Scania trucks

A century on the road

THE YEAR WAS 1902 and it was an age of pioneers.

In Malm, MaskinfabriksaktieBolaget Scania built a truck with
a 2-cylinder, 12 hp engine, and a 1.5 tonne payload.
Meanwhile in Sdertlje, Vagnfabriks-Aktiebolaget (Vabis) testdrove a truck with a 9 hp engine on cobbled streets and rough
country roads.

A CENTURY of development work has followed, leading to

vehicles whose performance far exceeds even the wildest dreams
of Swedens pioneering truck builders.

SCANIA TRUCKS are marking their centenary. This booklet not

only tells how their technology, design, carrying capacity and maintenance requirements have progressed in 100 years, but also offers
a glimpse into their exciting future.
Text: CONNY HETTING and ANDERS TUNBERG Photos: SCANIA PHOTO ARCHIVE Illustrations: SCANIA STYLING DEPARTMENT

100 eventful years

FROM CHAIN-DRIVE
TO OPTICRUISE

lot can happen in 100 years.

Two Swedish companies Scania, established in Malm
in 1901, and Vabis, founded in
Sdertlje in 1891 each produced
their first truck in 1902. At the time,
Sweden had about 50 motor vehicles.
The world had yet to experience two
world wars, men on the moon,
nuclear power, 250,000-tonne supertankers, personal computers and the
Empire State Building. The Nobel
Prize was one year old and Rudolf
Diesel had eleven years left to live.
The very idea that mechanically
powered trucks could replace the
horse and wagon was so revolutionary that it took several more years
before winning the acceptance of business owners and the public. Only in
1907 did series-production of trucks

2 A century on the road

in any modern sense begin at Scania

and Vabis. However, both budding
companies launched tipping platforms at an early stage as options on
their trucks. A desire for more economical, reliable operation led to
gradual introduction from 1912 of
wheels with ball bearings, which
became standard in 1923.
In 1911, Scania and Vabis merged,
enabling them to combine each companys best technical solutions. Eight
years later, Scania-Vabis decided to
focus on trucks. This strategy was
based on new fuel-efficient engines
and a 4-speed gearbox designed in
about 1920.
Scania-Vabis soon also looked for
ways to improve its already fuelefficient engines. In 1922, it patented
a new type of carburettor designed

by Technical Director August Nilsson. A year later, it launched a new

engine range that could be adapted
to different types of fuel.
These new engines could be given
different compression ratios by changing pistons; customers could thus
individually adapt their engines to
the most economical fuel petrol, a
petrol-alcohol mixture or pure alcohol. This engine family laid the
groundwork for the modular system
that later gave Scania customers so
many specification options and
advantages.
The 1929 Wall Street stock market crash did not directly affect ScaniaVabis. From the mid-1920s, the company's business was in good order
and returning a profit. In 1932, however, the depression hit Sweden. Sales
fell by 60 percent.
But by then, Scania-Vabis had

In 1909, this 24 hp Scania IL with

roller bearing-equipped wheels
made a well-publicised three-day
journey, covering 700 km and consuming over 400 litres of fuel.

a completely new engine type in its

range the Hesselman engine.
Designed and unveiled in 1926 by
Jonas Hesselman, it was based on a
carburettor-equipped engine but
could run on fuel oil as well as petrol.
Fuel oil cost half the price of petrol,
so operating costs fell substantially.
Unlike engines with carburettors,
the Hesselman engine had an injection pump that distributed fuel to
each cylinder via pressure pipes. The

pump controlled the quantity of fuel

depending on engine load. Ignition
was of the magnetic induction type,
using ordinary spark plugs. Optimal
ignition and injection timing were
controlled by a centrifugal governor.
The engine started on a small quantity of petrol before switching to fuel
oil.
The Hesselman engine was another way that Scania-Vabis helped its
customers cut operating costs, but this
engine had some snags. It required a
heavy load to achieve sufficient working temperatures, consumed many
spark plugs and emitted unpleasant
exhaust during cold starts. ScaniaVabis soon focused on developing its
own diesel engine. Influenced by the
depression and the lack of imported
fuel, the company also experimented
with producer gas-powered trucks.

The first Vabis truck carried 1.5 tonnes at 12 km/h,

compared to its competitor the horse, which could
pull a wagon laden with about 1 tonne at 56 km/h.

