The four-day week will be introduced in June and cover employees and managers at production, research and development units as well as administration and corporate staff units at Scania’s operations in Sweden - some 6,000 white collar employees and 6,000 workshop employees in all.

The agreement will apply for six months, with a break for holidays. Scania undertakes not to issue any lay-off notice during the period of the agreement.

The four-day week is a key element of Scania’s strategy to preserve the collective competency of the company despite a very sharp decline in market demand.

Scania has already introduced various forms of working hour reductions for more than 2,000 employees in the Netherlands, France, Germany and elsewhere.

For further information, please contact Erik Ljungberg, Senior Vice President, Corporate Relations, tel. +46 8 553 835 57.

Scania is one of the world’s leading manufacturers of trucks and buses for heavy transport applications, and of industrial and marine engines. A growing proportion of the company’s operations consists of products and services in the financial and service sectors, assuring Scania customers of cost-effective transport solutions and maximum uptime. Employing 35,000 people, Scania operates in about 100 countries. Research and development activities are concentrated in Sweden, while production takes place in Europe and South America, with facilities for global interchange of both components and complete vehicles. In 2008, invoiced sales totalled SEK 89 billion and net income amounted to SEK 8.9 billion. Scania press releases are available at www.scania.com

Scania Value Quarter 1 2009 is now available:

• Web version 
• Download as pdf

Scania Value is a magazine in which we provide you with a closer look at Scania’s operations. It is published in connection with the interim reports and is issued four times a year.

More information about Scania Value

Scania has now developed the installation of the new 13-litre Euro 5 EGR engines in the P-series. Torque outputs of up to 2100 Nm are available without any restrictions, providing exceptional driveability for this class.

The Scania P-series offers one of the broadest cab ranges in the market. The range includes short cabs, day cabs and sleeper cabs, as well as low-entry and crew cabs.

These cabs can be combined with innumerable chassis options and wheel configurations, including four frame strengths and four chassis heights. Examples of P 360 and P 400 applications:

• 6100 kg fuel tractor
• Light 8 cu m 8×4 mixer turns the scales at 13400 kg
• 8×4 tipper with 20-tonne payload
• 2.7 m high car transporter
• Fast and compact emergency vehicle

More technical data, weights and dimensions can be found below. The comparisons start with a typical basic specification and go through examples of options that operators may consider in search of a vehicle optimised for their application.

For more information and photos:

• Go to http://www.scania.com/media/P2009/ for the media site.
• Photos can be found in our Scania P-series set on Flickr.
• Technical data and comparison in full version

Contact: Per-Erik Nordström, Product Affairs, tel. +46 8 55385577,
email per-erik.nordstrom@scania.com.

Scania V8 40 year anniversary. Scania LBS140 46S and Scania R 620 6x2/4 Highline. 2009.
Photo: Dan Boman

The power, the feeling and that unmistakeable sound – they are part of what makes Scania’s V8 engine a legend. Add excellent fuel economy in its output segment, the reputation of being almost unburstable and having an excellent trade-in value, and you have a combination that’s hard to beat. The strong reputation built by the original 14-litre engine is being carried to new heights with the 16-litre version launched in 2000.

Longer-term operating economy can justify a bigger initial investment! Added performance means faster trips. Extra durability and reliability add to uptime. Six years of ownership instead of four means less depreciation, especially with a second-hand value that is second to none.

These are aspects that many of Scania’s V8 customers factor into their calculation. Others find it hard to part from their working mates. In some cases, an overhaul after some 2 million kilometres has been sufficient to make the engine fit for another tough lease of life or two … The ultimate service life remains to be known, but some Scania V8 trucks have been reported to remain in operation after 5 million kilometres or more.

For more information and images:

• Go to www.scania.com/media/v8/ for the special V8 media site.
• At http://imagebank.scania.com/ you can search for V8-related images by entering “V8” in the “Quick search” field.
• An anniversary site of special interest to Scania fans and enthusiasts will be opened in May
• Contact: Per-Erik Nordström, Product Affairs, tel. +46 8 55385577, email per-erik.nordstrom@scania.com

Scania V8 More Power Scania 620 4x2 Topline Tractor with trailer. 2007. Photo: Göran Wink

Development started at a time when 250 hp was considered adequate. The engineers at Scania-Vabis realised that such outputs would not be sufficient in the long run, especially in timber haulage and heavy long-haulage, so why not try to be first on the market and take a groundbreaking step.

The go-ahead in 1962 coincided with the development of a new generation of forward-control trucks that would be unveiled in 1968. An inline eight-cylinder engine would not fit underneath a forward-control cab, nor would a larger inline six.

