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Motorways, national roads, rolling hills, acceleration zones, descents, and a few sections that quickly remind you that a loaded truck is no lightweight. This time, our truck is green — green in color, but above all green in terms of powertrain. We take the wheel of the new Scania R 460 CNG, a tractor unit powered by compressed natural gas, loaded at 38.9 tonnes. In other words, 40 tonnes in the spirit of the test.

The journey starts from Eurocentre, north of Toulouse. No diesel fill-up this time — we head straight to the gas station. And there, before even driving, comes the first observation: with CNG, achieving a true full tank remains complicated. Pressure varies, and the actual amount loaded changes as well. After several refueling attempts, the truck only displayed around 80% the next morning. This is a known limitation of compressed gas. For this test, fuel consumption figures therefore come directly from the onboard computer, which is more consistent than comparing two refueling sessions.

The truck tested is a Scania R cab, meaning the lower cab version of the long-haul range. High-quality finish, modern driving position, latest-generation Smart Dash, and a driveline adapted for gas operation. Under the cab sits the 13-liter six-cylinder gas engine producing 460 hp and 2,300 Nm of torque. On paper, this still remains below an equivalent diesel in terms of torque feel, especially regarding the width of the usable torque band. But from the very first kilometers, one thing becomes clear: this 460 CNG has very little in common with the old gas trucks that were often described as sluggish.

The first stage runs from Eurocentre toward Montauban and then Caussade. This is the easiest part of the route. Mostly motorway, stable speed, and a first long climb right after leaving Toulouse. The departure takes place during a heavy storm. Wet roads, limited visibility, and water covering the surface. This will matter later in the calculations, because rain naturally increases rolling resistance.

The driving rule remains the same as on other TruckStop tests: on the motorway, cruise control set at 85 km/h. This avoids being disrupted by hazardous goods vehicles with different speed limits and by trucks cruising around 89 or 90 km/h. The objective remains consistency.

From the very first climb, the Scania surprises. Starting almost from a standstill at the bottom of the hill, the truck holds tenth gear around 58 to 60 km/h without brutally downshifting or giving the impression of collapsing. Even better, before reaching the top, it already starts pulling higher gears again. The gearbox then shifts into twelfth and eventually into overdrive when the terrain allows it. For a gas-powered truck, this is a genuinely pleasant surprise.

The engine does not behave like a diesel. You hear it and you feel it. The sound is softer, smoother, less rough. Spark ignition with spark plugs gives it a behavior closer to a large gasoline engine than to a high-compression diesel. It feels smooth, quiet, pleasant — but the massive low-end diesel torque is clearly absent. At 85 km/h in 13th gear overdrive, engine speed drops to around 900 rpm. In the 80 km/h zone around Montauban, it even falls to roughly 800 rpm. At these engine speeds, acoustic comfort is excellent.

The 13-speed G25 gearbox plays a crucial role. Twelfth gear is direct drive, while thirteenth is overdrive. The truck coasts whenever possible. On flat roads, it gives the impression of rolling effortlessly. The engine remains discreet and the cab benefits from this mechanical smoothness. Under these easy conditions, gas does not penalize driving comfort.

From a driving perspective, the Smart Dash significantly modernizes the Scania atmosphere. The digital instrument cluster is clear, customizable, and keeps the important information directly in front of the driver: speed, rpm, weight, consumption. The central screen is well integrated, and Scania made the smart decision to keep physical buttons below the display. Everything is not perfect though. Personally, I find that some functions, such as general lighting controls, now require going through the screen, and honestly that is not ideal. It is not dramatic, but in daily use, a direct physical button remains more practical.

Driver assistance systems are all present: traffic sign recognition, adaptive cruise control, GSR2 alerts, lane keeping and steering correction. On the motorway, lane correction genuinely adds safety. It prevents small moments of distraction, especially when adjusting temperature or radio settings. However, the warning sounds can sometimes become annoying. That is the downside of modern trucks, but a good point for Scania is that some alerts can easily be muted.

At Caussade, first measurements are taken. The motorway section confirms the positive first impressions.

For a first contact, the result is positive. The truck is quiet, stable, smooth, and more willing than expected. But we have only driven on the motorway so far. Stage 2 will truly reveal what this new 460 hp can do under more demanding conditions.

The second stage completely changes the scenery. Between Caussade and Rodez, the route becomes far more demanding. Roundabouts, villages, acceleration zones, steep climbs, technical descents, and the famous passage through Caylus. This is where the truck must prove its real capabilities. A motorway section can flatter many vehicles. This second part confronts the machine with reality.

On the first kilometers, roundabouts create a stop-and-go rhythm. The driver takes back control. Unlike some competing systems capable of automatically anticipating slowdowns, braking, and acceleration while in cruise control, the Scania leaves more control to the driver. It is less automated, but also feels more natural. You remain in charge of the truck. In these areas, disabling cruise control helps the truck coast better and optimize consumption.