A century on the road 3

The first diesel engine

The first in-house diesel engine was
introduced in 1936, a 6-cylinder precombustion diesel with a 7-bearing
crankshaft and 120 hp output. The
same basic engine could also be
ordered in a petrol version, producing 140 hp when burning light bentyl
(75 percent petrol and 25 percent ethyl
alcohol) and 115 hp as a Hesselman
engine.
Three years later, Scania-Vabis
launched another new modular
engine family in 4-, 6- and 8-cylinder
models, available in both carburettor
and diesel versions. Among numerous shared components were cylinder
heads, pistons, connecting rods,
bearings and exhaust systems.
The Second World War forced
Scania-Vabis to develop many impor-

Scanias first truck export was an IL

sold to St. Petersburg, Russia, in 1910 to
repair overhead tramway power lines.

range, especially since from 1951 the

company could also offer a synchromesh 5-speed gearbox as standard. It
now devoted major resources to
developing frames, axles and springs
that could handle heavier axle
weights. Compressed-air brakes and
power steering gradually became
standard equipment.
A large proportion of Scania-Vabis
engine production was for marine and
industrial applications. The company also produced 8-cylinder diesel
engines for railcars. In this niche, a
minor engine revolution occurred in
1951 when Scania-Vabis first turbocharged diesel engine made its
debut.
The Drabant (L51) and Regent
(L/LS71) were launched in 1953 and
1954, respectively. They were replaced
five years later by the L55 and L75,
which were to remain largely
unchanged in appearance until 1980.

Higher engine outputs

tant components in-house and its

experience of alternative fuels proved
very useful. Due to petroleum
shortages, during1940, for example,
16,000 Swedish trucks were modified
to run on wood or charcoal producer
gas; two years later, more than 90 percent of Swedens 35,000 trucks ran on
such gas. Previous experience with
this fuel made it relatively easy to
convert the Scania-Vabis trucks in
service when war broke out.
Scania-Vabis post-war truck range
was largely influenced by what the
company had been forced to learn
from wartime isolation and Swedish
Army requirements. The company
continued to modularise its product
range by introducing the L/F10 and
L20/LS20 trucks (4x2 and 6x2, respectively) in a choice of four wheelbases and the 4- and 6-cylinder Royal
4 A century on the road

engine with swept volumes of 5.7 and

8.5 litres. Soon there was a steady
stream of technical improvements in
these trucks, such as hydraulic
vacuum-assisted brakes and an
optional auxiliary gearbox that
doubled the number of gears (to
eight), as well as helical gearwheels.
In 1949, 4- and 6-cylinder pre-combustion diesel engines were replaced
by direct-injection equivalents, a technology Scania-Vabis had learnt from
Leyland, the master of diesel engines
in those days. The change to direct
injection improved fuel economy by
up to 20 percent, while the auxiliary
gearbox increased tractive power by
40 percent. The improved engines
were also more reliable and needed
less maintenance.
Scania-Vabis now had a promising modern engine and gearbox

The trend towards reduced maintenance and higher engine outputs continued in the late 1950s, with new 7and10-litre engines and Scanias
centrifugal oil filter, which purified
engine oil very effectively and was
easy to clean during servicing. The
LT75 was launched as the companys
first series-produced 6x4 truck. Two
years later came the LA82 Anteater
6x6. This all-wheel- drive truck was
newly designed in every detail and
began to be delivered to the Swedish
Armed Forces as one of the largest
truck models built in the country. Its
kerb weight was over 11 tonnes and
it could pull an artillery piece weighing 10 tonnes.
The new engine series introduced
in 1958 on the L/LS/LT75 started as
a newly developed 10-litre engine,
followed in 1961 by a turbocharged
version. Trucks with turbocharged
engines were identified by the word
Super on their front. In 1963 this
engine range was enlarged to 11-litres
swept volume. With this engine
Scania-Vabis passed the 200 hp mark
(205 hp), giving its product range a

spaciousness and easy access to the

cab as of making trucks easier to drive.
The new gearbox had an air-operated planetary section, and in 1971 a
completely new generation of rangechange gearboxes arrived. Five years
later, Scania introduced an automatic
gearbox and power steering became
standard for the whole product range.
The same year, Scania launched its
air-suspended rear axle. In 1978, air
springs were also installed on 3-axle
trucks with a tag axle (6x2).

King of the Road

Development work continued on
chassis and suspensions. Apart from
stronger gearboxes, the new Scania
truck range featured more rugged
frames and advanced brakes in
response to ever-increasing engine
outputs. In 1969, development work
reached a new peak in terms of engine
output with the introduction of the
14-litre V8 turbodiesel engine. With
an output of 350 hp, it was the most
powerful truck engine in the market. In its modified 1977 version, the
V8 became a clear manifestation of
Scanias low-rev philosophy. Since

The Hesselman engine was based

on a carburettor engine but could
run on fuel oil as well as petrol.