The engineers therefore went for a vee-configuration that would fit under the same cab as the 11-litre inline six, yet produce 100 hp more. The result was a powerful but very compact power unit that paved the way for a new level of truck performance.

Scania LB141 4x2 with 3-axle semitrailer. 1977. Photo: Ingemar Eriksson.

For more information and images:

• Go to www.scania.com/media/v8/ for the special V8 media site.
• At http://imagebank.scania.com/ you can search for V8-related images by entering “V8” in the “Quick search” field.
• An anniversary site of special interest to Scania fans and enthusiasts will be opened in May
• Contact: Per-Erik Nordström, Product Affairs, tel. +46 8 55385577, email per-erik.nordstrom@scania.com

Scania V8 trucks, R 620 4x2 Topline and trailer, R 620 6x2*4 Topline box body and trailer, 4x2 Highline and trailer. 2007. Schweiz. Photo: Göran Wink

Scania-Vabis’ engineers defined good driveability as meaning that a truck should:

• Require few gearchanges throughout its speed range.
• Have good tractive power at low engine speeds.
• Have sufficient surplus output throughout its engine speed range.

The new Scania 14.2-litre V8 engine had no genuine forerunner in the diesel engine world. It was designed for turbocharging from the start, and it was dimensioned to ensure that the engine delivered the goods over a long service life. An optional naturally aspirated 260 hp version was also available for buses, turning tourist coaches into true gliders.

The Scania LB140 models quickly won acclaim. They combined high output with a torque curve that flattered the use of low engine speeds – a pleasant and effective combination in a heavy vehicle. Many customers also liked the V8 emblem and the typical, powerful rumbling of the engine. All this, combined with exceptional durability and service life, quickly helped make the 14-litre V8 engine a legend.

The hp/tonne requirement

By the mid-1970s, road safety authorities realised that it was necessary for trucks to keep up reasonably well with the general flow of traffic, instead of causing major delays and frustration. The recommendation in Germany was 8 hp per tonne gross weight, i.e. slightly more than 300 hp for the 38 tonnes permitted. The 375 hp Scania V8 at that time boasted close to 10 hp/tonne, a figure that did not become common in European long-haulage until some 25 years later (40 tonnes, 400 hp, in 2000).

Meanwhile, the Scania V8 also provided sufficient output for higher gross weights. Today, with frequent use of long 60-tonne combinations in Scandinavia, outputs of around 600 hp are desirable in operations that require 10 hp/tonne performance.

Scania 16-litre V8 Euro 5 engine, Photo: Göran Wink

14-litre success

The output of the 14-litre engine was boosted in several steps up to 530 hp and 2,300 Nm for the final version manufactured between 1995 and 2001. Power was thus up by more than 50 percent and torque had been boosted by 85 percent.

Around 170,000 14-litre V8 engines were delivered between 1969 and 2001, cover­ing truck applications, industrial and marine engines, as well as some 900 coaches.

16-litre successor

The 16-litre V8 launched in 2000 was a completely new design, based on the modular cylinder concept that applies for all Scania engines, 9-, 12-, 13- and 16-litre. The 16-litre V8 has since graduated to Euro 4 and Euro 5. The top-output version now delivers 620 hp and 3,000 Nm of torque.

For many years, Scania has been the best-selling truck make above 500 hp. Scania’s V8 engine took Italy by storm in the 1970s and has been a big seller in that market ever since.

The V8 is compact and has a very favourable power-to-weight ratio. This has made it popular in applications like off-road construction dumpers and other plant equipment, as well as in vehicles and boats for defence applications.

V8 plate mudguard, on truck. 2009. Photo: Dan Boman

More than a quarter of a million Scania V8 engines have been delivered since 1969. Out of these, at least one hundred thousand are estimated to remain in operation.

Statistics and technical data below.

For more information and images:

• Go to www.scania.com/media/v8/ for the special V8 media site.
• At http://imagebank.scania.com/ you can search for V8-related images by entering “V8” in the “Quick search” field.
• An anniversary site of special interest to Scania fans and enthusiasts will be opened in May
• Contact: Per-Erik Nordström, Product Affairs, tel. +46 8 55385577, email per-erik.nordstrom@scania.com

For more statistics and technical data, click here.

“Ecocruise determines that the crest of the hill is soon approaching so it lifts off the gas.” says Magnus Staaf, Powertrain Control System Development, Scania

Scania Ecocruise is basically a system for fuel-efficient driving in hilly terrain. Ecocruise mirrors the driving behaviour of an experienced driver trained in driving economically. But unlike regular cruise control, which retains a chosen speed regardless of the terrain, Scania Ecocruise avoids accelerating over the crest of a hill (unless the truck’s speed has dropped by more than 20 km/h) and instead maintains a higher speed to keep the momentum at the bottom of the hill, when the truck has accumulated kinetic energy down the hill.

