Scania S770 Big Cab Road Test
770 horsepower, 3700Nm and a Big Cab that finally feels like home
With 770 horsepower, 3700Nm of torque, a spacious Big Cab and more than 1000 litres of fuel capacity, Scania’s latest Australian S770 promises serious long-distance hauling credentials. Editor-at-Large Howard Shanks heads north along the Hume Freeway to discover whether the biggest V8 in Scania’s line-up offers more than just bragging rights.
There’s little mistaking Scania’s flagship V8. The imposing Big Cab, prominent 770 badging and substantial Australian bullbar give the S770 a commanding presence.
Key Points
- 770hp V8 Performance: Scania’s flagship 16-litre V8 delivers 770hp and 3700Nm of torque, providing serious pulling power for Australia’s heavier freight combinations.
- Intelligent Powertrain: Scania’s Opticruise transmission, predictive cruise control and engine management systems work together to optimise performance, fuel efficiency and drivability.
- Greater Fuel Capacity: Locally developed fuel tanks provide more than 1000 litres of diesel capacity, incorporating Scania’s 27-litre Fuel Optimisation Unit to maximise usable fuel.
- Smarter Load Management: Integrated onboard weighing helps operators monitor axle loads, improve loading compliance and potentially avoid unnecessary weighbridge trips.
- Industry-Leading Safety: Scania’s comprehensive active and passive safety systems include advanced emergency braking, electronic stability control and innovative side-curtain airbags designed to protect occupants in rollover accidents.
- Efficiency Meets Comfort: Lightweight RB756 rear axles, sophisticated vehicle monitoring and the spacious S-series Big Cab combine operational efficiency with exceptional long-distance driver comfort.
At 96 km/h, Scania’s 16-litre V8 is turning at a remarkably relaxed 1,100 rpm. It’s a neat demonstration of how the S770’s engine, transmission and rear axle gearing work together to deliver effortless highway cruising.
There is something rather wonderful about a V8 engine that has absolutely no intention of apologising for its existence.
At a time when the transport industry is increasingly preoccupied with electrification and alternative fuels, Scania has rolled out its latest S770 Big Cab, complete with its thumping 16.4-litre V8 producing a magnificent 770 horsepower. That’s 566kW for those who prefer their horsepower expressed in kilowatts, along with a colossal 3700Nm of torque.
And when you ask the big Swede to do some serious work, it responds with a deep, authoritative baritone reminiscent of Tom Jones belting out a chorus of Delilah. Not particularly loud. Certainly not uncouth. Just a wonderfully rich V8 note that leaves you in absolutely no doubt there is something substantial happening beneath the cab.
If the average modern diesel engine sounds like an accountant politely clearing his throat, the Scania V8 sounds like the bloke who owns the accounting firm.
However, a beautiful exhaust note and enough horsepower to embarrass a respectable collection of sports cars don’t necessarily make a good long-distance truck. Out here, productivity is measured in tonnes moved and kilometres covered. It’s where fuel consumption can make or break the bottom line. Sure, driver comfort plays a vital role over long days behind the wheel. But ultimately, it all comes down to moving heavy freight reliably, efficiently and economically.
And that’s what we wanted to investigate during our latest road test of Scania’s flagship S770 Big Cab.
The S770’s spacious Big Cab and imposing B-double combination make a convincing case for Scania’s flagship V8 in Australian interstate transport applications.
Before We Go Anywhere
Our test route would take us north along the Hume Freeway from Scania Australia’s headquarters in Campbellfield, following the familiar Tarcutta changeover route we’d previously used for our road test of the Scania R660.
We patiently waited until the morning school rush had subsided before climbing aboard and bringing the big V8 to life. There is very little point in heading off to assess a truck’s highway performance when half the population of Melbourne is attempting to deliver its children to school at precisely the same time.
Before moving, however, we had a little business to attend to. Like most modern European trucks, the S770 has a sophisticated electronic prestart monitoring system that checks various vehicle functions and alerts the driver when something requires attention. If the engine needs oil, a message appears on the dashboard. If the windscreen washer reservoir is running low, the driver receives another message. It’s all very clever, and from an operator’s perspective, potentially valuable.
