Scania AB

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Scania AB (publ)
Publicly traded Aktiebolag
Industry Automotive
Founded Malmö, Sweden (1900 (1900))
Founder Gustaf Erikson
Headquarters Södertälje, Sweden
Number of locations
Area served
Key people
Products Commercial vehicles,
diesel engines
Services Financial services
Revenue Increase SEK 94.880 billion (2014)[3]
Increase SEK 8.72 billion (2014)[4]
Profit Decrease SEK 6.009 billion (2014)[4]
Total assets Increase SEK 133.037 billion (2014)[3]
Total equity Increase SEK 41.801 billion (2014)[3]
Number of employees
42,129 (2014)[4]
Parent Volkswagen Group

Scania AB (publ) is a major Swedish automotive industry manufacturer of commercial vehicles – specifically heavy trucks and buses. It also manufactures diesel engines for motive power of heavy vehicles, marine, and general industrial applications.

Founded in 1900 as Scania in Malmö in the Swedish province of Scania, and in 1891 in Södertälje as Vabis, the company's head office has been in Södertälje, in Stockholm County since 1912.[5] Today, Scania has production facilities in Sweden, France, Netherlands, Argentina, Brazil, Poland, and Russia.[6] In addition, there are assembly plants in ten countries in Africa, Asia and Europe. Scania's sales and service organisation and finance companies are worldwide. In 2012, the company employed approximately 42,100 people around the world.[6] Scania was listed on the NASDAQ OMX Stockholm stock exchange from 1996 to 2014.[7][8]

Scania's logo shows a Griffin, from the coat of arms of the province of Scania (Swedish: Skåne).[9]


Scania A1 1901
Scania Type A Tonneau 1903
A vintage Scania truck (L80 successor to the Scania-Vabis L56)

Scania AB (Scania is Latin for the province of Skåne) came from a merger between the two companies; Vabis and Scania.

Vabis and Scania[edit]

Main article: Scania-Vabis

Vabis (Vagnsfabriksaktiebolaget i Södertälje) was founded in 1891 as a subsidiary of Södertälje based steel company Surahammars Bruk, manufacturing railway carriages.[10] In 1902, engineer Gustaf Erikson designed the company's first truck, powered by a petrol engine and two-speed gearbox. A year later, the first order was placed for a Vabis commercial vehicle.[10] By 1907, the company had developed a 3-ton truck, however, though it won a Swedish Royal Automobile Club award in 1909, the new range was a financial disaster for the company, failing to attract more than a handful of orders.[10]

Maskinfabriks-aktiebolaget Scania was founded in 1900 in Malmö in the south of Sweden, and was in the beginning a manufacturer of bicycles,[10] but by 1903 the first cars left the factory. Two years later, Scania built their first truck.[9]

Following the financial problems at Vabis, the companies merged in 1911,[9] creating AB Scania-Vabis. Engine and car production was moved to Södertälje, and truck production took place in Malmö.[10]

First World War and 1920s[edit]

For the next few years the company's profits stagnated, with around a third of their orders coming from abroad.[10] The outbreak of the First World War, however, changed the company, with almost all output being diverted to the Swedish Army. By 1916, Scania-Vabis was making enough profit to invest in redeveloping both of their production facilities.[10]

Following the war, in 1919, Scania decided to focus completely on building trucks, abandoning other outputs including cars and buses.[10] However, they were hurt by the swamping of the market with decommissioned military vehicles from the war, and by 1921 the company was bankrupt.[9]

After some economic difficulties in 1921, new capital came from Stockholms Enskilda Bank owned by the Wallenberg family, and Scania-Vabis became a solid and technically, high standing, company.