the engine could always be driven at

low speed, yet provide high tractive
power, drivers could achieve very
good fuel economy and long engine
service life. This engine became a
legend. Driving a Scania V8 became
a privilege that helped make Scania
the King of the Road.
For Scania, 1980 was an important
milestone. The company began to
introduce the most far-reaching
changes in its product range to date.
Work begun nearly a decade earlier
now resulted in the entirely new truck
range. Not only were engines, transmissions and axles organised into a
modular system, but also frames and
cabs. The range featured three engines
with swept volumes of 8, 11 and 14
litres; three chassis strength classes
(M medium duty, H heavy duty,
E extra heavy duty); four main cab
models (G, P, R and T); gross weights
of between 16.5 and 36 tonnes; allwheel-drive and four-axle trucks.
The new range, known as the 2Series, gave Scania customers unsurpassed opportunities to tailor trucks
exactly to their needs while the efficient modular system with its small-

crucial competitive advantage well

into the 1970s. With numerous
improvements, the 11-litre engine
remained in use until the arrival of
the 4-Series.
During the 20th century, razorsharp competition with Volvo in the
domestic market forced Scania-Vabis
to stay at the absolute forefront of
research and development. This competition contributed strongly to the
leading positions enjoyed by the two
Swedish truck manufacturers today.
In the 1960s, Scania-Vabis focused
its R&D work on two areas: firstly,
the company worked on developing
high-output engines that could
operate at low speeds for better fuel
economy, less noise and longer service life, in keeping with the companys low-rev philosophy which has
subsequently served as a model for
the industry. Secondly, the engineers
systematically built up knowledge of
loads on truck components under all
types of driving conditions. This
knowledge began to influence new
designs, resulting in vehicles that
offered higher load capacity without adverse consequences for frames
and axles.
The 1958 launch of the L75 series
also signified the abandonment of
Scania's unitary engine range. Instead,
the company introduced a number of
6-cylinder engines with a variety of
strokes and cylinder volumes, dimensioned for and equipped with turbocharging. In 1963, Scania-Vabis
revived its forward-control truck concept. The LB76 also available with
right-hand drive for the first time
since 1945 was highly appreciated
during its five years of production. In
1968, it was replaced by the substantially more modern LB110 with its
tilting cab. During this period, the
company also launched twin-circuit
air brakes and a gearbox with main
and planetary sections in the same
housing.
The new 1968 generation of
forward-control trucks signified a
major advance in the driver environment. It was as much a matter of

er number of unique components led

to lower manufacturing costs and
short delivery times.
At this time, Scania also started
field tests of computer-aided
gearchanging (CAG). Laboratory testing had begun some years earlier. In
1983, Scania launched its CAG system, in which a computer continuously gathers information on the position of the accelerator pedal, the speed
of the truck and what gear it is being
driven in. The data is processed and,
via a display, the computer suggests
to the driver which gear should be
used. The driver changes to the recommended gear by declutching.
CAG allowed simplified and
more economical driving. It also signalled the beginning of modern electronics in trucks; in the 1980s, Scania
launched electronically controlled antilock brakes (ABS), electronic diesel
control (EDC) and field trials started
with electronic braking systems, which
were to be launched in 1986.
Shortly after introducing CAG, the
company launched an entirely new
9-litre in-line engine in 250 and 280
hp versions. Meanwhile, work continued on developing the 14-litre
engine. In 1982, Scania introduced a
420 hp charge-cooled version again
Europes most powerful truck diesel.
Five years later, this engine was also
the first to be equipped with EDC
electronic fuel injection, boosting its
output to 470 hp.
In 1988, the 2-Series truck range
was succeeded by the 3-Series, with
the new Topline sleeper cab as one of
its high points. In 1989, the 3-Series
was named International Truck of the
Year.
The next major step in Scanias
long record of technical innovations
was the turbocompound engine.
Launched in 1991, it again proved that
traditional combustion engines had
not reached the end of their development capacity. Based on Scanias
straight six 11-litre turbo engine, with
charge-cooling and electronically controlled fuel injection, the turbocompound engine also harnesses energy
6 A century on the road

In 1991, Scania was the

worlds first manufacturer
to offer a turbocompound
truck engine. This innovation began a new era in
diesel engine development.

that would otherwise be lost through

the tailpipe. An additional exhaust
turbine placed after the regular
turbo utilises energy in the exhaust
gases leaving the turbocharger. Power
is fed to the engines flywheel via a
hydraulic coupling and a set of gears.
This significantly boosted the efficiency of the charge-cooled diesel
engine; output and torque rose 5 percent to 400 hp and 1,750 Nm respectively and specific fuel consumption dropped. Also contributing to
improved fuel economy was Scanias
aerodynamic Streamline cab, also
launched in 1991, along with a new
generation of gearboxes.

Opticruise
At this time, Scania also introduced
a new improved CAG system and
began experimenting with systems
for integrated control of the entire
powertrain. As a result of these trials,
in 1995 Scania unveiled its Opticruise
system, in which engine, gearbox and
retarder (Scanias own concept, introduced in 1993) work together to allow
automatic pneumatic, clutch-less
gearchanges using a standard manual gearbox.
In 1995 Scania also introduced its
4-Series truck range, featuring a brand
new 12-litre inline six-cylinder engine.
A few years later, the company
launched unit injectors on the 12-litre
engine, with the pump and injector
integrated in a single unit.
Today Scania is at the forefront
among world vehicle manufacturers
working to combine the growing need

