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Scania AB

legal form Aktiebolag
ISIN SE0000308280
founding 1900
Seat SwedenSweden Södertälje , Sweden
management Henrik Henriksson, CEO
Number of employees 46,200 (2016)
sales EUR 10.5 billion (2015)
Branch Heavy commercial vehicles (trucks and buses), marine and industrial engines

The Scania AB is a manufacturer of commercial vehicles , buses and ship - and industrial engines based in the Swedish Södertälje and the most profitable commercial vehicle manufacturers in the world. Scania is one of the largest manufacturers of heavy trucks in Europe and South America and in 2014 employed around 42,000 people worldwide. Scania has been a wholly-owned subsidiary of Volkswagen AG since January 2015 .


The first Scania truck from 1903
Share over 1000 kroner in AB Scania-Vabis from December 1, 1916

The name Scania is the Latin name for the historic Swedish province of Skåne .

In 1919 production was mainly switched to trucks. However, since demand for trucks was low in the period after the First World War and there was severe deflation , Scania went bankrupt in 1921 . In the same year the company was re-established while retaining the name. The last passenger cars were produced in 1929. The first cab-over - engine buses appeared in 1932, followed by cab-over-engine trucks in 1933. The first diesel engines were built in series from 1936 . In order to be able to build up a profitable network of dealers and workshops for its trucks and buses, Scania-Vabis also became general importer for VW in Sweden from 1948 . In 1962 Scania opened its first foreign plant in Brazil , and in 1965 another in the Netherlands . Although Germany did not yet have its own dealer network, word got around about the quality of the products. The first Scania trucks appeared at North German haulage companies . Since 1963 there have been forward control vehicles in the truck range again.

Since 1968 the commercial vehicles were sold under the name Scania without the addition of Vabis. In the same year the first sales branch was founded in Germany.

old logo
Scania Topline V 8 - R 730 (2010)

In 1969 Scania was taken over by the Swedish Saab group and has since been a division of the group now trading as Saab-Scania . In 1995 the Saab-Scania merger was dissolved. Both companies have been operating independently of one another since then. In 1999 the Swedish competitor Volvo tried to take over Scania. However, this was forbidden by the antitrust authorities, as a dominant position in Northern Europe was expected. Then the Volkswagen group got involved with a stake in the company. The one millionth vehicle was manufactured in 2000. The Volkswagen AG acquired 18.7% of the capital and 34.0% of voting rights for around 3 billion German marks. In February 2008 VW increased its stake to 38% of the voting rights. On September 18, 2006, MAN AG announced a takeover offer of 10.3 billion euros for Scania and at the same time bought shares with approx. 14% of the voting rights on the stock exchange. This offer was rejected by Scania on November 23, 2006. MAN voluntarily withdrew the offer on January 23, 2007, but increased its voting rights to around 17% by February 2008.

Further significant shares in Scania were held by the Swedish investment company Investor AB (20.1% of the voting rights) and foundations of the Wallenberg family (10.5% of the voting rights) until March 2008 , when Volkswagen acquired these shares and thus approx. 37.73% of the capital and 68.60% of the voting rights. Through MAN SE , which was taken over in mid-2012 , the Volkswagen Group gained indirect control of a further 17% of the voting rights and at the same time declared that Scania should be retained as an independent, listed company. On July 18, 2008, the last antitrust approvals were available and the majority acquisition was completed. MAN AG acquired stock options on December 24, 2008 and announced that it now holds more than 20% of the voting rights in Scania. As a result of the majority takeover of Porsche SE in Volkswagen AG , Porsche gained indirect control over Scania, which made a mandatory offer necessary. Porsche was offered 4.4 million A shares and 59.04 million B shares, which were immediately passed on to Volkswagen. On November 9, 2011, Volkswagen AG took over the majority of MAN SE . Including MAN's shares in Scania, Volkswagen AG holds the majority in the company with 62.6% of the capital and 89.2% of the voting rights.

On September 1, the previous Chairman of the Board of Management Leif Östling moved to the Board of Management of Volkswagen AG to coordinate the group-wide commercial vehicle business. His successor at Scania was his deputy Martin Lundstedt at the end of 2012.

