This on-highway diesel locomotive, owned by a heavy machinery and construction equipment dealer, got a full aftermarket exterior and interior treatment. Usually, only owner-operators and small hauling companies go all out. Once finished, it hit the road as an ambassador for the Boss Machinery company.
Fuel tanks and lockers behind the cab, a compact 8×4/4 chassis with planetary drive axles, and a monstrous turbodiesel, rumbling underneath the cab. How monstrous? Well, as in a 16.4 liter V8 with 770 DIN-hp max. power and 3,700 Nm (2,729 lb-ft) max. torque. Straight from the factory.
Clearly, towing a box trailer loaded with potato chips isn’t the tractor’s job. What you see -and hear- is exactly what you get.
This is how Boss Machinery’s brand new tractor left the Scania dealership, back in April 2024. Rather bland and anonymous. And look at that battery of air tanks behind the cab roof (courtesy of Scania Eindhoven).
Now if you want a truck or tractor that truly stands out, you’ll have to bring it to a professional ‘truck stylist’, yessiree Bob!
In this case, the Scania went to the workshop of Van der Heijden Truckstyling for a serious transformation (and certainly not only cosmetic). Evidently, the tractor also got a new paint job.
The interior makeover was done by Pennings Interieurs. As you can see in the picture on the left, a Scania S-series comes with a flat cab floor, just like the top models of all other truck makers.
The owner’s and driver’s pride and joy, Boss Machinery’s rolling and thundering billboard. And global exposure to boot.
Incredible machine!
The king of the open road. That V8 sound is one of the most pleasing melodies.
Stunner! Thanks for the photos and data on the engine.
Especially including torque figures.
Max. torque @ 1,000 – 1,400 rpm, by the way.
Your posts are always fascinating. You seem to really know your way around. Do you know if anyone in Europe is doing anything serious with opposed piston diesel engines? I know that Peterbilt did some experimenting with an Achates engine here but I don’t know the results. Thanks
Thanks CC Fan. Nine years ago, Volvo patented an opposed piston engine. No serious developments since, as far as I know. These days, the money goes to developing electric powertrains for their heavy vehicles, no doubt.
On an EV-related note, Volvo leads the market here for electric trucks and tractors (31.4% EV market share in 2025, a notch ahead of Daimler Truck/Mercedes-Benz).
I doubt they ever will, TBH.
Passing the port at the dinner table is fine – doing it in a cylinder with piston rings is always going to be a headache wrt lubricating oil escaping into the exhaust.
It’s got better since the Commer double-knocker days, but emission regs have got ever more stringent too.
Nice truck, I do think they should have scaled the graphics down just a touch. I read MACHIN FRY on the one side.
Yes indeed, I’m sure they did that deliberately, yet it only works out really well on the left side of the cab with the letters A and C.
Not trying to be pedantic, but the DAF XG and XG+ (arguably the largest regular cab on the EU market) still have a minor engine hump in the floor; it’s a trade-off between that and having an additional step for in- and egress.
These Scanias are serious pieces of equipment though – a DAF FTM is similar but comes up 240-odd horses short…
Yes, three steps to get into the cab instead of four. Furthermore, many drivers actually like a ‘minor hump’ because it prevents dirt from shoes/boots/clogs to spread over the whole cab floor. The fact remains that even a tall guy/girl can stand up straight and walk around comfortably between the seats. Space-wise, the DAF XG+ has no equal in Europe (when talking factory, mass-produced cabs).
There’s a 660 hp DAF nowadays, but these are only available Down Under.
Funny how different drivers like different things. Speaking for myself, I’m happier with a minor hump mostly because my seating position is correspondingly lower. The difference is not huge, but it’s still noticeably there. For driving, I even prefer (in DAF terms) an XF or XD over an XG for that very reason; similarly, I’d pick an R over an S Scania every time. Granted, I’m not a truck driver in the sense that I drive one every day (let alone that I sleep in one on a regular basis), so I can imagine a ‘real’ truck driver values different things than I do. That being said, an XG is already so spacious it’s hard for me to see the added value of the XG+ other than ‘having the biggest one’.
The 660hp PX15 DAF as it is sold Down Under will not see our shores, but as you probably are aware, both PX14 and MX14 engine family names have been registered at the patent offices so chances are there will be a bump in output as well in the (near?) future.
Right, the letters MX indicate it will be an in-house (as in developed by DAF) 14 liter engine. But so far, no further details have been revealed as far as I can read/find, other than the registration at the patent offices.
Impressive piece of machinfry!