for transport services with an

improved global environment. Scania's environmental work in the modern sense began in the 1970s. Having previously focused mainly on
emissions from production plants,
environmental work today also takes
into account the environmental
impact of vehicles throughout their
life cycle.
In 2000, Scania unveiled the successor to its classic V8, an entirely new
V8 engine with a swept volume of 16litres and modular parts shared with
the 12-litre engine. The following year,
the company launched a new 12-litre
turbocompound engine with Scania
HPI (High Pressure Injection), an
advanced system developed and manufactured together with Cummins.
The modular system with as
many shared components as possible
in a large model range has been the
basis for Scanias successful growth
for more than 60 years. This way of
thinking has enabled Scania to offer
its customers a huge variety of unique
vehicles that are specially adapted to
different operating conditions. It has
also enabled the companys pre-production engineers to quickly introduce new developments into the existing model range. Major model
changeovers have occurred at relatively long intervals, but technical
development work has never stood
still: Scania customers always benefit from the latest technology for high
transport efficiency and reliability,
low maintenance costs and excellent
overall operating economy.

Service and maintenance

Planning and design cut

downtime by half in 30 years
No topping-up between oil changes was one of Scania-Vabis sales
arguments for the direct injection diesel engines launched in 1949.
The move was one of many steps towards lower-maintenance trucks.

A hinged radiator made it

easy to service the engine.

t that time, most trucks were

maintained by their owners
owner-drivers, larger companies or public authorities with their
own workshops. Given the relative
simplicity of the vehicles, and their
high quality, a fairly simple service
organisation sufficed.
The modular engine range introduced in 1939, (4-, 6- and 8-cylinder
engines for both petrol and diesel fuel,
with shared components such as pistons, crankshafts and cylinder heads),
also provided a basis for uncomplicated parts supply. Engine overhauls
were still part of the routine until
Scania-Vabis launched its 400,000
kilometre engine in 1954. The reason for the name was that after driving 400,000 kilometres with no
engine overhaul, the owner received
a badge to place on the radiator grille.
More than 1,350 badges were awarded before the company realised that

such mileages without engine overhauls had become commonplace.

Around this time, Scania-Vabis also
started building up a dense network
of service workshops. Even more
importantly, it emphasised its workshops were staffed by well-trained
employees working in well-planned
premises with special tools. Company specialists also performed method
studies, which not only helped workshop staff provide faster service but
also laid the groundwork for more service-friendly vehicle designs. For truck
owners, this meant less downtime and
higher vehicle utilisation. Workshop
planning was so forward-looking that
many Scania workshops still operate
the way they did in the 1960s, without
major changes apart from those
required by new product ranges and
larger vehicles.

New maintenance programmes

In the 1980s, Scania collaborated with
major customers to develop entirely
new maintenance programmes based
on time instead of mileage. By then,
maintenance and repair agreements
had already been introduced in
Sweden and the Netherlands, for
example.
These new ways of handling service and maintenance meant that
truck owners could often cease with
their own routine maintenance and
could plan their truck utilisation without problems. The basic concept
behind todays service philosophy is

that no repairs should be needed.

Instead, maintenance prevents
unplanned stoppages by means of
regular inspections of vehicles and
their components and replacement of
parts that are subject to wear before
they fail.
Preventive maintenance can also
be scheduled at times when trucks
are idle for other reasons, for example during driver changeovers or rest
periods.
In the past 20 years the need for
maintenance and service has actually been determined entirely by the
development of engine oils, says
Hkan Ericsson, Scanias Senior Vice
President, Service. Or rather, by the
fact that engine oils have not developed further. The industry has hit a
ceiling, which is also unnecessarily
low in markets where the sulphur
content of diesel fuel oil is high. Sulphur causes faster deterioration of the
engine oil than low-sulphur diesel.
How much repairs and maintenance needs have declined in recent
decades is clear from Scanias own
statistics. In 1967, a long-haul truck
averaged 95 hours of maintenance per
year. Thirty years later, it was 48
hours. For trucks in heavy longhaulage the figures are 100 and 74
hours, for construction trucks 75 and
28 hours and for distribution trucks
65 and 26 hours.
Scanias progress in the service
field can hardly be illustrated more
effectively.
A century on the road 7

From 2 to 60 tonnes
A century ago, trucks were hardly more than an idea among forward-thinking vehicle manufacturers. Long-distance haulage was undertaken by rail and water, local distribution by horse-drawn
wagon. There was simply no market for trucks, the pundits noted. But optimists saw an unexploited business opportunity.

o generate publicity for its

trucks and underscore their
reliability, in 1909 Scania drove
one of its commercial vehicles from
Malm to Stockholm. The 700kilometre journey took three days at
an average speed of 20 km/h. Along
the way, the two-axle, 2-tonne truck

with solid rubber tyres consumed

more than 400 litres of fuel almost
60 litres per 100 km.
Today, in 2002, a Scania truck
makes the same trip in one day
though road improvements have cut
the distance to 600 kilometres with
a payload of 25 tonnes, a fuel con-

sumption of 200 litres, or 33 litres per

100 km, and an average speed of
almost 80 km/h.
Until the mid-1930s, truck payload
capacity rose rather slowly. In 1929
Scania-Vabis could offer an 85 horsepower truck with gross weight of six
tonnes and petrol consumption of