On February 21, 2014, Volkswagen Aktiengesellschaft announced a voluntary public offer to the shareholders of Scania Aktiebolag to acquire all Scania shares at a price of SEK 200 in cash per share. On May 13, 2014, the shares tendered as part of the offer and the shares already held directly and indirectly by VW correspond to 90.47% of Scania shares or 96.26% of the voting rights. Volkswagen plans to initiate a squeeze-out with regard to the remaining Scania shares and to press ahead with a delisting of the Scania shares from NASDAQ OMX Stockholm. After Volkswagen paid the remaining shareholders 200 SEK plus 5.02 kroner interest (approx. 21.53 euros ) per share, Volkswagen now holds 100% of the shares.

Corporate structure

For many years, Scania has only offered trucks for heavy-duty distribution, long-distance transport, and construction and special vehicles (e.g. for fire brigades ) of higher weight classes in the truck sector .

The program currently starts at 18 tons total weight and 175 kW engine power , the heaviest solo vehicles for road traffic have a total weight of 40 tons (Switzerland), the engine range ends at 545 kW (as of the end of April 2010). Scania is also active in the area of buses and coaches with the Omni product family (OmniLink and OmniExpress in different versions) for public transport and the Century and PB model series for travel. On a broad front, there are engines (including the complete V8 range) for the Euro VI emissions standard and Euro Stage IV / US Tier 4 final for non-road vehicles and machines (cranes, dumpers, crushers, Shredder, chopper etc.) available (status: Dec. 2013).

Scania factory in Södertälje

In the market for heavy trucks with a gross vehicle weight of 16 tonnes or more , which Scania exclusively serves, the company was in fifth place in 2006 in terms of sales across Europe and also in Germany, well behind its competitors Mercedes-Benz , MAN , DAF and Volvo , ahead of Renault and Iveco . In 2013, however, Scania was able to grow by 5.1% in Germany (overall truck market minus 8.1%) and thus achieve a market share of 10.3%. In the Swedish home market, Scania is number two after Volvo by not too far (1,747 heavy trucks were delivered there in 2012). Scania is particularly well represented in South America (primarily as a supplier of engines and chassis for buses and trucks). For example, in Brazil (11,820 heavy trucks were delivered there in 2012) and Argentina (2012: 1,855 heavy trucks), while Scania vehicles are not offered in the USA . Scania is also strong in Russia (2012: 5,823 heavy trucks) and Great Britain (2012: 4,555 heavy trucks); ahead of Germany (2012: 4,427 heavy trucks). Scania can also be found in Australia , New Zealand , China (2012: 1,798 heavy trucks) and South Africa , albeit without playing a significant role there.

With buses, Scania is particularly well represented in its Scandinavian home markets and in South America, as well as in Great Britain and Spain . Scania has so far played a minor role in the German bus market. However, by spring 2014, around 60 Scania coaches had been delivered for ADAC Postbus, which connected the 30 largest German cities. In 2013, the Scandinavians also received a major order from the Berliner Verkehrsbetriebe (BVG) for 156 low-floor articulated buses , which will be delivered to BVG between 2014 and 2017. These 18-meter-long low-floor articulated buses have a 5-cylinder diesel engine with 320 HP (235 kW) (including automatic transmission), which meet the exhaust emission limits according to Euro Stage VI.

Scania LE Suburban transport company Wartburgmobil

Product history

Founding years and time up to the Second World War

Before the merger in 1911, the predecessor company Scania was already offering trucks for 1.5 tons of payload and Vabis those for 2 to 3 tons of payload. Before the First World War, the pallet already reached up to 6 tons of payload, a high value for the times. The first vehicles with drive on both axles were created for military use, which were later also offered for civilian use and, since the mid-1920s, could be combined with an additional non-powered axle to form a three-axle vehicle.

The first tests with diesel engines began in 1927, but it was not until 1936 that the company's first own diesel engines were used in series production following a license from Humboldt-Deutz AG . While until then only hooded cars were manufactured, the first cab-over - engine buses appeared in 1932 and cab-over-engine trucks in 1933, both of which were nicknamed "Bulldog" because of their appearance. However, the production of the cab-over-engine trucks was discontinued at the end of the 1930s.

In 1944, the Scania-Vabis F 10 and L 10 models were launched for a total weight of 8 to 9 tonnes, soon supplemented by the heavier L 20 and LS 20.

