King Of The Hills
Scania’s R620 Griffin blows away the fallen leaves and some long standing records on an autumn blast round our Scottish test route. Securely belted into the super Swede’s leather driving seat, John Henderson reports on a day of remarkable progress. AT THE time of writing, there are now three European truck manufacturers that offer mainstream models with power outputs in excess of 600hp. Scania’s R620 Griffin is the most modest of this trio, but that’s no disgrace as really any BHP figure beginning with a six should deliver an astonishing performance. At least that’s what I kept telling myself when driving through to Abington Services to rendezvous with Andy Sharples, the Swedish manufacturers long serving UK demonstration supremo. Scania’s Topline cab is a familiar sight on roads across the country and apart from the V8 Griffin graphics on the illuminated headboard, the R620 range topper has an almost clandestine appearance and only the more informed observer will notice the badges between the headlamps and a pair of discreet stickers on the lower door edges. The devil in me thought that this wolf in sheep’s clothing may be good fun later on, particularly in the hillier regions, but my conscience dictated that to ensure consistency, I must stick to the proper driving plan executed on every one of our measured evaluations! After a couple of minutes adjusting the driving position and a quick run through the workings of the Opticruise gearchange management system, I was keen to be off as this was to date the most powerful vehicle ever tested on the Transport News Scottish route. Climbing the small brae over the bridge between junction 13’s roundabouts, it was immediately apparent that despite being fully loaded to 44 tonnes, there was little effort being used to make the big V8 sing! Progress north of the M74 was good and once settled down with the cruise control locked on 55mph, the overall feeling is one of calm and quiet as the big Swede barely noticed the undulating first dozen miles or so before dropping down into the Clyde valley. One small layout observation however was noted with the Scania’s steering wheel controls. The radio controls are placed at the three and nine o’clock positions, with the cruise and info buttons at the rather fiddly six o’clock spot. It may be just me, but you probably use the cruise control and info switches more than changing the radio station, so I’d prefer their places swapped around for easier general use. Beating away rhythmically and fairly quietly below the R620’s well sealed cab, Scania’s DC16-08 Euro 4, SCR motor is a legend in its own right. If they ever induct an engine hall of fame this V8, which first powered the early 140 models back in 1969, should be the founding exhibit! The power plant has evolved well over the years and produces its maximum power at 1,900 rpm, alongside delivering a desirable 3,000nm of torque between 1,000 and 1,400 rpm. Although it requires the blue stuff for emissions control at the moment, Scania are already working on an EGR unit in addition to their similarly equipped Euro 5 in-line engines announced recently. Throughout the entire test the engine, which also incorporates a smart electronic management system, performed faultlessly and I must confess to lowering the driver’s window slightly on the hills to enjoy its song when working! Behind this mechanical symphony orchestra, a single dry plate clutch is coupled to the GRS0905 synchromesh 14 speed gearbox. Manual gearsticks are offered with the 500 and 560 engines only, whilst the R620 top choice comes with Scania’s Opticruise as standard. With less automation than some of its peer group, the change assembly includes a clutch pedal that must be brought into play when pulling away and coming to a halt. Using the right hand steering stalk it’s easy to switch between automatic and manual shifts and I only used the former when traversing junctions or towns, whilst out on the open road I selected the ratios to suit encountered conditions. The aforementioned control also induces the engine brake activation and an inner rotational segment provides the choice between, neutral, drive or reverse movements. If I make all of this sound complex, in practise it certainly is not. Never once, whilst starting or stopping, did I forget I had a clutch pedal to use and the Opticruise stalk is a joy to use, soon imbedding its movements into your memory parameters. Last but not least in the driveline rotational line up, a single reduction hypoid rear axle comes complete with an air operated diff lock. The two Perthshire timed hill climbs beckoned after 90 minutes of controlled and uneventful multi-carriageway cruising. True to form, the Griffin set a brace of new records whilst barely raising its game and despite both ascents requiring 10th gear, the truck held on to its legal cruising speed for a remarkably long time before noticing the introduction of gradient. Strangely enough some HGV’s that had blasted past us on the flat, soon returned to sight and were effortlessly overtaken, quickly growing small in the rear view mirrors as the calm, business as usual progress continued inside the Topline cab. Into Kinross for the lunchtime halt and a quick check revealed a pleasing average sector fuel return of 8.01mpg, which could have