Early in 1909, the Mnchen Brewery in Stockholm bought

this 3.5 tonne IL, which could haul a heavily laden trailer.

in 100 years
25 litres per 100 kilometres. The introduction of the Hesselman engine and
later the diesel engine, both of which
provided relatively high torque at
modest engine speeds, meant that
gross weights could be raised above
6 tonnes while the amount of fuel
used nearly halved compared to the
petrol engine. This was at a time when
long-haul truck transport was starting to emerge: rail haulage, often
involving several cargo transfers,
slowly began to be replaced by doorto-door truck delivery services.

However, genuinely heavy trucks

were still rare immediately after the
Second World War. In Sweden, for
example, not a single truck with a
maximum payload of more than 10
tonnes was registered in 1950. That
same year, truck traffic accounted for
less than 20 percent of domestic transport services; railways dominated
with nearly 63 percent, while domestic maritime traffic accounted for the
remaining 17 percent.
In 1954, the launch of the ScaniaVabis L/LS71 Regent models marked
the beginning of significant growth
in truck haulage capacity. Gross
weights of 1718 tonnes became common. Within a few years, the upper
limit was 22 tonnes (LT75 with tandem bogie). Another decade on, in
1969, the introduction of Scanias first
V8 engine made new capacity increases to more than 22 tonnes possible.
Meanwhile, the engines specific fuel
consumption was a modest 216
g/kWh.

Modularised construction
Truck capacity is determined not only
by engine power, but just as much by
frame, transmission and axle size.
Scania-Vabis and Scania trucks have
been continuously updated in this
respect. The task became easier as the
companys pre-production engineers
modularised vehicle systems and
components. By 1974, Scania could
thus deliver its LB111 in a 40 tonne
model (as a semitrailer tractor unit).
With its thoroughly modular structure, the GPRT range launched in 1980
enabled buyers to specify the exact
strength of their Scania trucks based
on their own particular needs. Given
exactly the right capacity for each type
of transport work, they were able to
optimise their operating economy and
efficiency.
This proved important when justin-time deliveries and running to tight
schedules became competitive tools

among hauliers in the 1980s. Scanias

response to demands for high reliability, short downtime and good fuel
economy included its 420 hp V8
engine, unveiled in 1982. This engine
had low fuel consumption, 197
g/kWh, and was ideally suited to
high average speeds; its large output flattened the hills.
The turbocompound engine of
1991 demonstrated even better fuel
consumption and the 500 hp 14-litre
V8, which could handle gross train
weights of up to 60 tonnes, had
record-low fuel consumption levels.
During the 100-year history of
Scania trucks, development work has
never stopped. Rather, it has accelerated from one decade to the next.
Scanias experts foresee even faster
development rates in the near future.
Ten years hence, truck haulage performance may have doubled as a
result of improved fuel economy and
higher cargo capacity. The driving
time for the 600-kilometre journey
from Malm to Stockholm will not fall
below one day but payloads could be
raised from 24 to 40 tonnes, and it is
realistic to expect that fuel consumption can drop from 200 to 160 litres.
A century on the road 9

Design, ergonomics and comfort

From basic to
As early as 1907, both Scania and Vabis (the two had not yet merged) could offer their customers
trucks with tipper platforms, which in Scanias case were even engine-driven.
This is an early example of Swedens truck industry, which had just begun to emerge, taking the
concept of design very seriously. A designers task is to combine form and function in a harmonious
whole. And good functionality frequently results in an aesthetically pleasing shape.

Cab interior, 1929 style.

best
A

A curved dashboard brings all controls closer so

that the driver does not have to lean forward.

modern sense. Designed to envelope

and protect the radiator, the new
grilles gave Scania-Vabis trucks a
fresh, more imposing face.
By then, a long series of engine and
gearbox improvements had made the
drivers job easier. More powerful
engines and carefully adapted gearboxes simplified the task of driving.
By the early 1950s, customers could
also order trucks with heating inside
the cab. 'Ergonomics' adapting
equipment to users in an effort to
improve comfort and reduce the risks
of fatigue or physical injuries - became
a recognised feature of Swedish
design, including that of Scania-Vabis.
And in a natural way, ergonomicallycorrect function was often accompanied by a characteristic look.