Post-war years until 1967: Scania-Vabis and the last heyday of hooded cars

Scania-Vabis LS 71 (1955) heavy duty truck from the 1950s
Scania-Vabis LBS 76 (1963) first post-war cabriolet

Up until the 1950s, the focus of production shifted more and more to heavy vehicles and buses. As early as the 1950s, engines with direct injection under license from Leyland were installed, followed by first attempts at turbocharging , as with the competitor MAN . Important models of this time from 1949 onwards were the type L 40 for 9 to 10 tons total weight, the L 60 for 10 to 12 tons and the LS 60 for 16 tons.

From 1953 Scania again renewed the model range, the L 51, L 71 and LS 71 models appeared in the familiar weight classes. The types were revised from 1958 and received more powerful engines, plus a new, distinctive look, which the hooded wagons were supposed to keep at least partially until the beginning of the 80s. According to the scheme introduced, they were now called the L 55, LS 55, L 75 and LS 75. The LS 75 presented in 1961 received a standard turbo engine with over 200 hp, which was a considerable value at the time. Previously, the S in the model designation generally stood for the heavier versions, now the addition “Super” was used in their place, and the S later appeared in the Scania nomenclature as an addition for semi- trailers .

The engine output was further increased as early as 1963, the models were now called L 56 and L 76 (Super). In 1963, following the general trend late, a forward control model was introduced again in the heavy class, the LB 76 (Super). The L stood still for trucks that B was the name "Bulldog" previously used for the Scania cab- borrowed from the 1930s. The cab-over-engine vehicles followed quite late, as they were of no importance in Scania's traditional markets for a long time. The design still corresponded to the 1950s taste and was slightly rounded, while European competitors and also the domestic competitor Volvo already offered angular, so-called cubic cabs . In 1964, the L 36 was again followed for the first time by a medium-weight truck with a gross vehicle weight of 10 tons.

1968 to 1980: New name Scania, fundamentally new model range

Scania L 110 Super (1968) classic hood
Scania L 110 as a tow truck
Scania L 110 Super
Scania LBS 141 (1974, Series 1)
Scania SBA 111 for the Swedish Army (artillery)

In 1968 the traditional double name "Scania-Vabis", which had previously also been seen on the vehicles as a lettering, was dropped. From then on, only Scania was on the radiator panels. In the same year a new driver's cab for the heavy forward control was released, which was now also box-shaped. The most noticeable distinguishing feature of the Scania forward control vehicles was and is through all successor generations to this day the wide crossbeams on the front of the vehicle, the design of which was initially controversial. The cabin design was nevertheless so progressive that, with small retouching, it lasted until 1980, even during the entire construction period of the successor, the series ending with 1.

At the same time, the previously rather arbitrary type designations were changed to the system that was in principle valid until 2004. The first number in two-digit designations and the first two in three-digit designations from then on roughly indicated the engine's cubic capacity in liters, the last number the generation from which the vehicle came, beginning in 1968 with the number 0. The L 36 became the L 50, the L 56 to the L 80 and the L 76 to the L 110. A heavy truck of the time would have been a Scania LBS 110 Super, broken down truck (L), front control vehicle (B), axle configuration 6 × 2 with liftable Tag axle (S), 11-liter engine series 0 (110) plus "Super" for turbocharging. A three-axle vehicle with two driven axles (6 × 4) had a "T" for the double axle unit ("tandemdriven") in the type designation. After the type designation, the wheelbase was given with two decimal numbers. B. could conclude that it is used as a tractor unit, e.g. B. LBS 110 S (upper) 34.

In 1969 there were two more noteworthy innovations. The top-of-the-line model was the LB 140, which was structurally identical to the LB 110, with 350 hp, a top European figure. German large-scale manufacturers stuck to 320 hp maximum power well into the 1970s, with the exception of Magirus-Deutz , where the 340D16 and 340D22 models with 340 hp were available from 1971. The Scania LB 140 was initially only available as a forward control. At the same time, a forward control cab based on the large types appeared for the middle class types L and now also LB 80, which were previously only available as hooded cars.