Because, unfortunately, not everybody employed to drive a truck considers looking after it part of the job.
During my driver-training duties, I once encountered a driver who was rather irritated by a warning message telling him his windscreen washer reservoir needed refilling. Rather than ask where the reservoir was located, he asked me where he could find the button to turn the warning off.
I suggested that if he walked the ten feet to the nearby tap, filled a watering can and topped up the washer bottle, the warning would disappear. As an added bonus, I explained, his windscreen washers would work again. It seemed a fairly reasonable solution.
Apparently not. He promptly informed me that filling the windscreen washer bottle wasn’t his job. I was momentarily lost for words, which, as those who know me will appreciate, is something of a medical rarity.
But the incident highlights an increasingly frustrating problem in our industry. There are drivers who seem to believe their responsibilities begin when they turn the key and end when they switch the engine off. Everything else is apparently somebody else’s problem. Which brings us rather neatly back to Scania’s electronic prestart system.
The truck doesn’t merely display warning messages. It also records when the checks were performed and which warnings were presented to the driver. Importantly, ignored warnings can also be recorded. In other words, the truck has developed the electronic equivalent of a very good memory. And unlike the driver who insists somebody else should fill the washer bottle, it is unlikely to forget what happened.
Of course, electronic monitoring doesn’t remove the responsibility to conduct a proper physical prestart inspection. Tyres, couplings, air lines, trailer connections and the general condition of the combination still demand professional attention. We’d dutifully completed our checks, and the S770 had nothing to complain about. Which was encouraging. At least one of us was behaving responsibly.
Two generations of Scania engineering share the roadside. The latest S770 Big Cab demonstrates just how far heavy-truck design, technology and driver accommodation have progressed.
Northbound on the Hume
With the formalities completed and the morning school rush safely behind us, we eased the big S770 out of Scania’s Campbellfield dealership and headed north towards the Hume Freeway.
Melbourne’s sprawling northern industrial corridor gradually unfolded around us, with warehouses, distribution centres and seemingly endless housing developments competing for space alongside the highway. The housing boom seems to be pushing Melbourne’s suburban boundaries ever further north, almost to the Kilmore turn-off, bringing an ever-increasing volume of traffic with it.
It’s a landscape that seems to change every time you drive through it, with yesterday’s paddocks becoming tomorrow’s logistics centres and new housing estates appearing almost overnight. What was once a relatively straightforward run out of Melbourne is becoming an increasingly busy stretch of highway.
For anybody unfamiliar with this stretch of road, the Hume is one of Australia’s busiest freight corridors, carrying a constant procession of interstate trucks between Melbourne and Sydney. It’s also a particularly useful piece of road for evaluating a modern linehaul prime mover.
There are long, relatively flat stretches where fuel efficiency and cruising characteristics come into play, followed by undulating sections and sustained climbs that reveal rather more about an engine’s torque delivery and its relationship with the transmission.
Then there is the road surface itself. Despite being one of the nation’s most important highways, sections of the Hume occasionally resemble a collection of bitumen patches held together by optimism and a considerable amount of government paperwork. Expansion joints, uneven repairs and the occasional enthusiastic pothole provide plenty of opportunities to assess suspension and cab isolation.
Our previous R660 road test had demonstrated just how revealing this route could be, particularly with a loaded B-double behind the prime mover. This time, we had another 110 horsepower and an additional 400Nm of torque at our disposal.
The question was whether that extra muscle would deliver any meaningful advantage beyond the undeniable pleasure of telling somebody at the truck stop that we were driving a 770. Because anybody can put a large horsepower figure on a specification sheet. Making that horsepower useful is an entirely different exercise.
Scania DC 16 litre
The King of Scania’s V8 Range
As I mentioned earlier, the heart of the S770 is Scania’s formidable 16.4-litre V8, the most powerful engine in the company’s current truck range. Developing 770hp and 3700Nm of torque, it sits above the already impressive 660hp V8 that we tested earlier in the year.
But the interesting number isn’t necessarily the horsepower. It’s the torque. All 3700Nm is available across a broad engine-speed range, from just 1000 to 1450rpm. That’s an enormous amount of pulling power available without having to wind the engine up to the sort of revolutions that make the fuel gauge resemble the second hand on a wristwatch.
