There are actually people who hardly care at all about the purchase price for a Scania V8 , but instead smile when anticipating the high residual value after four or five years. A second-hand Scania V8 is indeed a hot tip among truck buyers. In any event, the residual values regularly peak and are generally 10 to 20 percent higher than for the competitors vehicles. The reasons for this high esteem are twofold: One reason is the legendary durability of the large eight-cylinder engine, and another is skilled cultivation of the V8´s image by Scania.
Why a V8? Why 730 hp?
Like any other truck, a Scania V8 has to earn its money between purchase and sale. Which doesn't seem easy at first glance, no matter how much fun it is to drive the R730. This is because the relatively low payload and high consumption seem to be at odds with the image of an economical truck. Not to mention that the very high purchase price at least partially negates the high residual value. As high as it may be, the transport speed can't compensate for all this and hardly plays a role in earnings. So, why a V8? Why 730 hp? There is no plausible answer to this question.
Decisive factors are driving performance, interior noise, handling and operation
The V8 nevertheless sells well, but mainly in the lower two power classes. Important considerations in the purchasing decision include the image, the superior driving performance, the extremely low interior noise and—as with every other Scania—the perfect handling and simple and logical operation.
As regards some of the details, the R-driver´s cab is certainly long in the tooth. After all, the bodyshell is almost 20 years old. Also, the once exemplary interior is increasingly falling behind because the competitors are constantly upgrading their vehicles. Examples include the tiny cooler, the less than comfortable bunk beds and the somewhat restricted space despite the large internal height. This isn't changed by the fact that, at least as an option, an electronic engine oil level display is finally available—at least as an option. The good old dipstick is now located under the driver's seat, and no longer behind the front lid.
Scania took until late 2013 to present the 730-hp Euro 6 version of its V8. The 520-hp and 580-hp versions of the 16.4-liter DC16 engine were available previously. Emission control is performed by the usual suspects: cooled exhaust-gas recirculation (EGR), SCR system, particulate filter and oxidizing catalytic converter. Everything except the EGR is housed in a compact box on the right side of the frame. Scania continues to rely on a large central turbocharger for both cylinder banks. It operates with variable geometry on the drive side.
The benchmarks are unchanged
Almost nothing about the foundations of the engine changed with the conversion. The most important benchmarks are the same, including the maximum torque of 3,500 Nm, which is now available from 1,000 to 1,400 rpm and therefore covers a 50 rpm wider rev band. This results in slightly more power in the medium rev range—around 500 hp at the left edge and 700 hp at the right edge of the maximum.
With a gross vehicle weight of 40 tons, this promises the lowest revs in all situations. Scania logically gave the R730 a high axle ratio and an overdrive gearbox, ultimately producing an overall gear ratio of 2.34 in the highest gear and only 1,075 rpm at 85 km/h. Theoretically, this could allow the R730 to race at a speed of exactly 150 km/h at nominal revs of 1,900 rpm.
The V8 is underchallenged with 40 tons
It`s clear that the high gear ratio positively affects consumption. This is mainly because the power required to overcome the driving resistance originates more from the torque than from the revs. The slower the engine runs, the more the driver must floor the accelerator pedal to produce the required power with the higher torque. And the more the accelerator pedal is floored, the more economically any diesel engine produces each horsepower. A sample calculation: At 1,075 rpm, the required power (110 kW) for travelling at 85 km/h on a level road is produced when the engine load is just under 30 percent; with a lower axle ratio, the engine load is only slightly more than 25 percent at 1,200 rpm. There are potential savings of two to three percent between these values, corresponding to around one liter of diesel. This example also explains why such a large engine should be under full load whenever possible. 40 tons is actually not nearly enough for the large V8 to operate ideally.
The R730 ultimately achieves a consumption value of 36.5 l/100 km on the test route. The usual values for Euro 6 trucks with up to 13-liter six-cylinder engines range from 34 to 35.5 liters. There is therefore a disadvantage of at least three percent compared to the smaller engines. This difference is only partly due to the displacement, of course; it instead has more to do with the power used. Given the higher aerodynamic drag and rolling resistance, racing up inclines at 85 km/h is naturally more expensive than at 60 km/h.
Despite Euro 6, the consumption achieved was clearly below the values of the Euro 5 R730 driven two years ago. The high axle ratio plays a role here, as do the predictive cruise control and the ongoing improvements in all areas of drive technology and its control. The Opticruise automatic gearbox system has now been integrated into the predictive cruise control, which operates even more precisely than before, and the newly introduced retarder R4100 D has almost no losses due to slip. Depending on the speed, its predecessor consumed one to three kW, corresponding to a consumption value of 0.25 to 0.7 liter per hour. And, finally, the power train design and the work of the electronic helpers were a good fit with the brawny engine characteristic.
Fascinating driving dynamics
The fascinating side of the R730 is naturally its driving dynamics. If the driver wants to, the truck will travel at a uniform speed of 85 km/h on central European highways. Only on an incline steeper than five percent does the speedometer needle dip slightly. This ultimately led to a high average speed of 87.4 km/h on the topographically demanding test route. The fact that this average exceeds the cruise control setting of 85 km/h can be explained by the many downhill stretches on which a speed of 90 km/h is reached during the test. Along with the superior speed, the truck offers a comfortable ride with its good suspension (at least when loaded) and the lowest interior noise: 61.5 dB(A) at 85 km/h and 66.1 dB(A) at full load on an incline. Never before has a truck been so quiet; It can still be said that, with the R-series, Scania is offering a sound, agile and lovingly crafted vehicle. The V8 is additionally characterized by its good image and driving performance, but also by some vibration in the power train (at full load). The R730 proudly bears a total of ten V8 emblems all around and inside the driver´s cab. This is its way of showing just how special it is. Which is also reflected in the price. A semi-trailer tractor of this type with Topline driver´s cab and standard equipment costs around 130,000 euro. The price increases to 140,000 euro a few nice extras like the retarder, safety package, premium seats, aluminum rims and Opticruise. And the total can easily rise to 150,000 euro, as glancing at the price list for options makes clear. It can therefore also be said here: You can´t get more Scania.