From 1972 the most powerful engine was also offered in the L 140 hooded wagon. While the previous cabin and the old bonnet were still manufactured for the L 80 and L 110 models, the L 140 received a new house and a visually striking new one-piece bonnet that could be folded away in one piece with the front fenders. This model was built until 1976.

In 1974 the forward control and the smaller hooded wagons changed to Series 1. The LB 110 became the LB 111. Visually, not much changed. The hoods remained unchanged, the rectangular headlights in the bumper were replaced by round ones above the bumper, the L 55 became the L 56. The reason for the transition to Series 1 was the introduction of a new, again more powerful engine generation. The heavy hooded truck only mutated into the L 141 in 1976, in that year the maximum engine output in the Scania range increased to 375 hp. In the next few years, mostly detailed improvements followed.

1980 to 1995: The next generation change

Scania T-143E truck tractor
Scania 113 M (1988, Series 3) (design identical to Series 2)
Scania K113-based coach, copy of a Neoplan by Tar-Fue from Taiwan

In 1980 there was another generation change to Series 2. The most common models were now called 82, 112 and 142. A renewed, sometimes considerable increase in performance was accompanied by a renewal of the driver's cabs, both in hoods and forward control. Compared to its predecessors, the design was a bit more angular, the distinctive crossbars were now also given the weaker hooded vehicles and the front window, which was previously vertical on the front control arms, was now slightly inclined. If the front control, like the technology, had already been built on a modular system with as many identical parts as possible, this has been consistently expanded in the new models. The old hooded wagons, dating back to the late 1950s, disappeared, the cab of the hoods and front control arms were identical. In the case of the lighter front-wheel drive trucks as well as the lighter hoods, it was set a little lower, which made them look a little different from the top model. While the numbering system of the model designations remained, the designation LB (which, however, was never written on the vehicles, there were only the three-digit numbers there) was omitted for the forward control, the hooded cars were internally given the addition T in front of the number. Behind the numbers, and now also readable on the outside of the vehicles, new code letters have been introduced for the frame load capacity, for the long-haul trucks, for example, M for medium, H for heavy and E for extra heavy. While the T for the hooded car stood in front of the numerical type designation, the forward control vehicles had the following indicators for the overall height of the cab: R for tall, short and long cab types CR13 and CR 19, P for lower cab types CP13 and CP19 for local traffic or regional long-distance transport and G for the particularly low-profile version with low-entry for distribution transport.

Now product development has calmed down. In 1982, a new 14 liter V8 engine with 420 hp is worth mentioning, which now actually represented the top engine in European long-distance transport. Until then, contrary to the Scania advertising, this had been in the M-915 of the US Army, with the Cummins NTC-400 (294 kW) and the double-clutch, compressed air-shifted 16-speed transmission 7155 from Caterpillar. (Configured as a 38-ton truck, these vehicles were part of the usual street scene on German autobahns in the 1970s, especially between Bremerhaven and the large number of American barracks at the time.)

In 1984 Scania was the first European truck manufacturer to bring an electronic gearshift aid to the market under the name of CAG ( Computer Aided Gearshift) .

In 1988 there was a change to Series 3. Analogous to the introduction of Series 1 from 1974, the technology was again revised, the still current driver's cabs remained largely unchanged on the outside, but were redesigned inside. A high roof was now optionally available ex works for the heavy long-haul trucks.

In addition to the type numbers on the right-hand side in the direction of travel next to the headlights, as they already had in series 0 to 2, since the beginning of series 3 the engine output rounded to 10 has been installed next to the headlight on the left in the direction of travel, in order to continue with the few basic models to have another external differentiator. In the case of the Series 2 vehicles, a “V8” logo was only shown there on the top models to indicate the large engine with a high status. The illustration would be, for example, Scania R 113 MA 4 × 2 A 380 for an air-sprung two-axle tractor unit of the 3rd series with a high cab (short or long) and an 11-liter machine and 380 hp.

In 1989, the engine output of the top model was increased to up to 470 hp, and in 1992 the Scania 143 model reached the 500 hp mark for the first time. Optionally, drag-optimized driver's cabs for long-distance transport came onto the market under the nickname “Streamline”, which ironed the striking, angular exterior slightly smooth, received roof spoilers and smoke deflectors as standard and resulted in slightly lower consumption.