For a heavy truck, that characteristic is particularly valuable. It allows the engine to work comfortably at relatively modest rpm, reducing the need for constant gear changes when climbing grades or dealing with changes in road speed.
And here’s where things get interesting. With the taller gearing in our test truck, we were cruising comfortably along the Hume at 96km/h with the big V8 turning over at just 1100rpm. Not a bad effort for a combination weighing around 60 tonnes.
At those engine speeds, the V8 is barely raising a sweat. But ask it to pull hard, and that’s when its personality really comes alive. The exhaust note deepens into a lovely Tom Jones baritone, a rich, unmistakable V8 soundtrack that reminds you why Scania’s eight-cylinder engines have developed such a loyal following among owner-drivers.
And for some reason, I couldn’t help thinking of a rather amusing conversation during Series 14, Episode 2 of Top Gear back in 2009, when James May admitted that driving a particularly exciting car gave him a peculiar fizzing sensation somewhere in his nether regions. Now, I can’t speak for Captain Slow’s particular affliction, but there’s certainly something about the sound of a big Scania V8 working hard that produces a rather satisfying sensation of its own.
There’s a wonderful sense of mechanical authority about a large-capacity engine working comfortably in its most productive operating range. But beyond the entertainment, the real attraction is what all that torque can mean for the business. Maintaining momentum on rolling terrain, avoiding unnecessary gear changes and having sufficient reserve power for heavier combinations can all contribute to improved productivity.
Whether an operator actually needs 770hp is another question entirely. When we reviewed the R660, we concluded that its combination of power, efficiency and refinement probably represented the sweet spot in Scania’s V8 range for many Australian linehaul operators. And I haven’t changed my mind about that.
For conventional B-double work at typical highway operating weights, the 660 is an exceptionally capable machine. However, move into heavier combinations, demanding terrain or operations where maintaining momentum is particularly important, and the additional performance of the 770 becomes considerably more attractive.
The S770 is not simply a truck for somebody who wants the biggest number on the badge. It has a legitimate place in the market. Although I suspect there will still be a few buyers who purchase one simply because 770 sounds considerably more impressive than 660 when discussing trucks over a counter lunch.
Scania G38 Gearbox
Making All That Power Useful
One of the most important developments in modern truck engineering has been the relationship between the engine, transmission and rear axle ratios.
Years ago, extracting the best from a powerful V8 depended heavily on the driver’s ability to select the correct gear, anticipate changing terrain and keep the engine operating within its most productive range. A good driver could make an average truck perform exceptionally well. A poor driver could turn a perfectly good truck into an expensive fuel-to-noise conversion machine.
Today, Scania’s electronically managed powertrain takes much of that calculation out of the equation. The manufacturer’s modern Opticruise automated transmissions are designed to work closely with the engine management system, selecting ratios to balance performance, efficiency and driveline protection.
In the 770hp application, Scania offers its heavy-duty G38 family of transmissions, with a wide ratio spread that includes crawler gearing for difficult starts and overdrive for efficient highway running. There is good reason for this. With 3700Nm available, the objective isn’t to use every last bit of torque every time the accelerator is pressed. It’s to use precisely the amount required, at the right engine speed, while maintaining momentum and minimising unnecessary fuel consumption.
The clever part is the integration. Engine, gearbox and final-drive gearing must all work together. There’s little point having an exceptionally efficient engine if the transmission is continually selecting the wrong ratio or the rear axle gearing forces it to operate outside its most economical range.
This is where Scania’s continuing refinement of its V8 driveline becomes particularly interesting. It also demonstrates why judging a truck solely by horsepower is rather like choosing a restaurant based entirely on the size of the chef. It tells you something. Just not necessarily the information you need.
Behind the S770’s Big Cab, the tandem-drive chassis, polished wheel rims and locally developed fuel-tank installation reflect the practical demands of Australian heavy-duty transport.
A Big Cab with Five-Star Thinking
While the magnificent V8 understandably attracts most of the attention, there’s another reason to appreciate the S770, particularly if you’re spending several weeks living on the road.
