Stage 1 FAP SCR = Electronic modification with original equipment only. Stage 1 FAP SCR Off = Removal of FAP (remove cartridge) and deactivation of AdBlue system => recommended to avoid saturating the particulate filter more quickly. Stage 2 = Requires direct stainless-steel line or mandatory valves.

The R520 V8 develops 520hp and 2700Nm of torque. Its compression ratio is 22:1. The standard gearbox fitted to the 520 is identical to that of the 580. The clutch is also identical to the 580 and 650, as is the driveshaft, whether 4x2 or with more axles. Fuel supply is also identical to the 580 and 650, although injectors and turbochargers are different from the other two models.

The R580 V8 develops 580hp and 3000Nm of torque at a lower compression ratio than the R520 (20.8:1), identical to the 650. The gearbox is slightly different from that of the 650, but allows a large increase in torque thanks to the manufacturer's tolerances. The driveshaft, clutch, injectors, turbo and high-pressure pump are identical to the 650. So there's plenty of scope for improvement.

The R650 develops 650hp and 3300Nm of torque, with a compression ratio identical to that of the S580. Many peripherals are also identical, such as injectors, pump, clutch and turbo. The gearbox can take a little more torque, as it's also the same as that fitted to the 730 V8, which can handle gargantuan torque. That said, there are differences with the 730.

The R730 V8 develops 730hp and 3500Nm of torque, but although it has been incorporated into the new NTG cabs, the 730 has not undergone any 'renewal' compared with the first Euro 6 versions. It is still fitted with a variable-geometry turbo, while the engines below it have switched back to fixed-geometry turbo. It still features an EGR valve with 1-stage cooling, while the clutch and injectors are the same as on the 580 and 650, as is the driveshaft. The gearbox is the same as on the 650. However, the gains are still very interesting when reprogramming the engine.