Design and functionality

The name of the designer of the grille
on Scania-Vabis first post-war trucks
is long forgotten. But by the time the
L75 model was launched in 1958, the
company had a stylist with a name
and a face. Bjrn Karlstrm modified
the appearance of Scania-Vabis trucks
in a way that gave them an almost
timeless character. The main features
of the 1944 front remained, but Karlstrm integrated the headlights into
the mudguards, giving the bonnet a
new look. He also made the grille
more prominent.
But the 75 series was not styled

merely for the sake of change. The

cab, bonnet and mudguards on trucks
featuring Scania-Vabis assembled
cabs made by AB BeGe Karosserifabrik in Oskarshamn were combined
into a single rubber-suspended unit
that insulated the driver from noise
and vibrations. Form and function
went hand in hand.
Another major step in design and
ergonomics was taken by positioning
the instruments in front of the driver,
not in the centre of the dashboard as
previously. The brake pedal was also
repositioned so the driver did not
have to lift his foot high off the accelerator in order to brake: the driver
applied the compressed air brakes
using a plate-type pedal level with
the accelerator which was more convenient and safer.
In 1961, Sweden introduced
strength requirements for truck cabs.
The purpose was to improve driver
safety in case of accidents. To meet
these standards, cabs had to be
impact-tested: A 1-tonne weight was
suspended from the laboratory ceiling and swung in a 3-metre arc
against the A- pillar of the cab. The
resulting deformation had to remain
within certain limits if the cab was
to receive Type Approval in Sweden.
Some competitors saw this as a ploy
by Swedish authorities to protect their
domestic truck industry. But for
Scania-Vabis, impact-tested cabs
A century on the road 11

tipper platform makes a truck

far more versatile and eases
the workload of the driver
and any assistants.
During Scanias early decades as a
truck builder, design work was largely a matter of giving trucks good functionality. In the 1910s, this meant
equipping trucks with simple protection against the elements: windscreen,
roof and little doors, which, by the end
of the decade, included windows.
The 1920s witnessed steady minor
improvements in the drivers working environment and ergonomics.
Pneumatic tyres made travel more
comfortable and less noisy. Closed
cabs kept out the worst of the weather. Ventilation hatches enabled drivers to regulate airflow to some extent.
But heating systems were not in evidence, even as options, so drivers often
created their own solutions to make
winter driving more bearable.
Manufacturers, including Scania,
paid little attention to how trucks
looked. Trucks were delivered as
chassis which customers themselves
often drove to specialists, who built
the cab and the bodywork.
The only styling tasks that ScaniaVabis took upon itself in the early
days following the merger of the two
companies, were the appearance of
the radiator and bonnet and by the
1920s, the characteristic look of a
Scania-Vabis radiator gave the brand
a strong visual identity.
Over time, the quality of cabbuilding techniques improved. Wood
gradually gave way to steel. Structures became stronger and thus more
durable. Not until 1944, when ScaniaVabis launched its post-war range,
spearheaded by the L10 model, did
its truck feature radiator grilles in the

offered a good sales argument.

The next major design and
ergonomics breakthrough at ScaniaVabis came in 1968 when the company unveiled its second generation
of forward-control trucks. A followup to the successful LB76 series, they
featured new styling by Britains
Lionel Sherrow that represented a
major departure from the cute lines
of earlier models but the real revolution had occurred in cab comfort
and ergonomics.
The driver of a forward-control
truck now entered the cab via two
steps in front of the wheel. The cab
was generously proportioned and
offered good visibility through its
large windscreen. But what perhaps
pleased drivers most of all was the
powerful ventilation system, which
was soon supplemented by air con-

ditioning mounted in the cabs roof.

The cab interior was almost luxurious, with new seats and space to
install a radio and loudspeakers. Cabs
were available in two types day cabs
or sleeper cabs with two beds, a
wardrobe and curtains. Starting in
1972, the LB models also featured suspensed Bostrom seats that were easy
to adapt to the drivers weight.
Apart from their new look, the
trucks also boasted a number of practical features. Behind a large hatch
at the front, a number of inspection
and servicing points were easily accessible for using dipsticks to check
engine and power steering oil; adding
oil to the engine, power steering and
hydraulic clutch; adding anti-freeze
for the brake system and activating
the cold-start function.
For major servicing inside the

In the 1970s, there was growing awareness of the

role of air resistance in fuel consumption. Wind
tunnel tests with half-scale models provided
greater knowledge during the development of
the GPRT range launched in 1980.

engine compartment, it took only

about a minute to tilt the cab forward
using a one-person manual hydraulic
pump. As a safety feature, the cab had
to be pumped back to its normal position where it was locked in position
by two independent latches.
Together with technical improvements like power steering, compressed-air brakes and servo-assisted
clutch, innovations in the form and
function of its 1970s trucks placed
Scania, (the Vabis name had been
12 A century on the road

dropped in 1966 when Scania merged

with Saab), at the cutting edge of automotive technology. In 1972, Scania
also introduced bonneted trucks with
V8 engines in its 140 series, since
many hauliers preferred this onceuniversal and conventional concept
to the forward-control range. The new
series gave buyers a level of cab comfort not previously available in bonneted trucks, thanks to their threepoint cab suspension systems and
roomy interiors.