Towards the end of 1913, the company established a subsidiary in Denmark. The following year the first Danish-built car, a four-seater Phaeton, was built at the company's Frederiksberg factory in Copenhagen. In 1914, the factory produced Denmark's first Scania-Vabis truck, and following this developed a V8 engine, one of the first in the world. In 1921, having sold around 175 trucks, and 75 cars, the Danish operation was closed down.[9]

1930s and 1940s[edit]

During the Second World War Scania produced a variety of military vehicles for the Swedish Army, including Stridsvagn m/41 light tanks produced under licence.[9]

1950s and 1960s[edit]

During the 1950s, the company expanded its operations into new customer segments, becoming agents for the Willys Jeep and the Volkswagen Beetle, the latter being very profitable for Scania-Vabis. It also started to become a genuine competitor to Volvo with their new Regent truck which was introduced in 1954.[11]

During this period, Scania-Vabis expanded its dealer network and country-wide specialist workshop facilities. By the end of the 1950s, their market-share in Sweden was between 40 to 50%, and was achieving 70% in the heaviest truck sector – helped by the entrepreneurial efforts of their dealers into the haulier market.[11]

Probably their largest impact was in export markets. Before 1950, exports accounted for only 10 percent of production output, but a decade later, exports were now at 50% of output. Beers in the Netherlands became a very important partner. Beers became official importers for Scania-Vabis in the Netherlands, and established a dealer network, along with training programmes for both mechanics and drivers. Beers also offered free twice-yearly overhauls of their customers vehicles, and offered a mobile service throughout the Netherlands with their custom-equipped service trucks. Due to Beers concerted efforts, Scania-Vabis market share in the country remained at a consistent 20% throughout this period. Scania-Vabis were to adopt the business model of Beers in their own overseas sales operations.[11]

The 1960s saw Scania-Vabis expanding its production operations into overseas locations. Until now, all Scania-Vabis production had been carried out solely at Södertälje, but the 1960s saw the need to expand production overseas. Brazil was becoming a notable market for heavy trucks, and was also dependent on inter-urban buses, with particular requirement for Brazil's mountainous roads which became nigh-on impassable at times.[12] Scania-Vabis products had already been assembled in Brazil by a local company called Vemag, but Scania Vabis do Brasil, S.A. became an independent operation in July 1960.[13] Scania-Vabis established its first production plant outside Södertälje, by building a new facility at São Bernardo do Campo in Brazil, which was completed in 1962, and this was to set the standard for Scania-Vabis international operations.[12]

Closer to home, the recently formed European Economic Community (EEC) offered further opportunities. Based on their now strong presence in the Dutch markets, Scania-Vabis constructed a new plant in Zwolle, which was completed in 1964.[12] This new Dutch facility provided Scania-Vabis with a stepping stone into the other five EEC countries, particularly the German and French markets.[12]

In 1966, Scania-Vabis acquired ownership of a then valuable competitor – Be-Ge Karosserifabrik, who were based in Oskarshamn. Be-Ge had been making truck cabs since 1946, and had been supplying cabs not only to Scania-Vabis, but also to their Swedish competitors Volvo. It was normal practice for truck manufacturers to outsource production of cabs to independent bodybuilders, so their acquisition by Scania-Vabis seemed a good move.[12] Be-Ge owner Bror Göthe Persson had also established an additional cab factory at Meppel.[12]

Scania-Vabis continued their expansion of production facilities through acquisitions. In 1967, they acquired Katrineholm based coachwork company Svenska Karosseri Verkstäderna (SKV), and created a new subsidiary, Scania-Bussar. A year later, all bus production, along with R&D was moved to Katrineholm.[12] Further production locations were added at Sibbhult and Falun, and Scania's employee numbers rose, particularly at Södertälje, which was to help double the town's population.[12]

In 1968, the name Scania-Vabis was changed to just Scania on all products. A whole new range of trucks was launched, and other products got new model designations.[14]

Saab-Scania AB (1969–1995)[edit]

In 1969, Scania-VABIS merged with Saab AB, and formed Saab-Scania AB. When Saab-Scania was split in 1995, the name of the truck and bus division changed simply to Scania AB. One year later, Scania AB was introduced on the stock exchange, which resulted in a minor change of name to Scania AB (publ).

In mid-1985 Scania entered the US market for the first time (aside from having sold 12,000 diesel engines installed in Mack trucks from 1962 until 1975), starting modestly with a goal of 200 trucks in all of 1987. Scania limited their marketing to the Northeast, where conditions are closer to those in Europe.[15] Many examples of Scania, Vabis and Scania-Vabis commercial and military vehicles can be seen at the Marcus Wallenberg-hallen (the Scania Museum) in Södertälje.


