL 120 CAT C15 550HP, 18 spd, airliner airbag susp, new 6.9 m steel tray, Ringfeder bracket, 90t roadtrain, new Drive tyres, Viesa bunk cooler.
Just $50,000 !
Scan code to view, or call 07 3707 6350
1994 Scania R143
V8 500HP, 14 speed GRS900 synchro gearbox, PTO hydraulics, 6 rod spring suspension, heavy rated Scania di s, 120t roadtrain rated, 90mm turntable, alloy bullbar.
Just $15,000 !
Scan code to view, or call 07 3707 6350
1990 Scania R143H
450HP, 10sp Synchro G/Box, 6 rod spring suspenison, alloy bin, 800mm grain extensions, roll over tarp, grain chute, retractable tarp included.
Just $30,000 !
Scan code to view, or call 07 3707 6350
2001 Kenworth K100
Cat C15, 18 speed, AG400 KW 8 bag airbag suspension. Side tipper PTO & hydraulics with return line and air controls,
Just $45,000 !
Scan code to view, or call 07 3707 6350
1999 Hino GH Ranger GH1J
16 pallet Tautliner, 9.4m (30ft) inside space, tare 8.60t, payload 13.9t. Barn doors, turbo 6 Cyl motor, 10 speed gearbox, airbag suspension, air conditioned.
Just $25,000 !
Scan code to view, or call 07 3707 6350
1985 Homemade Superdog
4.9mtr x 1mtr steel bin, 400mm higher 2 way tailgate, new middle axle fitted. Spring suspension, rollback tarp, grain chute, dolly lock, LED lights.
Just $15,000 !
Scan code to view, or call 07 3707 6350
2017 Brimarco 45 Deck Widener
Roadtrain lead, diesel powerpack, hydraulic bi-fold ramps, 3 way container pins with rear pedestals to suit 40ft. Tie downs in floor, toolbox, water tank.
Just $110,000 !
Scan code to view, or call 07 3707 6350
2014 Mix Mods Dog Trailer
Quad axle plant trailer, 7.3mtr flat deck, 1mtr beaver tail, 20ft container pins. 2.3mtr ramps, 2.7 mtr drawbar, toolboxes, electric powerpack ramps. Tare 7.04t, 33t ATM
Just $32,000 !
Scan code to view, or call 07 3707 6350
1989 Lusty Flat Top Semi Trailer
BPW axles, 10’1” spread Tri, LED lights, flat steel floor, aluminium gates, sliding winches, very straight trailer, timber box, toolbox, water tank, bolt on skid plate, bolt in king pin.
Just $18,000 !
Scan code to view, or call 07 3707 6350
1999 Shephard Quad Dog
Roadtrain lead rated, Ringfeder fitted, weight gauges, rock sheeting, roll back tarp, grain chute, hungry boards available if required, airbag suspension, dolly lock.
Just $28,000 !
Scan code to view, or call 07 3707 6350
1986 McGrath Water Tanker
29,000L steel tank, petrol pump, 3 x Magnums. Compensating skid plate. Air controls plumbed to the cabin of the truck.
Just $30,000 !
Scan code to view, or call 07 3707 6350
2019 Kyokuto Concrete Agitator
Japanese brand concrete mixer. Our concrete mixer trucks have both high agitating/discharging capacities and durability; an extensive lineup is available.
Just $55,000 !
Scan code to view, or call 03 9116 6702
2020 Bullet Drop Deck Widener
Widens from 2.5-3.6m/ 3.8 option. Triaxle- 45 ATM. tare 10.6. Bottom deck length 9500mm. Bottom deck height 990mm.
Just $96,000 !
Scan code to view, or call 03 9116 6702
2020 Ultimate Trailers UTA LL
45ft tri-axle semi-trailer, 45 ATM. Machinery rated. Reinforced top deck. Slide out ramps to top deck. Tie down & chain slots in deck. Bottom deck machinery rated floor.
Just $58,000 !
