Scania K360IB4x2EB Irizar i6

Mechanical

Having utilised exhaust gas recirculation (EGR) technology on its Euro5 nine-litre engines, Scania is offering the 360hp DC09-112 engine at Euro6 with SCR-only technology. As at Euro5, this is a five-cylinder in-line unit, indeed it is not vastly different to the Euro5, save for the addition of the SCR system and the removal of the EGR unit that was previously located over the engine. Going to EGR means that, for the first time, Scania products will require AdBlue.

With a displacement of 9.3-litres, it produces the 360hp (265kW) at 1,900rpm and peak torque of 1,700Nm at 1,100-1,350rpm. It has Scania’s XPI unit injection system, four valves per cylinder, a fixed geometry turbocharger with waste gate and charge air cooler.

To achieve the 80% reduction in NOx required for Euro6, Scania’s integrated silencer with exhaust after-treatment incorporates the SCR system along with a particulate filter (DPF). This is all combined within one stainless steel unit that is not located in the engine bay but in a separate locker, beneath the battery compartment, immediately to the rear of the nearside rear axle.

An 80-litre AdBlue tank is mounted in its own locker on the offside rear. AdBlue usage was expected to be around 14% but current feedback is that it using 7-10%. Andrew liked the fact that the locker housing the AdBlue tank lifted so that you can either open the inset flap and fill with the hose from a pump, or lift the whole locker door and fill directly through the neck, either by hose or by portable container, without the risk of depositing AdBlue on the bodywork.

The gearbox is the Scania GR875R eight-speed unit with integral retarder and Scania Opticruise two-pedal fully automated gear changing system. A kick-down facility is incorporated. It is one of five transmission options offered in the K family of chassis, three of which are ZF fully automatic units and the other the GRSO895R 12-speed overdrive unit only available with the larger 13-litre engine.

The drive axle is the Scania ADA1300 with R660 differential with a ratio of 1:2.73. The front axle is a rigid beam, hence the IB designation in the chassis code, of type AMA860.

Braking is electronically controlled by the EBS5 management system and there is both an R3500 retarder and an exhaust brake fitted. The compressor is a Knorr 720CR unit.

Air suspension all round sees four air bags on the rear, front and rear anti roll bars, and a ferry lift and lower system with the ability to lower the front independently. The shock absorbers are set to normal on the rear and soft on the front.

Steering is the ZF8098 powered system.

Electrical supply comes from two 150amp alternators and two 225a/h batteries.

Alcoa Durabright 22.5 inch polished alloy wheels are shod with Michelin 295/80R.22.5 tyres. No spare is supplied as standard, though there is a location for one, complete with rollers and drop down panel, beneath the front.

ESP, the electronic stability programme that provides additional safety in critical situations, is to become mandatory on coaches next year. For the time being it remains an optional feature on the Scania and our test coach did not have it fitted.

The really surprising thing to me about the Euro6 Scania was the relatively large amount of room there is around the engine. If, for example, you compare it with the latest Mercedes-Benz coaches there are separate sealed sections, and everything looks to have been squeezed in. The Scania lump sits in line and if you open the rearmost offside flap there is a big space that would enable you to get in and look at it with relative ease.