Scania R660 Road Test Review: Sweet Spot of the V8 Range.

Here’s the thing about the new Scania R660: on paper, it’s just another big European truck with a premium badge, a hint of stainless steel, and enough driver aids to make a Boeing pilot feel underqualified. But out on the road, loaded to 60 tonnes and pointed north up the Hume, it starts to make a frightening amount of sense.

There are trucks that do the job… and then there are trucks that make you rethink the job altogether. The Scania R660 is firmly in the latter camp.

Promises Big Things

At first glance, the new Scania R660, with its extended cab and Highline sleeper, looks every bit the long-haul flagship. Tall, purposeful and carrying the sort of road presence that turns heads at truck stops and traffic lights alike, it promises big things before the key is even turned. But good looks and chrome don’t pull 60 tonnes through Australia’s unforgiving freight corridors. Torque does. Engineering does. Driver comfort does. And above all else, efficiency does.

Coupled to the JOST JSK37 fifth wheel was a loaded Freighter T-Liner Straight-Deck B-Double combination tipping the scales at a full 60 tonnes GCM, the kind of real-world task that separates brochure talk from genuine performance. Long climbs, rolling highway, stop-start traffic and Victoria’s interpretation of “freeway maintenance”, which appears to involve waiting until the potholes are large enough to require their own postcode. For one of the nation’s most important freight corridors, parts of the Hume feel less like a national highway and more like an engineering proving ground. Perfect for exposing weaknesses in a chassis, suspension package or cab design.

This wasn’t some polished launch route dreamt up by a marketing department after a long lunch and a bottle of shiraz. This was the real world, pounding up and down the Hume on a Tarcutta changeover run, where trucks earn their keep and weaknesses are exposed in a hurry.

And in that world, the new Scania R660 has a lot to prove.

With its big-horsepower Euro-spec pedigree, cavernous sleeper and reputation for refinement, expectations are high. The question is whether this Swedish heavyweight can deliver the fuel economy, pulling power and driver comfort demanded by Australian linehaul operators while still making life easier for the bloke behind the wheel. Over the next few hundred kilometres, we were about to find out.

Thankfully, by mid-morning, traffic northbound up Sydney Road, Campbellfield, was light, allowing us to make full use of Scania’s Eco-roll function, rolling gently, with fingers crossed that the red light ahead would change before we were forced to come to a complete stop. As luck would have it, we managed to keep rolling for all but one red light.

Scania’s Eco-Roll Function

Given the recent hike in diesel prices over the past few weeks, we were very keen to extract every saving from Scania’s Eco-roll function. Our efforts were rewarded with numerous five-star notifications for anticipation on the dash display, but more importantly, on the fuel usage display.

A string of roadworks all the way to the Kilmore turnoff kept our road speed under 80 km/h. We set the adaptive cruise control to 80 km/h, and the big 16.4-litre V8 sat there loafing along at 1100rpm like it was barely awake, which, at 60 tonnes, feels faintly ridiculous. But we were saving copious amounts of fuel. It was not until we passed the northbound service centre at Wallan that we could bump the cruise control up. With fuel economy one of our key priorities, we selected 95 km/h, a balance between productivity and economy.

For our run north, we let the R660’s smart systems do all the hard work. We selected adaptive cruise control and let the truck handle all gear changes. We quickly discovered our main role was to sit there, steer occasionally and admire the fact the truck seemed to have a PhD in fuel economy. We were merely there to monitor the machine’s intelligence and ensure it stayed between the two white lines.

On the return southbound run, we took a more proactive approach, really trying to capitalise on fuel economy. The Scania does a terrific job at saving fuel on its own, but when working in conjunction with a skilled driver, the fuel savings are even more noticeable. The key is to extend the Eco-roll function for as long as possible. How we did that is the subject of another story. This story is about the truck.

Extended Cab

Our road test Scania R660, fitted with the extended cab and Highline sleeper, is very much aimed at the premium end of Australia’s long-haul market. The extended cab option adds an extra 270mm of interior space, and while that might not sound like much on paper, in the real world it makes a noticeable difference to driver comfort and practicality on long interstate runs.

For drivers spending days or even weeks away from home, the added length transforms the living area. It creates more room between the seats and the bunk, allows easier movement inside the cab and, importantly, means the expandable lower bunk can often be left made up without interfering with seat travel. That alone will appeal to linehaul drivers sick of packing and unpacking bedding every shift.