These bonneted 140 series trucks

had an appearance that represented
a major change in Scanias then traditional lines. The broad, sloping bonnet was integrated with prominent
front wings. The whole unit was balanced and could be tilted for easy
access to the engine and front suspension; for this reason it was made
of glass fibre-reinforced plastic.
The post-war decades thus witnessed numerous breakthroughs that
improved the safety, comfort and

working environment of Scania drivers. The importance of good

ergonomics through good design was
also underscored by the companys
decision to work with internationally recognised automotive stylists to
achieve good results. A genuine high
point in terms of publicity value
occurred when Scania revealed, during the launch of its 2-Series range in
1980, that the man behind the look
of these trucks was none other than
Giorgio Giugiaro.
A century on the road 13

In the early 1930s, large 3-axle long-haul rigs

were built with cabs featuring a bunk bed.

Three-way tipping bodies were offered

by Scania in the early 20th century.

At the time, Giugiaro was the

wunderkind of the automotive
styling world and his company,
ItalDesign, had quickly become the
pacesetter of the industry. Scania
came into contact with ItalDesign via
the Karmann bodybuilding company in Osnabrck, Germany, which
was helping Scanias Oskarhamn
plant develop tools and fixtures for
cab production.
Giugiaro was instrumental in
giving the trucks in the 2-Series range
an individual character despite their
highly modular nature. The
bonneted T truck was outstanding,
but the most impressive feature of
the range was its high level of driver
comfort. The cab door opened wide
(90o), the dashboard was totally new,
the steering wheel was adjustable for
rake and reach; the engine did not
intrude as much on the interior as in
previous models; the gearshift was
closer to the driver and a pollen
14 A century on the road

filter was standard equipment.

In 1988, the new 3-Series presented a reconfigured interior including
a dashboard curved towards the
driver. Designed by Aldo Sessano,
this has now become a standard feature in the industry.

Streamline cabs
Scanias Streamline cabs, introduced
in 1991, lowered the trucks aerodynamic coefficient of drag towards 0.5.
Lower air resistance, achieved through
new styling and refined by lengthy
wind tunnel testing, improved fuel
consumption by 45 percent, or 23
litres per 100 kilometres. Thus, a truck
driven 120,000 kilometres per year
could save between 2,400 and 3,600
litres of diesel fuel.
The 4-Series, introduced in 1995,
must be regarded as one of Scanias
high points in styling terms. A manufacturer like Scania makes such
major changes only every fifteen

years, says Kaj Holmelius, who for

nearly two decades was in charge of
Scanias cab development programme. Scania has always had limited in-house styling resources, so this
task was contracted out to Bertone,
the Italian design house.
However, this did not mean that
Bertone was given a free hand. The
cabs dimensions, visibility angles,
corner radii and various other criteria were prerequisites that stylists had
to work with.
Simultaneously, Scania continued
its efforts since the 1970s to improve
the driver environment and
ergonomics.
In this respect we have always
had highly capable people in-house,
Mr Holmelius says. We have always
had a good grasp of what drivers
appreciate and what will improve the
bottom line for hauliers. We have
combined this knowledge with new
technical and aesthetic possibilities.

Industrial designers peer into the future

Tomorrows rugged T-trucks

canias bonneted T-truck,

despite relatively limited sales
volume in Europe, is an important identity platform for Scania. It
signals both strength and prestige,
showing that the driver is pulling
such a heavy payload that he does not
need full cargo length. It says that the

owner has enough money and experience to offer the driver a flat floor
and the superior comfort provided
by a drivers seat behind the front
axle.
But how should Scania extend its
heritage of 20th century bonneted
trucks into the 21st century? Some

of the companys industrial designers were asked to carry out a concept

study, looking 2 3 generations ahead
and using the T-truck as their starting point. Project manager Ola
Pihlgren and his team began by gathering both abstract and concrete
evidence for discussion.

A century on the road 15

Despite the distinctive new styling, the lines are familiar to any Scania customer. A concept study
on future bonneted trucks shown at the IAA in 2002 combines tradition and fresh thinking.

At that stage we were not looking particularly at vehicles or trucks

but were trying to distinguish expressions and feelings. For example, if we

16 A century on the road

asked what type of boat a Scania tractor unit reminds you of, the reply
might have been not so much a
streamlined day cruiser as a tugboat
that exudes confidence and strength.
Another early source of inspiration in the concept study was the US
and European customisation cultures
in which owners who refuse to settle
for a mass-produced look personalise
their trucks to create a more distinctive image.
"We also decided to use the sloping grille and A-pillar you see on
many 1960s pick-ups," continues Ola
Pihlgren. "In the end, the slope was

where the team of stylists principally

focused its attention."
But at least as important as identifying new design concepts was the
task of conveying the historical identity of Scania bonneted trucks. Put
simply, it was all about finding Scanias soul and seeing how it could be
expressed in the future. We looked
at T-trucks as part of the history of
Scania," says Ola Pihlgren. "Which
design features have survived? Which
ones are important? Which are not so
good?
The final result, unveiled at the
IAA show , is a shorter but more pur-