Since 1995: Round shapes shape the picture, end of the hoods, new nomenclature

Scania 114 L (1995, Series 4)
Scania R 500 (2005)

In 1995 there was another generation change, now to the 4 series. Overall, the cabin design became more rounded. Both the outer edges of the cab and the bumpers were rounded off and styled more aerodynamically, while the windshield was now standing up steeply again. The same innovations also experienced the T-Hauber, which in the meantime only played a subordinate role. There were two short-haul cabs in a flat and medium-high version, two hooded cabs for short-haul and long-distance traffic, as well as three forward control long-haul cabs in low, medium and high-roof versions.

The range of engines has also been expanded. In 1998 there were new machines that offered between 230 and 530 hp with displacements of 9, 11, 12 and 14 liters. In 2000, the engines were again upgraded. A 16-liter engine with 580 hp was added. With a 730 hp V8 engine with a displacement of 16.4 liters, Scania has been offering its most powerful truck since 2010. In Europe, for example, Volvo, MAN and Mercedes-Benz still offer similarly powerful machines. The most powerful engines from the respective manufacturers, however, hardly play a role in the sales figures.

In 2005 the company changed the nomenclature . The new generation is no longer called Series 5, but refers to the size of the driver's cab. The “R” stands for the higher long-distance cabins, the “P” for the lower cabins in distribution traffic. The naming of the engine power rounded to 10 (e.g. P 270 or R 580) has since replaced the traditional naming of the displacement on the outside of the vehicle. The cab was renovated, but kept the more rounded design of the predecessor and was a modification of the previous model. The technology was largely retained. The production of the T-hood vehicles, which were only sold in small numbers, was discontinued in October 2005 without replacement. This means that the last heavy hood wagon built by a European manufacturer has disappeared from the market.

In 2006 the position of the high beam headlights was standardized for all models. In addition to the two high-beam headlights in the main headlight, there are optional high-beam headlights that are located under the main headlights next to the fog lamps. Some models even have six high beam headlights. In this case, in addition to the four lights under the windscreen, there are two additional high-beam headlights above the windscreen. However, only a maximum of two optional high beam headlights may be switched on at the same time.

Scania is one of the few truck manufacturers that produces its own driver's cabs for special vehicles such as fire engines or refuse collection vehicles in various lengths with crew cabins for up to nine people.

Current product range (selection)


  • Björn-Eric Lindh: The vehicles from Scania . Motorbuch-Verlag, Stuttgart 1992, ISBN 3-613-01491-2
  • Dieter Hasemann: The history of Scania fire engines . Podszun, Brilon 1997, ISBN 3-86133-181-0
  • Peter J. Davies: Trucks of the World - The Lexicon of Brands and Models . Motorbuch-Verlag, Stuttgart 2002, ISBN 3-613-02257-5

Web links

Commons : Scania-Vabis  - collection of images, videos and audio files
Commons : Scania  - album with pictures, videos and audio files

Individual evidence

  1. Henrik Henriksson to become Scania's new President and Ceo
  2. Scania
  3. Handelsblatt , No. 101 of May 30, 2016, p. 20.
  4. ^ Scania Group: 1900: Scania acquires bicycle maker. Retrieved August 2, 2019 (UK English).
  5. In the rear view window ( English ) Scania AB. Archived from the original on September 7, 2008. Retrieved February 24, 2009.
  6. Scania's stake in around 38 of the voting rights
  7. Net-Tribüne ( Memento of the original from October 4, 2013 in the Internet Archive ) Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice. @1@ 2Template: Webachiv / IABot /
  8. Scania press release of March 4, 2008 ( Memento of March 5, 2008 in the Internet Archive )
  9. Press release from Neue Osnabrücker Zeitung (NOZ), page 6, from July 18, 2008
  10. ^ Public offer from Volkswagen AG . Scania Group. June 12, 2014. Archived from the original on July 14, 2014. Retrieved July 7, 2014.
  11. VW press release dated May 13, 2014 ( memento of the original dated November 21, 2016 in the Internet Archive ) Info: The archive link was automatically inserted and not yet checked. Please check the original and archive link according to the instructions and then remove this notice. @1@ 2Template: Webachiv / IABot /
  12. Volkswagen pays outside Scania shareholders SEK 200 per share , accessed May 17, 2015
  13. see also: Scania Germany