The downside comes from speed alerts. On certain sections identified as secondary roads by the system, the truck constantly beeps even though heavy vehicle traffic actually flows at 80 km/h. Fortunately, Scania allows quick reduction of sound alerts directly from a dashboard button. Every restart reactivates the assistance systems, but let’s be honest — muting the alerts remains simpler here than on some competitors.

The first climbs confirm the engine’s character. This Scania gas engine does not have the temperament of a large diesel. Maximum torque of 2,300 Nm is available over a relatively narrow range, between 1,000 and 1,300 rpm. When strong acceleration is needed, the engine climbs higher, around 1,400 to 1,500 rpm, to access its power. This is perfectly normal and logical for a gas engine.

The G25 gearbox compensates extremely well for this characteristic. It downshifts at the right moment, selects the proper ratio, anticipates the terrain, and keeps the engine within its useful operating range. Across rolling hills, it does an excellent job. Engine, gearbox, and axle work together seamlessly. This is probably one of the reasons why this 460 CNG feels so much more convincing than previous generations, which could sometimes feel like a punishment for the driver.

The Caylus section remains the highlight and my personal benchmark regarding downhill control and uphill performance. In the descent, the gas engine reveals its main weakness: it does not provide real engine braking. There is no CRB decompression brake here, so honestly, that hurts. On a well-equipped diesel Scania, engine braking plays a major role in downhill control, and we have often demonstrated its effectiveness. On this CNG model, that is not the case. Fortunately, our test truck is equipped with the Scania R4700 retarder. And the conclusion is clear: it is absolutely essential and incredibly effective.

In the Caylus descent, the hydraulic retarder allows the truck to maintain around 45 km/h without touching the service brakes. The driver sets the target speed, and the truck regulates itself. The feeling of confidence comes entirely from the retarder. Without it, this test would not feel the same. With it, the descent is handled cleanly, even at nearly 40 tonnes. The retarder lever also makes it easy to adjust speed through the village, where driving at 30 km/h feels more appropriate despite the higher legal limit.

The climb back up is even more revealing. At the bottom, the truck restarts around ninth gear near 1,000 rpm, then climbs to 1,500 rpm to attack the slope. In the hairpins, speed drops to around 33 to 40 km/h. The engine works hard. This is not its favorite terrain. The wet road also forces the driver to ease off the throttle to avoid traction loss. Instantaneous consumption rises very high, sometimes around 170 kg/100 km, but this number only matters momentarily. Every truck consumes heavily in this kind of situation.

What matters most is that the Scania does not collapse. It climbs. Not like a V8 of course, but correctly, without excessive loss of rhythm. It remains smooth, alternates between eighth and ninth gear, then progressively regains higher gears toward the top. Before reaching the summit, it is already back around 65 km/h in eleventh gear. For a gas truck, this is a genuine real-world validation.

One regret appears during this stage: the absence of eco-roll on this model. On this kind of rolling road, the system would have allowed the truck to coast more freely at the lowest possible rpm, or even disengaged depending on conditions. The truck already benefits from overdrive, but eco-roll would likely have saved a few tenths, perhaps more, on overall consumption.

This second stage confirms the generational leap. Gas remains less torque-rich than diesel, but this 460 CNG is far from ridiculous. In fact, it performs better than some poorly calibrated diesels.

The third stage starts from Rodez toward Albi via the N88, then back to Toulouse through the A68. This section is more flowing, with long stretches of dual carriageway and an overall favorable profile. Normally, it should help reduce consumption. But on that day, the weather complicates everything again. Heavy rain returns. Storms, soaked roads, spray everywhere, unstable conditions. Some footage filmed the day before may show sunshine, but the actual test truly happened in the rain.

On the N88, the Scania is programmed at 85 km/h with a downhill speed setting of 90 km/h. Web “speed police” will probably comment on that, but every truck drives this way in that area. This is one of the advantages specific to the brand: the driver sets both cruising speed and maximum downhill speed. The truck then handles the braking automatically. The gearbox selects the ratio, the retarder intervenes, engine speed rises if needed between 1,200 and 1,500 rpm. The driver supervises, but the truck does the work.

This section highlights the comfort of the CNG truck. When the terrain becomes favorable, the Scania simply flows. The engine remains discreet, the gearbox shifts smoothly, and the rear axle minimizes mechanical drag. The R746 axle, designed around the efficient TraTon driveline philosophy, contributes to this sensation of low mechanical resistance. Even though the gas engine requires shorter gearing than a long-ratio diesel, the overall setup remains coherent.

Consumption naturally drops on this section. The truck benefits from descents, long stabilized stretches, and terrain less demanding than Stage 2. But the rain prevents any record figures. All that water on the road increases rolling resistance. On a diesel truck, the penalty is usually estimated between 1 and 1.5 l/100 km. Here, with gas, the penalty is estimated around 1 to 1.5 kg/100 km.