Scania has extended the rear wall of its Big Cab by 270mm, which doesn’t sound much until you climb inside and discover what they’ve done with the extra space. The most noticeable improvement is the lower bunk, which can remain at its full 1000mm width without interfering with either seat. Anyone who’s spent years making and unmaking a truck bed every morning will appreciate that little luxury.
The flat floor and 2070mm of standing height make moving around refreshingly easy, while the black leather upholstery, red stitching and neatly finished trim give the interior a distinctly upmarket feel. There’s a refrigerator beneath the bunk, pull-out storage, overhead lockers and enough compartments to accommodate the collection of odds and ends that seem to multiply during a long trip.
Thankfully, there’s also external storage for muddy boots and greasy equipment, because no matter how luxurious a truck becomes, nobody wants to climb into bed beside a tyre bar.
But there’s more to a comfortable cab than simply keeping the driver happy. Having somewhere decent to sleep, enough room to move around and everything within easy reach helps reduce the fatigue that inevitably comes with spending long days behind the wheel. And that brings us neatly to safety.
Scania’s S-series has earned the prestigious five-star Euro NCAP safety rating, joining the R-series at the top of the European heavy-truck safety assessment. It’s a significant achievement that reflects Scania’s investment in both accident prevention and driver protection, with advanced emergency braking, electronic driver assistance and a comprehensive collection of active and passive safety systems.
Of course, none of this technology replaces good driving habits, sound judgement or the ability to anticipate trouble before it develops. But it’s reassuring to know that while you’re enjoying the considerable talents of that 770hp V8, there’s a sophisticated collection of electronics quietly keeping an eye on proceedings. Because as enjoyable as all that horsepower might be, getting the driver home safely is still the most important part of the journey.
Scania’s lightweight RB756 rear axle incorporates engineering improvements aimed at reducing mechanical losses and improving driveline efficiency.
More Fuel, Fewer Stops and Smarter Axles
One of the more practical Australian developments on the S770 is its new locally manufactured fuel-tank arrangement. Scania has teamed up with Hilton Tanks to provide more than 1000 litres of diesel capacity, which should please long-distance operators who would rather spend their time moving freight than visiting roadhouses.
The installation includes a 550-litre tank on the left, a 450-litre tank on the right and Scania’s 27-litre Fuel Optimisation Unit. Importantly, the tanks have been designed to maximise usable fuel capacity, because there’s little point carrying a thousand litres of diesel if you can’t get at the last few. There’s also 140 litres of AdBlue capacity housed in two interconnected belly tanks.
According to Scania Australia Product Manager Paul Hennig, the combination of increased fuel capacity and the V8’s efficiency could provide an operating range of around 2000 kilometres, depending on load, terrain and driving style. For operators with access to bulk fuel, that creates opportunities to reduce expensive roadhouse fill-ups and make better use of depot fuel contracts.
Beneath the cab, there’s another less obvious improvement in the form of Scania’s new RB756 bogie-drive axles. These lightweight, extended-life units are designed to reduce internal friction and minimise the energy lost through the driveline. It might not sound particularly exciting, but over hundreds of thousands of kilometres, small efficiency gains can make a considerable difference to operating costs.
Of course, carrying additional fuel adds weight, and the claimed efficiency improvements will ultimately need to prove themselves in everyday operation. Nevertheless, it’s encouraging to see Scania concentrating on the complete package rather than simply adding more horsepower. After all, 770 horsepower is impressive enough, but making it work economically is where the clever engineering really begins.
Developed with Australian manufacturer Hilton Tanks, the S770’s new fuel-tank arrangement is designed to maximise usable diesel capacity, with a practical integrated step providing access to the catwalk.
Getting Every Last Drop
There’s an interesting little piece of engineering tucked away in the S770’s fuel system that deserves a mention. Scania calls it the Fuel Optimisation Unit, or FOU, which sounds like something developed by a committee of engineers who weren’t prepared to settle for calling it a small diesel reservoir. But there’s some rather clever thinking behind it.
Anyone who’s driven a truck with nearly empty fuel tanks up a steep hill will understand the problem. Diesel has an irritating habit of obeying gravity. As the truck climbs, the fuel runs towards the back of the tank, potentially leaving the pickup sucking air instead of diesel. And modern high-pressure diesel injection systems are not particularly fond of air.