Scan code to view, or call 03 9116 6702
2020 Ultimate Trailers Deck Widener
Blue/Red. Tare: 11.5 ton ATM: 45 ton. Loading capacity: 28.5 ton. Length: 13757mm (45ft) Width: 2495mm. Widens: to 3500mm. K-Hitch airbag suspension 11.5 ton axles.
Just $75,000 !
Scan code to view, or call 03 9116 6702
2018 Zoomlion QY25
25ton crane. Right hand drive. Latest technology 4 section Decagon type main boom. 2 section underslung fly jib. 3 axle chassis.
Just $220,000 !
Scan code to view, or call 03 9116 6702
2020 Ultimate Trailers ST32 4
Semi trailer. Tri axle body. 5mm carbon steel tank. One piece chassis with heavy duty 4î tank supports. 6 x internal ba les with horizontal & vertical ba ling system.
Just $72,000 !
Scan code to view, or call 03 9116 6702
2020 Bullet Heavy Duty Drop Deck
Bullet Road King Machinery Drop Deck. Series III 45ft tri-axle 45 ATM 990mm lower deck height.
Just $76,000 !
Scan code to view, or call 03 9116 6702
2020 Ultimate Trailers VT 4
We have vacuum tankers, ranging in sizes from 10,000ltr to 26,000ltr. Full rear opening door, chassis tippers.
Just $19,900 !
Scan code to view, or call 03 9116 6702
2020 Bullet Machinery Drop Deck
Taking deposits for new trailers now. 4mm bisalloy reinforced heavy duty reinforced plate floor to upper & lower decks.
Just $76,000 !
Scan code to view, or call 03 9116 6702
2020 Bullet Extendable Trailer
Extendable drop deck tri-axle. 40 ATM. 45ft. Extendable to 68ft. Lower deck height 990mm. Air bag suspension, EBS braking system.
Just $86,000 !
Scan code to view, or call 03 9116 6702
2020 Bullet Deck Widener
Australian made and Australian steel machinery semi trailer. Widens from 2.5m - 3.6m/ 3.8 option available.
Just $96,000 !
Scan code to view, or call 03 9116 6702
2020 Bullet Vacuum Loader
25,000 litre patented chassis design means incredibly durable construction whilst maintaining a light tare.
Just $176,000 !
Scan code to view, or call 03 9116 6702
2020 Bullet Drop Deck Widener
Bullet tri-axle drop deck widener semi trailer. Widens from 2.5-3.6m. 3.8 available on request.
Just $96,000 !
Scan code to view, or call 03 9116 6702
2020 Bullet Deck Widener
Machinery drop deck widener semi trailer. New 2020. Aussie steel, Aussie built from the ground up.
Just $96,000 !
Scan code to view, or call 03 9116 6702
2020 Ultimate Trailers
Low loader goose neck deck widener BLL42. 45ft new red/silver/white. 250mm Outriggers, widens to 3m. Heavy duty tri-axle 40 ATM.
Just $56,000 !
Scan code to view, or call 03 9116 6702
2019 Ultimate Trailers Series
Deck length: 6250mm. Deck height: Fabricated “I” beam main members Q345B/ST52-3 RST. Q235; “C” cross beam.
Just $65,000 !
Scan code to view, or call 03 9116 6702
Ford F150
Ex ambo, 5 seats, dual fuel, bed in back, heaps of storage.
Just $14,000 !
Scan code to view, or call 03 9116 6694
2001 International 2350G
6X4 cab chassis, 275HP Cummins, Allison auto.
Just $31,900 !
Scan code to view, or call 03 9116 6694
2002 Isuzu FTS750
Sitec 200 engine, 7 speed gear box, towing pintle hook with trailer brakes. Direct from power company.
Just $55,000 !
Scan code to view, or call 03 9116 6694
2005 Mack Vision
475 HP 18 speed Road Ranger.
Just $64,900 !
Scan code to view, or call 03 9116 6694