“Scania Ecocruise determines that the crest of the hill is soon approaching so it lifts off the gas,” says Magnus Staaf, Head of Control Strategy, NEC Powertrain Control System Development at Scania.
“On the way down it uses the momentum and maintains the set downhill speed for a while at the bottom to make use of the free kinetic energy,” he continues.

According to Scania’s own calculations, Ecocruise can save around 4 to 5 percent in fuel costs for a truck negotiating hilly terrain, compared with a normal cruise control. In addition, the spread between different drivers in terms of fuel economy narrows significantly with Ecocruise.

“The cost in time – maybe 15 minutes in a working day – is often found to be negligible for drivers and hauliers compared to the savings,” says Staaf.

Naturally, driver intervention is possible at any time either with the accelerator or by changing gears. Scania Ecocruise is intended for use with Scania Retarder (braking) and Scania Opticruise (automated gearchanging) systems, and it is offered as an option across the whole Scania truck range.

Scania Ecocruise is programmed to avoid acceleration at the crest of a hill.

How Scania Ecocruise works

Scania Ecocruise is programmed to avoid acceleration at the crest of a hill, when acceleration consumes a lot of fuel and the gain in time is negligible.

At the end of the hill, the system strives to use the truck’s kinetic energy and maintain speed by applying the throttle for a short time, thereby raising the entry speed for the next hill.

Text: Alexander Farnsworth
Photo: Dan Boman
Illustration: Semcon Informatic Graphic Solutions

The way to slow down a moving standard truck in addition to applying the wheel brakes is to shift down and use the engine brake. All trucks have an engine brake, but they are often noisy and therefore less suitable in urban areas. But Scania trucks also have the Scania Retarder, which together with downchanging can be considered a third auxiliary braking system. “Scania Retarder is capable of dealing with 90 percent of all braking on long-haul work, so it substantially increases the service life of the wheel brakes,” says Tomas Selling, a control system development engineer at Scania. Moreover, the cost of downtime, materials and work for changing the linings and brake pads on a tractor and semitrailer means that investing in a Scania Retarder pays for itself within a couple of years.

“Scania Retarder is capable of dealing with 90 percent of all braking on long-haul work...” Tomas Selling, Powertrain Control System Development, Scania

Scania Retarder was launched in 1993. Together with Scania Opticruise (automated gearchanging), the Scania Retarder is able to automatically choose the gear that needs to be engaged in line with the cooling and braking performance required. Both share the same control lever on the steering column. “Scania Retarder is about distributing the braking power in a vehicle to as many different systems as possible so that the brake pads remain as cool as possible and in an emergency can deliver as much as possible,” says Selling. In a Scania truck, the driver has the choice of using the Retarder in fully automatic mode (actuated by the brake pedal) or in a manual mode (actuated by the lever on the steering column). In automatic mode, the brake pedal activates the Retarder, and this action automatically alleviates the disc brakes. But there is a funny thing that happens when using Scania Retarder. “Because a higher safe downhill speed can be maintained, trucks fitted with Scania Retarder can achieve a higher average speed on undulating roads, compared with a truck only equipped with an exhaust brake,” says Selling.

Scania GR875R 8-speed gearbox with Scania retarder and Opticruise.

How Scania Retarder works

Scania Retarder is a hydraulic system that is integrated into the output end of a truck’s gearbox and uses high-pressure oil as a braking medium. Via a gear transmission, the Retarder acts oon the output shaft of the gearbox and thus directly on the propeller shaft. Once the Retarder is applied, it generates a braking force on the propeller shaft corresponding to up to 500 kW, depending on the propeller shaft speed and the applied braking torque. This is about two to three times more braking power than the engine brake delivers. The lever on the steering column controls Retarder braking in five steps with 20 percent increments.

Text: Alexander Farnsworth
Illustration: Semcon Informatic Graphic Solutions
Photo: Carl-Erik Andersson

More than half the people in the world live in urban centres. They consume 75 percent of all resources and create 75 percent of all waste. Sustainability is the key if these centres are to remain habitable for future generations. The concept of a sustainable city is built on a definition set forth in the 1987 Brundtland report. This UN-sponsored report characterised sustainability as “development that meets the needs of the present generation without compromising the ability of future generations to meet their own needs.” Since then, efforts such as the Clinton Climate Initiative, launched in 2006, have increased society’s awareness of the economic, social and ecological dimensions surrounding the concept of sustainability.