Matched with the Highline roof, the extended cab delivers excellent standing room and a much more open, airy feel inside. The extra roof height improves access to upper storage lockers and the optional upper bunk, a welcome addition for two-up operations, while also making everyday tasks like changing clothes or simply stretching out far easier. Scania’s lower bunk width of up to 1000mm means you require king single linen and, combined with smart storage solutions and an ergonomically designed dash layout, turns the cab into more of a home away from home than simply a workplace.

From the driver’s seat, the R660 retains all the hallmarks that have made Scania popular with owner-drivers and premium fleet operators alike. The driving position is excellent, visibility is first-rate and the wraparound dash places controls within easy reach. The premium environment is backed by Scania’s focus on aerodynamics, low noise levels and long-distance efficiency.

Magic Carpet Feel

One area where the Scania genuinely surprised us was ride comfort. Fully loaded, the R660 has that unmistakable European “magic carpet” feel. Expansion joints, patched bitumen and the sort of ugly corrugations we found on the Hume Freeway that normally send a shudder through the seat and a rattle through the bunk were ironed out with remarkable composure.

The cab suspension does an exceptional job isolating the driver from sharp impacts, while the chassis remains planted and predictable. There’s very little hobby-horsing over undulating highway and almost none of the harsh vertical kick that can leave drivers climbing out of some trucks feeling like they’ve gone three rounds with a young Mike Tyson. Combined with the low interior noise levels, the ride quality creates a noticeably less fatiguing environment. After several hours behind the wheel, you step out feeling fresh rather than folded in half like a deckchair.

So where does the 660 sit in Scania’s V8 line-up?

The 16.4-litre V8 in 660 trim delivers around 3,300Nm of torque, putting it right in the sweet spot for serious Australian linehaul work. It offers a noticeable step up over the 590hp model in pulling power and flexibility, while avoiding some of the additional purchase cost and potential fuel penalty of the flagship 770hp version.

For mainstream east-coast and interstate freight operations running combinations in the 60 to 70-tonne bracket, the 660 arguably makes the most sense. It has the effortless, lazy-revving character operators love in a Scania V8, with enough torque in reserve to hold top gears longer on grades and maintain momentum without constant shifting.

On our run up the Hume Freeway, loaded to 60 tonnes, the 660 felt almost untroubled. Hills flattened out, overtaking opportunities arrived quickly and the driveline rarely felt under pressure.

The 770hp variant undoubtedly has more theatre again and would suit operators hauling at higher GCMs through severe terrain or those simply wanting the ultimate flagship. But for most real-world linehaul fleets and owner-drivers, the 660 strikes a clever balance between performance, prestige and practicality.

In many ways, the 660hp Scania V8 may well be the thinking operator’s sweet spot.

Behind the thumping 16.4-litre V8 in the new Scania R660 is one of the most impressive parts of the driveline package: the Scania G33CH1 overdrive 14-speed Opticruise transmission. This isn’t just an automated manual that swaps cogs. It is a major reason the R660 feels so refined, so relaxed and so efficient in long-haul B-Double work.

The G33CH1 is rated to handle up to 3,300Nm of torque, making it a perfect match for the 660hp V8 and giving operators confidence in durability in demanding linehaul applications.

Opticrusie

Scania’s latest Opticruise platform features 14 forward ratios, including a super crawler gear and an overdrive top gear as standard. Let’s be honest, a super crawler might seem unnecessary in a highway truck, but when starting a loaded 60-tonne B-Double on a steep ramp, soft shoulder or uneven yard, that ultra-low first ratio allows smooth, clutch-friendly take-off without excessive driveline shock. At the other end of the box, the overdrive top gear drops engine revs right down at highway speed, perfectly complementing Scania’s low-rev philosophy and helping cut fuel burn and noise levels in the cab. On our test run up the Hume Freeway, this overdrive feature worked a treat.

That wide ratio spread is one of the transmission’s biggest strengths. The Opticruise software constantly works to keep the V8 sitting in its fat torque band, often skipping gears when demand is light or on rolling terrain, then splitting ratios intelligently under heavier loads or on climbs. The result is a gearbox that feels intuitive rather than busy.

In many situations, it seems to “think” like a good driver, which is exactly why we selected adaptive cruise control and left it there for the northern run.