Aborted Volvo takeover[edit]

On 7 August 1999, Volvo announced it had agreed to acquire a majority share in Scania. Volvo was to buy the 49.3% stake in Scania that was owned by Investor AB, Scania's then main shareholder. The acquisition, for $7.5 billion (60.7 billion SEK), would have created the world's second-largest manufacturer of heavy trucks, behind DaimlerChrysler. The cash for the deal came from Volvo selling its car division to Ford Motor Company in January 1999, but the deal had yet to be approved by the European Union.[16]

The deal eventually failed, after the European Union had disapproved of the affair, saying it would create a company with almost 100% market share[17] in the Nordic markets.[citation needed]

Aborted MAN takeover[edit]

In September 2006, the German truckmaker MAN AG launched a 10.3bn hostile offer to acquire Scania AB. Scania's CEO Leif Östling was forced to apologise for comparing the bid of MAN to a "Blitzkrieg". MAN AG later dropped its hostile offer, but in January 2008, MAN increased their voting rights in Scania up to 17%.

Scania ownership today[edit]

The two major stockholders of Scania AB (publ) are:

  • The German automotive company Volkswagen AG is Scania's biggest shareholder, with a 70.94% voting stake (equity) in Scania.[18] It gained this by first buying Volvo's stake in 2000, after the latter's aborted takeover attempt, increasing it to 36.4% in the first quarter 2007,[19] and then buying the remainder from Investor AB in March 2008.[20] The deal was approved by regulatory bodies in July 2008.[17] Scania then became the ninth marque in the Volkswagen Group.[21]
  • The German truck manufacturer MAN SE holds a 17.37% voting stake in Scania.[18] Notably, Volkswagen AG[17] also owns 75.03% of MAN.[22]

In December 2015, VW took 9.6 billion kroner out of Scania. Media estimated that the move was caused by the losses in the Volkswagen emissions scandal.[23]

Current shareholders[edit]

Scania AB (publ) has a total issue of 400 million 'A shares' and 400 million 'B shares', with a total capitalised value of SEK 72,880 million.[18] In terms of voting rights, one 'A share' is eligible for one vote, whereas 10 'B shares' are required for one vote.[24]

As of 29 January 2010, these shares, as published by Swedish Central Securities Depository and Clearing Organisation ("Euroclear"), are allocated to 119,973 owners, and the table below details the top ten shareholders.[18]

Scania AB (publ) principal shareholders[18]
shareholder name A shares B shares % of capital % of votes
Volkswagen Aktiengesellschaft * 306,232,239 59,037,822 45.66 70.94
MAN SE 73,047,179 33,718,857 13.35 17.37
Clearstream Banking 1,170,514 32,973,450 4.27 1.02
JP Morgan Chase Bank 461,584 36,220,219 4.59 0.93
Swedbank Robur Fonder 0 29,043,665 3.63 0.66
Skandia Liv 974,374 9,646,318 1.33 0.44
Alecta Pensionsförsäkring 0 19,085,000 2.39 0.33
AMF Försäkring och fonder 650,000 9,678,411 1.23 0.36
Handelsbanken fonder 0 7,202,362 0.90 0.16
The Government Pension Fund of Norway 0 6,937,665 0.87 0.16
largest 10 owners 382,535,890 243,021,708 78.19 92.46
Others 17,464,110 156,978,292 21.81 7.54
total ownership 400,000,000 400,000,000 100.00 100.00

* Further to the shares listed above, Volkswagen AG also holds shares in trust by a credit institution of Scania, which gives additional voting rights amounting to 0.87 percent and an equity interest of 3.63 percent attributable to Volkswagen AG, as disclosed in January 2009.

Trucks and special vehicles[edit]

Scania R470 truck
The new Scania R500
Scania P270 Fire Engine, Dublin Fire Brigade, Ireland

Scania develops, manufactures and sells trucks with a gross vehicle weight rating (GVWR) of more than 16 tonnes (Class 8), intended for long-distance haulage, regional, and local distribution of goods, as well as construction haulage.