In a sustainable city, resource consumption is minimised and renewable resources replace fossil fuels wherever possible. Green spaces are preserved and transport has more to do with walkways, bicycle paths and public transport than highways, congestion and urban sprawl.
Robert Vos, professor at the University of Southern California’s Center for Sustainable Cities, stresses the importance of not only preserving the biological integrity of a city and its hinterlands, but also of having social, economic and ecological aspects work hand in hand to achieve sustainability.
“We need to consider a sustainable livelihood as well,” he says. “One of the great lessons of sustainability is that a successful environmental policy needs to be linked with good jobs. Wastewater treatment infrastructure, for example, should not only support environmental policies, but also contribute to livelihoods. The same is the case with energy and transportation policies. It is important to consider the whole picture.”

Although many cities claim sustainability status, Vos says none can rightly be called sustainable as yet. “Sustainability is a journey rather than a destination,” he says. “It requires leaving enough for future generations and thinking in much longer time frames than normal. Typical planning is for five or 20 years, whereas sustainable city planning is multi-generational – 50 years or more.”
But there are some cities that are well on their way to becoming sustainable, he says. One is Brazil’s Curitiba. In 30 years, the population of Curitiba doubled, and with the rapid growth came major challenges. Despite this, the city was able to significantly improve its quality of life through social and environmental programmes and improved public transport.
“In Los Angeles we refer to the ‘Curitiba model’ for buses,” Vos says. “Curitiba has platforms for loading passengers, articulated buses that hold more people, high-speed dedicated bus lanes and the ability for buses to control traffic lights. We’ve adopted some of these features in Los Angeles but have a long way to go.”

What makes Curitiba even more successful, he says, is that in building out its transport infrastructure, the city paid attention to the mobility of people at all economic levels. “In some cities, mobility is dependent on your social class, and this hampers access to jobs, affordable housing and so on,” Vos explains. “It is very important, not only in the developing world but here in Los Angeles and other American cities, that people can live somewhat close to work and have access to jobs without needing their own car.”
Scandinavian cities appear to be on the right track as well, with smaller ecological footprints than North American cities. Stockholm, for example, emits an average of four tonnes of carbon dioxide per capita a year, while most US cities emit on average 20 tonnes per capita a year. In Stockholm, the population also makes good use of the public transport system, with as much as 70 percent using it during peak traffic times.

Ulf Ranhagen is a Stockholm professor who also works for the European consulting company Sweco on holistic and sustainable urban development. He believes in combining city planning with environmental technology for sustainable cities.
“Increasingly people are recognising the importance of city planning in making cities more sustainable,” he says. “In the past there was a reactive approach to environmental issues, but now people are more proactive in making cities environmentally sustainable and at the same time more attractive, liveable and innovative.”
Ranhagen and his colleagues have helped cities in Sweden, Canada, Ireland, Russia and South Africa increase energy efficiency  through environmental technology. Now they are working on the first phase of an entirely new city, Caofeidian, to be situated 250 kilometres east of Beijing, that will accommodate an urban population of 400,000.

In the eco-city plan for Caofeidian, buses, bicycles and pedestrians are given priority. “We are introducing a BRT (Bus Rapid Transit) system with its own lanes that offers a high-capacity, rapid transit system as an attractive alternative to driving,” says Ranhagen. The BRT is being built up around mixed use, dense urban nodes with 50,000 inhabitants in each that also contain offices, homes, shopping (with ITS-based coordinated delivery service), bike service stations, car pools and other services. “With new cities like this, we have a unique opportunity to create a vision of the perfect sustainable city,” Ranhagen says.

At the heart of SymbioCity

Scania is a supplier of sustainable urban transport solutions to SymbioCity. SymbioCity is not an actual city, but rather a network of hundreds of consultants, contractors and system suppliers dedicated to spreading the vision of sustainable urbanism. Launched by the Swedish government in 2008, SymbioCity promotes holistic and sustainable urban development and works towards reducing carbon dioxide emissions, making energy and transport more efficient and improving water supplies.

Brundtland and sustainability

The Brundtland report, Our Common Future, was issued in 1987 by the UN-sponsored Brundtland Commission, led by chairman Gro Harlem Brundtland. The aim of the commission was to address “the accelerating deterioration of the human environment and natural resources and the consequences of that deterioration for economic and social development”. For a full copy of the report, go to www.un-documents.net/wced-ocf.htm

Jonas Strömberg - director of Sustainable Systems at Scania

3 Questions…

…for Jonas Strömberg, director of Sustainable Systems at Scania.