Eco-roll functionality further improves efficiency by allowing the driveline to disengage on suitable downhill grades, letting the truck coast and conserve fuel before re-engaging seamlessly when needed. Combined with adaptive cruise and Scania’s Active Prediction GPS-based cruise system, it makes the driveline feel incredibly smart in long-haul work.

After cresting a few grades, we had fine-tuned Active Prediction to better suit our load.

Another key improvement with the G33CH1 is efficiency. Scania claims internal losses are reduced by as much as 50 per cent thanks to improved lubrication and oil spray systems, while the gearbox itself is lighter, quieter and more compact than the previous generation. Noise levels are reduced by around 3.5dB, which may not sound like much on paper, but over a long shift, it contributes to lower driver fatigue.

Then there’s the retarder. For Australian linehaul work, particularly through the Great Dividing Range or long descents into towns, the Scania transmission retarder is worth its weight in gold. The R660’s integrated hydraulic retarder can deliver up to 4,700Nm of braking torque through the driveline, dramatically reducing reliance on the service brakes and helping maintain safer, more controlled downhill speeds. Paired with the engine brake, it provides strong, progressive retardation without the harshness of some systems. It also means less brake wear, lower maintenance costs and more confidence in difficult conditions.

From the driver’s seat, the whole package simply feels polished. Gear changes are quick and smooth, the transmission doesn’t hunt unnecessarily, and the shifts are well timed to maintain momentum. In our 60-tonne B-Double application, that meant less interruption to forward motion, better average speeds and lower fuel consumption.

Scania Communicator C300

One feature fitted to this R660 is the Scania Communicator C300, which is like having a fleet manager, driving coach and workshop foreman riding shotgun 24 hours a day. It constantly collects and transmits vehicle, driver and location data back to Scania’s Fleet Management system, monitoring factors such as fuel use, idle time, harsh braking, overspeeding, route history, fault codes and service intervals.

Yet one of the strongest selling points of a premium European truck such as the Scania R660 isn’t just the comfort or the performance. It’s cost certainty.

A modern linehaul prime mover covering 800,000 kilometres over four years will rarely get turned off. At roughly 200,000 kilometres per year, it’s doing exactly what a serious interstate B-Double truck is meant to do: earning money every day. But the challenge for operators is not simply making the payments; it’s controlling the unknowns.

Service Maintenance Package

This is where Scania’s repair and maintenance contracts can make a lot of sense.

At around 13 to 14 cents per kilometre, a service and maintenance package gives operators a predictable, fixed-cost figure for scheduled servicing, preventive maintenance and often many wear-and-tear components, depending on the agreement structure.

Over 800,000 kilometres, that equates to $104,000 at 13c/km or $112,000 at 14c/km. Spread across four years, that’s roughly $26,000 to $28,000 per year in known workshop costs. It removes the nasty surprises. There’s no sudden $8,000 workshop invoice, no major service chewing through next month’s cash flow and no guessing what the next inspection might uncover.

When you add truck finance or lease costs, many operators find the combined figure lands somewhere between 40 and 50 cents per kilometre. That means the truck itself, before fuel, tyres, registration, insurance and wages, can effectively be budgeted as a per-kilometre operating cost.

At 200,000km per year, 40c/km equals $80,000 annually, while 50c/km equals $100,000 annually.

That level of predictability is critical for fleets and owner-drivers quoting contract work. It allows accurate cost-per-load calculations, contract pricing and profitability forecasting.

Scania’s latest driveline packages reportedly deliver 8 to 10 per cent better fuel economy in some applications than older models or less efficient alternatives.

For a truck averaging 1.8km/L over 200,000km annually, that’s roughly 111,111 litres of diesel per year. At today’s diesel price of $2.56/L, that represents roughly $284,000 in annual fuel spend.

An 8 per cent saving equals around 8,889 litres saved or about $22,755 annually. A 10 per cent saving equals around 11,111 litres saved or about $28,444 annually.

With diesel nudging $2.56 a litre and showing no signs of becoming friendly anytime soon, a truck that saves 10 per cent at the pump can save enough over four years to pay for its own maintenance contract and still leave enough change for a decent steak at the roadhouse.

Final Thoughts

So, after our quick trip up and down the Hume Freeway and a few hundred kilometres behind the wheel of the new Scania R660, what have we learned?