been better if not for the increasing south westerly wind. Subsequent diesel returns for the next two stages would work out at 8.39 and 6.26mpg respectively, proving conclusively that if driven with logical restraint, high powered tractor units can return great journey times, with little or no stress on their components whilst not costing the earth at the pumps. UNPARALLELED CAB The Topline cab has been around for a few years now and looking about this cavernous space with its latest R series revisions, ‘unparalleled’ was the word that came to my mind. The deep rake adjustments of the ever comfy, leather finished high backed seats means that the bottom bunk mattress is part hinged to allow for their movements and last thing at night it’s an easy manoeuvre to fold it out to full width. If I was driving the big Swede alone, I’d probably plump for the wide top bunk with its ingenious fold away ladder, as it looks a pretty good bet. The large trio of over windscreen lockers contained a Griffin standard, microwave, coffee maker and water container and these ‘essentials,’ complemented by the under bunk fridge means that Scania drivers have never had it so good! As we have come to expect from this marque over the decades, the finish and fit of all interior equipment is superb and its quality looks bullet proof. At the passenger end of the curved dash, a factory fitted Interactor 600 screen provides satellite navigation, DVD player and a host of other high tech functions. The almost flat floor of the cab gives acres of headroom and at six feet tall, I still had to stretch up my arms to touch the roofline. Fife’s first section of 40mph limited roads saw the Griffin sitting happily in 11th gear which was more than adequate for the rolling geography. Scania’s rear view mirror set up is top notch and the lenses, which are lower mounted than most of their competitors, offer much better visibility around them, thereby minimising blind spots. All of which was just as well, as when just east of Auchtermuchty I was able to take early defensive positioning whilst subject to a bold overtake by an articulated tipper. This manoeuvre highlighted the excellent steering and handling of the R620, which offers an accurate and confidence installing driving experience. As always with a second steered axle, more precise cornering and less noted under steer were the order of the day on the route’s curves and corners and the steering wheel lock to lock of 4.9 turns seems just right for any situation. The big tractor’s suspension set up was of the usual front steel and rear air configuration with a loading capacity rating of 7,500kg below the driver and 19,000kg for the rear pair. In addition to the automatic ride height device, this pneumatically suspended brace can be raised or lowered to assist loading or coupling. Holding all of the above together, the 8mm thick chassis rails of Sweden’s finest steel form the backbone of this magnificently constructed machine. Onto the third and final sector returning to Abington and I permitted myself just one minute of heavier right foot pressure than normal to clear a large bubble of trucks struggling away in the left hand lane of the Edinburgh City Bypass’ Baberton hill. Wiping the grin back off my face I lightened the pace again to begin the A702’s relentless climbs and corners away from the Fairmilehead junction. The Griffin took the challenge with gusto making light work of the gradients encountered, as no piece of the Scottish countryside was going to trouble this continent shrinker! The Opticruise has a power hill climb option, which offers quicker changes and a gear pre select function, but it was not used on the day as obviously the fuel consumption increases in parallel. Vehicle retardation is a big feature of our route’s last leg and the blended engine brake, which can also be activated by a floor button, had performed brilliantly throughout, but now needed some serious back up from the service units. All round discs on the unit and trailer provided substantial stopping power through an accurately graduated pendulum type centre pedal. Equipped with EBS, ABS and traction control these anchors also enjoy pneumatic back ups and pad wear indicators and were never really stressed no matter what was required from them. After the most comfortable and stressless day I’ve had for a long time, it seemed all too soon as I resigned myself to handing back the keys and remote central locking fob to Scania’s Mr Sharples on our return to Abington at the end of the run. The R620 Griffin is an amazing all rounder whose breathtaking performance and sheer driveability leaves you gob smacked. Some would argue that this sort of power is for heavy haulage only, but since this test I’ve already spotted a brace of these range topping trucks in D Steven of Wick’s fine livery and no doubt all of that power is needed on the long road north to Scrabster. Operators travelling to Europe and all points further east should also reap the benefits of this kind of output as there will be few situations where this Scania is ever troubled. To be honest, if I was a well off operator (if such a person exists!) or owner/driver. I’d treat myself to an R620, as this type of truck is already at the cutting edge of 21st century road transport and simply must be savoured!