Scania’s solution is a small auxiliary reservoir that acts as a buffer between the main tanks and the engine. Electric pumps manage the fuel supply, keeping diesel available to the engine even when the contents of the main tanks are sloshing about on a steep climb or descent.
The clever part is that this arrangement allows more of the diesel in the main tanks to be used safely, rather than leaving a quantity sitting at the bottom simply to prevent the fuel pickup from drawing air. In other words, it’s not just about how much diesel you can carry. It’s about how much of it you can actually use.
And when you’re operating a 770-horsepower V8 across Australia’s vast distances, having a little more usable diesel on board is considerably more useful than having it stranded in the bottom of a fuel tank.
Our S770 demonstrator takes a breather during its Victorian road test. Beneath that imposing Big Cab sits Scania’s 16-litre V8, delivering 770hp and a substantial 3700Nm of torque.
Is 770 Horsepower Really Necessary?
This is the question that will inevitably arise whenever somebody discusses the flagship Scania V8. Do you genuinely need 770 horsepower to haul freight around Australia? The answer, of course, depends entirely on the job.
For a conventional B-double operating on reasonably flat routes, the 660hp V8 is already an exceptionally capable engine. In fact, as we concluded during our earlier road test, it probably represents a particularly sensible balance of performance and efficiency for many linehaul operators.
But not every freight task is the same. Across Australia, we’re seeing an increasing number of longer and heavier combinations, and it’s in these applications that the S770 begins to make a compelling argument for itself. Operators working with heavier combinations, challenging terrain and demanding schedules may find the additional torque and power of the S770 particularly useful.
There are also situations where maintaining momentum on sustained climbs can make a meaningful difference to journey times and overall productivity. After all, the objective isn’t necessarily to get to the top of the hill faster. It’s to keep the freight moving efficiently without unnecessarily working the driveline to its limits.
Nor should we overlook driver preference. For many owner-drivers, the truck isn’t simply a piece of equipment purchased by an office manager. It’s their workplace, their home away from home and, in many cases, the most substantial business investment they will ever make. They want a truck that performs well, looks good and provides a comfortable working environment. And there’s absolutely nothing wrong with that.
The new S770’s increased fuel capacity, more efficient rear axles and improved living accommodation are all relevant to that discussion. Because ultimately, buying a truck isn’t simply about how much horsepower is lurking beneath the cab. It’s about choosing the right machine for the work it will be expected to do.
The S770’s driver-focused cockpit combines digital instrumentation, fingertip controls and a large infotainment display. And yes, that’s our very own Scania 770 – Heart of the Highway playing on the sound system. Click the image to hear the full track.
Final Thoughts: The Hamburger With the Lot
After spending time behind the wheel of Scania’s latest S770, I’ve come to the conclusion that concentrating solely on its headline 770 horsepower and 3700Nm of torque is rather missing the point.
The S770 is a hamburger with the lot. And unlike some manufacturers who seem to believe that adding a few shiny badges proclaiming ‘Legend’, ‘Black Edition’ or ‘Limited Edition’ to an otherwise standard truck somehow transforms it into a flagship, Scania has actually put some very thoughtful engineering into the equation.
The result is an exceptionally clever truck, where most of the extras serve a genuinely useful purpose. Its electronic systems continually monitor the vehicle’s mechanical health, while the predictive cruise control, Opticruise transmission and engine management work together to make intelligent use of all that horsepower.
Then there’s the onboard weighing system, which allows operators to check axle loads before leaving the depot. Properly calibrated, it can help prevent overloading and potentially eliminate unnecessary trips to a weighbridge. That’s time better spent moving freight and earning money.
Add the locally developed high-capacity fuel tanks, more efficient rear axles, sophisticated safety systems and spacious Big Cab, and you’ve got a remarkably complete long-distance transport package.
And despite all those computers, sensors and clever electronics, there’s still something wonderfully satisfying about hearing that sixteen-litre V8 settle into its stride as the road begins to climb.
Because when that big V8 hits that Tom Jones baritone tune, you realise there’s one thing Scania hasn’t managed to engineer out of the modern truck.
The sheer pleasure of driving it.