How can the SymbioCity initiative and the development of sustainable cities benefit Scania?
“With more than 50 percent of the world’s population living in urban centres, it is imperative that cities become sustainable. Thus there are lots of business opportunities at the moment for companies [like Scania] that supply green technology.”

What is Scania’s contribution to sustainable cities?
“We have a range of products, buses, trucks and engines that fit well into the sustainable city concept, which encourages both public transport and energy efficiency, and thereby reduces CO2-emissions. We will also work in partnerships with fuel and infrastructure suppliers.

What are the main challenges for sustainable cities?
“Transport is one of hardest nuts to crack. Society is still heavily dependent on fossil fuels, which are being depleted. The challenge is to make use of today’s green technology and simultaneously develop a sustainable transport system for the future.
“Another challenge is how society works with different fuels in different countries, due to the lack of harmonised standards, tax systems and so on. Regardless of the type of fuel, we all must become more energy efficient in the future.”

Text: Cari Simmons
Illustration: Caroline Andersson

During 2008, Scania won several orders from the Finnish Defence Forces: 21 all-wheel-drive off-road trucks in July and earlier in the year an order from the Finnish Border Guard for 26 engines powering 13 new patrol boats.

Scania has supplied around 200 trucks to the Finnish Defence Forces during the past 10 years and Scania’s Finnish subsidiary, Oy Scan-Auto Ab, recently signed a deal for a six-year repair and maintenance agreement covering vehicles already delivered.

“Scania’s ability to supply special-purpose trucks for demanding transport tasks directly from the factory has been an advantage, and naturally so has the quality and performance of the trucks,” says Markku Lipsonen, Managing Director of Oy Scan-Auto Ab. “Combined with our comprehensive network of professional service workshops and the availability of repair and maintenance agreements, these have been decisive factors for the choice of Scania .”

For further information, please contact:
- Hans-Åke Danielsson, Press Manager, Scania, tel. +46 70 3468811.
- Heikki Fant, Public & Special Vehicles, Scania, tel. +46 70 7583059.

Technical vehicle data

The vehicles on order form part of Scania’s modular product range and are to be supplied ready-for use, including bodywork. Some adaptations have been made to make these standard vehicles suitable for their intended use.

All vehicles comply with the Euro 5 emission standard, which enters into force within the European Union on 1 October 2009.

• 13 two-axle Scania P 400 4×2 trucks with the Scania CrewCab, a cab with seating for 6 persons. The engine is a 13-litre inline six producing 400 hp and 2100 Nm. Featuring high leaf-suspended chassis with fixed platforms, the vehicles will be used for driving school purposes with dual controls. Since 2007 more than 40 vehicles with the Scania CrewCab have been ordered by the Finnish national defence and several of them will be used for driver training.
• 25 three-axle Scania G 480 6×2 trucks with Scania’s high forward-control G-series sleeper cab. The engine is a 13-litre inline six producing 480 hp and 2500 Nm. Built on high leaf-suspended chassis and equipped with hooklifts, the vehicles will be used for driving school purposes with dual controls.
• 16 three-axle Scania G 480 6×4 tandem-drive trucks with Scania’s high forward-control G-series sleeper cab. The engine is a 13-litre inline six producing 480 hp and 2500 Nm. With high heavy-duty chassis, leaf-spring suspension and hooklifts, the vehicles are intended for equipment transport.
• 37 four-axle Scania G 480 8×4 tandem-drive trucks with Scania’s high forward-control G-series sleeper cab. The engine is a 13-litre inline six producing 480 hp and 2500 Nm. With high heavy-duty chassis, leaf-spring suspension and hooklifts, the vehicles are intended for equipment transport.

In addition to these 97 trucks, the agreement comprises an option for another 197 vehicles. Furthermore, in July 2008 the Finnish Defence Forces ordered 21 Scania G 420 8×8 all-wheel-drive off-road vehicles with the same type of repair and maintenance agreements, as well as training.

Scania is one of the world’s leading manufacturers of trucks and buses for heavy transport applications, and of industrial and marine engines. A growing proportion of the company’s operations consists of products and services in the financial and service sectors, assuring Scania customers of cost-effective transport solutions and maximum uptime. Employing 35,000 people, Scania operates in about 100 countries. Research and development activities are concentrated in Sweden, while production takes place in Europe and South America, with facilities for global interchange of both components and complete vehicles. In 2007, invoiced sales totalled SEK 84.5 billion and net income amounted to SEK 8.6 billion. Scania press releases are available at www.scania.com