  • P-series – typical applications are regional and local distribution, construction, and various specialised operations associated with locally based transportation and services. P-series trucks have the new P cabs, which are available in three variations: a single-berth sleeper, a spacious day cab and a short cab
  • G-series – the G-series models offer an enlarged range of options for operators engaged in national long haul and virtually all types of construction applications. All models have a G cab, and each is available as a tractor or rigid. The G-series truck comes with five cab variants: three sleepers, a day cab and a short cab. There are different axle configurations, and in most cases a choice of chassis height and suspension
  • R-series – the R-series model range debuted in 2004, and won the prestigious International Truck of the Year award in 2005 and again in 2010.[25] The range offers various trucks optimised for long haulage. All models have a Scania R cab, and each vehicle is available as a tractor or rigid. There are different axle configurations and a choice of chassis height and suspension. The Scania R730 is the most powerful variant of the R-series. Its 16.4 Liter DC16 Turbo Diesel V8 engine produces 730 PS (540 kW; 720 hp) at 1,900 rpm and 3,500 N·m (2,600 lb·ft) of torque at 1,000–1,350 rpm.

The R series also came as a limited edition '+' the most common being the R420+ with 100 being sold across Europe. This came with a newer opti-cruise gearbox with a trial gear ratio. It also came with an added microwave from the dealer. It's believed the sales were mainly in Sweden, but as many as 10 per country elsewhere.

  • T-series – the T-series is the R-series with nose, and have the same engine.


  • 0-series: 50, 80, 85, 110, 140 (1968–74)
  • 1-series: 81, 86, 111, 141 (1974–81)
  • 2-series: 82, 92, 112, 142 (1981–88)
  • 3-series: 93, 113, 143 (1987–95)
  • 4-series: 94, 114, 124, 144, 164 (1995–2004)
  • T-series (2004–5) - successor of 4-series T-models[26]

Buses and coaches[edit]

Scania's bus and coach range has always been concentrated on chassis, intended for use with anything between tourist coaches to city traffic, but ever since the 1950s, when the company was still known as Scania-Vabis, they have manufactured complete buses for their home markets of Sweden and the rest of Scandinavia, and since the 1990s even for major parts of Europe.


Preserved 1973 Vest Karosseri-bodied Scania B110 in Norway.
Ikarus E99 on Scania K124EB chassis in Hong Kong.
Scania K230UB bodied by Gemilang Coachworks, operated by SBS Transit in Singapore.

From its time as Scania-Vabis, the company had three different types of chassis, based on the engine position. The B chassis had the engine mounted above the front-axle, giving a very short front overhang, and the door behind the axle. The BF chassis had the engine mounted before the front-axle, leaving room for the door on a longer front overhang. And the BR chassis had the engine transversally mounted at the rear. The BR had however not been materialized as a separate product at the time, and only a handful of chassisless frameworks designated as CR, based on the complete bus, had been delivered for external bodywork.[27] Engines came as 8- or 11-litre, giving model designations 80 and 110. So the Scania-Vabis B56/B76 were renamed the Scania B80/B110, the BF56/BF76 became BF80/BF110, and the BR110 was a new product in 1968.

In 1971, a new range of longitudinally mounted rear-engined chassis was launched, with the BR85 and its larger brother, the V8-powered 14-litre BR145, targeted at the coach market. In Brazil, the higher powered version was equipped with the standard 11-litre instead of the V8, known as the BR115. Also the BR111 was launched as the replacement for the BR110, being derived from the CR111 complete bus. In 1976, many of the models were renewed, and designations were upped from 80 and 85 to 86, and from 110 to 111, except the BR145 which was later replaced by the BR116 in 1978.

The BR112 was launched in 1978 as the first member of the 2-series, replacing the BR111. The rest of the 2-series were launched in 1981 with the F82/F112 replacing the BF86/BF111 and the S82/S112 replacing the B86/B111, and then in 1982 the K82/K112 replacing the BR86/BR116. The BR112 was then renamed the N112 in 1984, and a tri-axle version of the K112 became available, known as the K112T. In 1985, the K82 and F82 were replaced by the 8.5-litre engined K92 and F92. Front-engined versions were in general discontinued on the European markets in the mid-1980s, but production continued in Brazil.

