On a sunny evening I walked past this fairly new representative of Scania’s current generation of trucks, introduced in 2004. A modular range of trucks and tractors, available with three distinctive tilt cabs; the P-series with a low cab, the medium cab G-series and the top model with the tallest cab is called the R-series.
Scania offers a whole range of five-, six- and eight cylinder diesels. From a 250 hp 9.3 liter engine to the mighty 730 hp 16.4 liter, all meeting today’s Euro 6 emission standard.
(Photo courtesy of Scania)
This article’s truck has the 320 hp (at 1,900 rpm) 9.3 liter five-cylinder. Maximum torque output 1,600 Nm (1,180 ft-lb) at 1,050 – 1,300 rpm.
(Photo courtesy of Scania)
The interior of a Scania P-series, this one has the short dashboard. And is clearly equipped with an automatic transmission.
Super singles on the steer axle with a 9,000 kg axle load limit; simply too much for standard size single wheels. The drive axle with dual wheels has an axle load of 11,500 kg and the liftable tag axle with single wheels is good for another 7,500 kg. Add up those numbers and you’ll get a 28,000 kg (61,700 lbs) GVM. The registered payload capacity of the brightly-colored Scania is 15,875 kg (35,000 lbs).
The cargo is a Wirtgen W50DC milling machine, powered by a Deutz engine. A small type of milling machine, as the big ones are transported on a low bed semi trailer. The owner of the combination is the Nederlandse Frees Maatschappij B.V., better known as the Freesmij.
(Photo courtesy of Scania)
And this is Scania’s flagship these days, the R730 Streamline with a 730 hp 16.4 liter V8 engine. Only surpassed by the 750 hp Volvo FH16. As impressive as the power of Scania’s top engine is its maximum torque output: 3,500 Nm (2,581 ft-lb) at 1,000 – 1,400 rpm.
Yes, those Swedes really build some Viking-worthy trucks….
Nice interior! Today’s drivers are so spoiled…
Mack offered Scania diesels in their mid-range R series trucks in the 70’s. Not very powerful, but had a great reputation for durability. Ironic that Mack is now owned by Volvo.
I’d like to see a CC for an airport tug, they’ve always fascinated me.
Ive been driving a P420 recently six cylinder eight wheeler with the 12 speed DSG transmission manual or auto shift, nice trucks but for carting bulk liquids like grapes in a bulk tipper body the transmission is a nightmare even in manual mode the shifting is unpredictable. It was fine for non spill loads though and the engines pull well, but give me a manual every time thanks.
You posted a picture of that truck here, IIRC. The P420 has the “old” (as in Euro 5 emission standard) 11.7 liter 6-cylinder.
Yes quite likely it is an old truck 1.2 million kilometers racked up and yeah the old Euro emission standard engine,
That’s one tough looking truck – always enjoy your posts on these and other vehicles we typically don’t see in North America.
Thanks, glad you like them.
A reasonably common truck in Australia too. Only Euro-sourced rigs would have a liftable tag axle though and they are becoming more popular but most operators would go for the extra capacity of another dual tyre axle.
Semi trailers with liftable axles here are usually dual small wheels and I see triple axle sets with either the front or rear axle lifted (you would think the rear would be ‘standard’), or sometimes both.
Tag axles, both on tractors and on trucks, have been liftable as long as I can remember. Usually the tag axle has dual wheels. The well-known and classic 6×2 configuration.
It’s not uncommon that a rig with 6 axles has 4 steerable axles (front / steer axle included), 3 liftable axles and 1 drive axle. Super singles on trailers and semi-trailers are very common.