Passing through Albi happens under a massive downpour. Even on the bypass, conditions remain poor. But that is also what a real-world test is. You do not always choose perfect weather. In real operation, drivers work in rain, cold, or heat. These conditions make the figures less flattering, but more realistic.

Before Toulouse, the final hills around Montastruc and L’Union slightly raise consumption again. Nothing dramatic, but enough to remind you that a route is never truly finished until the final exit. The truck remains consistent. On flat sections, it consumes little. Under acceleration and on climbs, it logically pays the price of its gas engine and narrower torque band.

This third stage places the truck back in its natural environment: regular long-distance driving. Here, the Scania R 460 CNG is convincing. It is smooth, quiet, and sufficiently efficient to maintain good average speed.

The R cab remains a safe bet. It does not offer the volume of the S cab, but it delivers an excellent driving position. Seating is perfect, the steering wheel falls naturally into hand, and main controls remain accessible. Scania preserves that specific ergonomics which quickly makes the driver feel at ease.

The Smart Dash genuinely modernizes the whole experience. The old Scania dashboard could feel outdated compared to some competitors. That is no longer the case. Displays are clear, menus are readable, and the customizable cluster adds real comfort. The integrated global GPS also simplifies life for international drivers. No more juggling different maps depending on the region.

The conventional mirrors on this model are a more traditional choice. Many drivers still prefer them. They provide a natural and reassuring view. However, in narrow villages or tight crossings, their size remains a disadvantage. Camera mirrors also have their advantages, especially regarding lateral space.

Electric steering brings precision and ease. The truck positions itself well. On the motorway, lane correction works efficiently. On smaller roads, it can sometimes surprise, but it contributes to safety. Sound alerts, however, remain too intrusive, even if Scania allows them to be quickly reduced.

CNG has strong arguments. It qualifies for Crit’Air 1, allows access to certain zones, answers many shippers’ requirements, and can become genuinely green with biomethane. But let’s be clear: fossil natural gas remains fossil fuel. It comes from the ground, just like oil. The real environmental difference comes from biomethane.

At the filling station, economic reality often takes over. When bio and non-bio gas are both available, price heavily influences decisions. Transport operators respond to tenders, cost-per-kilometer targets, and profitability constraints. Energy choices therefore depend as much on the customer as on the carrier.

CNG also offers less range than LNG. On this Scania, real-world range allows approximately 700 km without difficulty. Liquefied gas can go further, sometimes 1,000 to 1,500 km depending on tank capacity. But it also imposes more handling constraints related to cryogenics. CNG remains simpler in daily use. No heavy equipment needed for refueling, no extreme temperatures to manage. You connect, fill, and go.

The real topic remains the energy mix. Diesel, HVO, B100, gas, biomethane, electricity: no solution covers every use case. The right choice depends on the mission, range, payload, available stations, and customer expectations.

At the end of the Occitanie loop, the Scania R 460 CNG delivers a strong result.

Average speed was not that of a large high-torque diesel. That is logical. On difficult sections, gas requires more rpm and slightly more anticipation. But the truck maintains a proper commercial speed. It does not suffer through the route. It handles it cleanly.

This Scania R 460 CNG clearly changes the image of gas-powered trucks. Older generations often felt like they were constantly struggling. They looked clean on paper, but were not enjoyable to drive. Here, the progress is obvious.

The engine remains less torque-rich than an equivalent diesel. Its useful power band is shorter. On steep climbs, you need to reach around 1,500 rpm to access performance. Engine braking is nearly absent, making the R4700 retarder essential. The lack of eco-roll on this vehicle is regrettable, especially on rolling terrain.

But the positives dominate. The truck is quiet, pleasant, well managed by the G25 gearbox, and sufficiently capable to work seriously at 40 tonnes. On motorways and fast roads, it flows with genuine ease. On hills, it does not collapse. In Caylus, it struggles, but it gets through — and honestly much better than I had imagined.

Final consumption, despite the rain, remains very respectable. Slightly under 32 kg/100 km over 355 km with unfavorable weather conditions is a strong result. In dry weather, the figure would probably have been at least 1 kg/100 km lower.

Should you choose gas? The answer depends on your operation. For a transport company with access to stations, working with customers sensitive to Crit’Air 1 or biomethane, and operating regional or regular routes, this Scania R 460 CNG becomes a genuine option. Not a punishment. Not a forced compromise, but a credible alternative depending on gas prices.

And that may be the most important conclusion of this test. The gas truck is no longer just a vehicle chosen to satisfy a constraint. It becomes a truck you can genuinely enjoy driving. And out on the road, that changes everything — coming from a guy who drives a V8 himself.

Text: Fabien Calvet Photos: Fabien Calvet and Xavier Martin