In 1988, the 3-series was introduced, continuing the main models of the 2-series. In 1990, the new L113 became available, with a longitudinally rear-mounted engine which was inclined 60° to the left, to make a lower height than the K113. The 4-series was launched in 1997, continuing all model characteristics from the 3-series, but with all of them being just modular configurations of the basic chassis. The 8.5-litre engine was replaced by a 9-litre, and the 11-litre was replaced by an 11.7-litre. They were joined by a 10.6-litre engine in 2000.

The current Scania's bus and coach range has been available since 2006, and is marketed as the K-series, N-series and F-series, based on the engine position.[28]

  • K-series - rear-engined (longitudinal mounted) with Euro III - Euro VI compliant engines
  • N-series - rear-engined (transversal mounted) with Euro III - Euro VI compliant engines
  • F-series - front-engined with Euro III and Euro V compliant engines

Complete buses[edit]

Scania MaxCi (CN113CLL) in Russia.
Scania Touring HD in Poland.

The only type of complete buses available at the change from Scania-Vabis was the transversally rear-engined CR. So the Scania-Vabis CR76 was renamed the Scania CR110 in 1968. It was available in two versions; the CR110M with double doors (2-2-0) for city and suburban traffic, and the CR110L with single doors (1-1-0) for longer distances. At the same time, Scania re-introduced the front-engined CF range for customers in Sweden as a body-on-chassis product with the newly acquired SKV's former bodywork model "6000" on standard Scania chassis, but less than 100 were delivered until 1970. The CF110L (BF110 chassis) was the most successful, while a handful of C80L (B80) and C110L (B110) were made.[29]

In 1971, the CR110 was upgraded and became the CR111. With extended sound-proofing for its time, it was marketed as the "silent bus". The same year, Scania also introduced a new range of longitudally rear-engined coaches known as the CR85 and the CR145. While CR85 had the small 8-litre engine, the CR145 was powered by a 14-litre V8 engine. The coaches were built until 1978, but never sold very well. In 1973, one right-hand drive CR145 prototype was built in Sweden, with the finishing touches done by MCW, but it remained the only one of its kind.[30] The CR111 was replaced by the all-new CR112 in 1978. With its angular design, the CR112 was called a "shoebox". As with the BR112 chassis being renamed the N112, the CR112 was renamed the CN112 in 1984, and it was also launched in an articulated version. A North American version of the CN112 was built in around 250 units between 1984 and 1988. The CK112 was launched as a simple coach or intercity bus in 1986, sharing most of the styling with the CN112. With the launch of the 3-series in 1988, both the CN112 and CK112 were upgraded to CN113 and CK113. The CK113 was replaced by the L113-based CL113 in 1991 with new rectangular headlights, but production ended in 1992. Less than 100 units of the CK112/CK113/CL113 were ever built.

The MaxCi (CN113CLL), launched in 1992, was Scania's first ever low-entry bus, with a low floor between the front and centre doors, and kneeling to make entering even easier. The bodywork was based on the CN113, but with a lowered window line in the front half, and a new front including the headlights from the CL113. In 1996, the aluminium body OmniCity was launched as Scania's first full low-floor bus, and in 1998 the MaxCi was replaced by the OmniLink, which shared styling with the OmniCity. A step-entrance intercity bus returned with the OmniLine in 2000. In 2007, Scania returned to the complete coach market with the Finnish-built OmniExpress, which in 2011 even replaced the OmniLine, which had gone out of production in 2009.

Scania's current styling was first seen in 2009, with the launch of the Touring coach, manufactured by Higer Bus in China, and in 2011 the Citywide was launched to replace both the OmniCity and the OmniLink. Scania in India launched their very own Metrolink coach in 2013, built at their plant there. The latest addiction to Scania's complete bus models is the Interlink, which was launched in October 2015 to replace the OmniExpress.

  • Citywide - low-floor and low-entry city bus range
  • Interlink - coach and intercity bus range, launched in October 2015 to replace the OmniExpress
  • Metrolink - coach for India
  • OmniExpress - coach and intercity bus range
  • Touring - premium coach, manufactured by Higer Bus

Buses through collaborations[edit]

Preserved 1972 Metro-Scania from Leicester City Transport at Showbus 2012.
Preserved 1988 Scania Classic on K112 chassis in Norway, belonging to Telemark Bilruter.
Van Hool TDX21 Altano on Scania K EB chassis in Germany.