Before the model of the future T-truck can be

built, a so called tape rendering is made where
a top-, side- and front view is made from tape.

poseful bonnet than has been the custom on such trucks. Cab, bonnet and
chassis unite to form a clearer whole.
The bonnet lines continue into the cab,
making the bonnet seem longer than
it is in reality.
Ola Pihlgren concludes: This is one
in many concept studies as we prepare
to work with our trucks several generations ahead. That is important to
remember. But a Scania T-truck might
look like this in 1015 years time. We
are very much looking forward to the
reaction it generates, which will form
part of the basis for any future development decisions.
A century on the road 17

When drivers can

An improved road network between Europe and the Far East will open the potential for very long
intercontinental truck transport services. At the 2002 IAA commercial vehicle show in Hanover,
Germany, Scania unveiled a full-scale study of how future drivers might live in their vehicles. Industry reaction will provide vital input to Scanias pre-production engineers.

rivers who face journeys of

up to two weeks and over
8,000 kilometres will demand
high standards of comfort, function-

ality and safety. Therefore, vehicle

manufacturers need to think along
new lines about how best to organise
and equip a cab for such long hauls.

The interior concept developed by

Scanias styling department is based
on customer clinics with drivers who

spend at least four nights a week in

their cabs. These customer meetings
showed that there is a gap between
how drivers live in their vehicles
today and how they would actually
like to live, says Johan Lundn,
ergonomics engineer and project
manager.
Todays length restrictions and
resulting relatively short cabs are the

main constraint on improved comfort. Using the ubiquitous modular

system, Scania ergonomics and
styling specialists built a sleeper cab
with the same overall length as
Scanias CrewCab, making maximum

use of the additional length. Cab

length is indirectly limited by legal
requirements but also by vehicle
manoeuvrability. The aim of the new
cab is to offer the driver a better environment for rest and recreation

The Silk Road of

the 21st century
From Pusan in East Asia to Rotterdam in Europe, it will run through 31 nations.
In the not too distant future, Scania trucks will carry heavy cargo along the
new Silk Road as an alternative to the transoceanic traffic.
For nearly half a century, various projects have been initiated to revive the
ancient Silk Road. So far, no one has succeeded, but in May 2002 the route for
a new Asian highway system was finalised, 43 years after it was first mooted
by the United Nations as a way to promote prosperity and unity in the region.
The highway will have 86 segments. The No. 1 route, considered the Silk Road
of the 21st century, will start in Pusan, South Korea, and run through China,
India, Turkey and into Europe. The project should move into an even higher gear
if participating nations sign a planned treaty at the end of 2002. This treaty
will detail the route specifications, standardise traffic signs and create ways to
cross borders more easily. The nations will also discuss an inspection system to
enable vehicles to drive straight from Europe to Asia and vice-versa.
Construction costs for this huge project will be shouldered partly by the
World Bank and various international financial institutions.
The ancient Silk Road and its various branches spanned more than 13,000
kilometres and endured for more than 1,500 years. Though it helped stock
bazaars on two continents with silk, porcelain, spices, furs, gems and ivory, its
most influential commodities could not be hauled by camels the trucks of
those days. Culture, cutting-edge technology and many of the great religions
were carried between East and West by the traders. They brought with them
the secrets of printing, papermaking, ceramics, glazing, astronomy, fireworks
and winemaking. The Silk Road became the worlds first information superhighway, some 2,000 years before the first electrical signal was transmitted
on earth.
Just as the future Asian Highway consists of a road system, the fabled Silk
Road refers to a series of routes that criss-crossed Eurasia. The best known segment of the Silk Road began in the Chinese city of Changan (Xian), diverged
into northern and southern routes that skirted central Asias Taklamakan Desert,
converged to cross the Iranian plateau and ended on the eastern shores of the
Mediterranean in cities including Antioch and Tyre.

A century on the road 19

decide

1594842

between shifts behind the wheel, thus

promoting active safety.
The added space gives the driver
an easily accessible sleeping area, with
a large spring mattress at a com-

fortable seating height that does not

have to be folded away each morning.
An enlarged social area enables the
driver to sit comfortably and relax
or eat at a regular table. A flat-screen

TV set in the cab wall and a DVD

player provide entertainment regardless of geographic location.
The cab features a microwave, coffee maker and washstand with sink
and running water, plus drawers for
kitchen equipment.
Luggage lockers on the side of the
cab provide easily accessible and convenient storage.
Cash, credit cards and other valuables can be locked in a safe permanently attached to the cab.
Most important has been to create
a genuinely spacious cab. Technical
refinements have therefore been limited to the most desirable," Mr Lundn
explains. "We have also increased
elbow room and thus created a cab
that supplements todays range. With
Scanias modular system, it is fully
possible to start production of such a
cab, if and when the time comes.