We’ve learned that this is far more than just another shiny European truck with a premium badge and an equally premium price tag. Out on the Hume, loaded to 60 tonnes, the R660 delivered exactly what a serious long-haul truck should: effortless pulling power, impressive fuel efficiency, exceptional ride comfort and a level of refinement that makes many conventional linehaul trucks feel dated by comparison.

The 16.4-litre V8 has the sort of lazy, effortless muscle that makes hauling big weights feel easy, while the G33CH1 Opticruise transmission is so intuitive it often feels as though there is an experienced old-school driver somewhere in the driveline making the decisions for you. Add in the integrated retarder, the low-noise cabin, the “magic carpet” ride quality and the cost certainty offered by Scania’s repair and maintenance programs, and it becomes easy to understand why Scania’s loyal following among owner-drivers and premium fleets alike continues to grow.

Still, there’s the question of horsepower.

Would the 770 put a bigger grin on your face every time you buried your right foot? Absolutely.

But in the real world, where operators count litres, cents per kilometre and component longevity just as closely as horsepower figures, the 660hp variant feels like the sweet spot. It delivers all the theatre, soundtrack and prestige expected of a Scania V8 without the potentially higher purchase price and fuel burn of the flagship 770.

In many ways, the 660hp Scania V8 is the thinking operator’s truck. It strikes a clever balance between performance and practicality, offering enough torque and flexibility to make light work of 60-tonne B-Double operations while still keeping one eye firmly on whole-of-life operating costs.

And that’s really the point.

Because when you combine Scania’s repair and maintenance programs — typically landing somewhere around 40 to 50 cents per kilometre including truck payments — with the kind of 8 to 10 per cent fuel savings this driveline can deliver, you’re not just driving a premium truck. You’re running a highly predictable business asset.

At roughly 200,000 kilometres per year, that level of cost certainty allows operators to quote work with confidence, lock in margins and sleep at night knowing there are fewer financial surprises waiting around the corner.

Did we lose any time cruising at 95km/h? No, not at all.

But we saved a significant amount of fuel compared with simply pinning it against the limiter — and when that saving is layered over a predictable cents-per-kilometre operating model, the result is a truck that makes just as much sense on a spreadsheet as it does out on the highway.

And in an industry where every kilometre, every litre and every dollar matters, that may be the strongest compliment of all.

 

Pros

• Exceptional V8 pulling power with effortless hill-climbing ability under heavy interstate loads
• Surprisingly refined and quiet cabin for a 660hp long-distance line-haul prime mover
• Advanced onboard technology and Opticruise transmission make long-distance driving smoother and less fatiguing
• Competitive Scania service and maintenance contracts can deliver excellent whole-of-life operating costs

Cons

• Heavy front axle weight can limit bullbar, accessory and fuel tank configuration options
• Limited fuel capacity compared to many conventional bonneted trucks on ultra-long-distance runs
• Premium purchase price places it at the higher end of the line-haul market
• Cab-over design may still not appeal to drivers who prefer the ride and driving position of a conventional truck

Related Links:

Scania Introduces BIG CAB models

The Evolution of Scania Opticruise G33-CM

Winter Battery Care for Trucks

 

Scania R 660 Specifications

 Engine:                      DC16 16.4-litre 90-degree V8 (122 Euro-6 SCR)
Horsepower:              660hp (485kW) at 1900rpm
Torque:                       3300Nm (2434 lb-ft) at 950-1400 rpm
Transmission:            Scania G33CH1 Opticruise 14-speed automated with Eco-Roll

Cruise Control:         Adaptive Cruise Control with Active Prediction
Retarder:                  Scania R4700D
Front axle:                Scania AM640S
Front suspension:   Air front springs with anti-roll bar
Rear axles:               Scania RBP662 diffs 3.07:1 with DCDL
Rear suspension:   Scania four-bag air suspension
Brakes:                     Discs all round with EBS, ABS and traction control
Park brake:              Electronic
Fuel tank:                 875L (565L – Left) (310L-Right)
AdBlue:                     73L
Safety:                       EBS with integrated ABS and traction control
Interior:                     “Exclusive” dashboard, black with red trim upper section, dark sand lower section.

Seats:                        Premium driver’s seat  with armrests
Bumper:                    King Bar Alloy
Battery box:             2x12V, 180-amp rear chassis mount