In addition to supplying chassis for external bodywork, and their own bodyworks, Scania have also collaborated with some bodywork manufacturers to deliver buses through Scania's distribution lines, both on a global base and on smaller markets.

In 1969, Scania teamed up with MCW to make the Metro-Scania single-decker for the UK market based on the BR110MH, and since 1971 the BR111MH chassis. In 1973, it was replaced by the Metropolitan double-decker, built on the BR111DH chassis. Production ended in 1978, when the BR111 was replaced by the BR112. East Lancashire Coachbuilders (ELC) launched their low-entry MaxCi in 1993, one year after Scania's own left-hand drive version. It was followed by the L113-based European in 1995 until 1996. In 2003, ELC was back with both the OmniDekka double-decker and the OmniTown midibus to complement Scania's own OmniCity.

Since the mid-1990s, Scania started a long-lasting collaboration with Spanish bus builder Irizar to sell their coaches through Scania's global distribution network. The agreement meant that Scania had exclusive distribution rights for all Irizar coaches in Northern Europe for many years. The most widespread model was the Irizar Century, but later also the Irizar PB was sold as Scania's premium coach.

In 1985, Scania's Norwegian distributor and the Finnish bus builder Ajokki announced the Scania Classic,[31] a coach built exclusively for Norway. It was technically based on Ajokki's own Royal coach model, but received its own styling details. In 1990, when Ajokki had become Carrus, the second generation was launched based on the Vector/Regal models. The third generation from 1995 was also available in Sweden and Finland in limited numbers, and the fourth and last generation from 2001 was built with the same bodywork as the Volvo 9700. Volvo, who had bought Carrus in 1998, put the foot down against any further Scanias with this bodywork from 2002, and since then Scania instead put the "Classic" sticker on all Irizar Century sold in Norway for several years. The collaboration also led to some Norway-exclusive intercity buses; the Scania Cruiser (Ajokki Victor), Scania Universal (Carrus Fifty) and Scania InterClassic (Carrus Vega), but neither of these had special styling, nor as successful as the Classic.

In 2006, Scania and Higer Bus announced the A80, the first coach in the Higer A Series of coaches built on Scania chassis in China. The coaches are generally available in Asia, but the A30 is also available in Europe as an affordable intercity bus or simple coach. Even the A80 is globally available, but under make-up known as the Scania Touring HD, also referred to as the A80T.

Since 2012, Scania and Belgian bus manufacturer Van Hool offer some of their most luxurious coaches from their TX series on Scania K EB chassis, including the Astronef with theatrical floor, the Astromega double-decker and the Altano.[32] Since 2014, also the Exqui.City BRT concept is available on Scania N UA chassis with CNG-powered engines.[33]

Diesel engines[edit]

Scania's industrial and marine engines are used in generator sets and in earthmoving and agricultural machinery, as well as on board ships and pleasure crafts.

Scania's involvement with internal combustion engine production dates back to 1897, when engineer Gustav Erickson designed the engine for the company's first motor car. Over the subsequent years, Scania has grown to be one of the world's most experienced engine manufacturers, building engines not only for trucks and buses, but also for marine and general industrial applications, which are exported across the globe.[34]


Other products[edit]

Scania also designs and manufacture clothes especially designed for truckers under the label Scania Truck Gear.[35]

Production sites[edit]

The table below shows the locations of the current[36] and former production facilities of Scania AB. As Scania is now majority owned by Volkswagen AG, making it part of Volkswagen Group, the table also includes Volkswagen Group references.[37]

Notes: the second column of the table, the 'factory VIN ID code', is indicated in the 11th digit of the vehicles' 17 digit Vehicle Identification Number, and this factory code is only assigned to plants which produce actual vehicles. Component factories which do not produce complete vehicles do not have this factory ID code.

VIN ID code(s)
motor vehicle
motor vehicle
products &
comments factory
9 Europe,
Pays de la Loire
Scania truck assembly Scania Production S.A.S. factory and assembly line, part of Scania AB 47°30′4″N 0°30′55″W / 47.50111°N 0.51528°W / 47.50111; -0.51528 (Scania Production S.A.S., Angers)
Päijänne Tavastia
Scania bus
body assembly
SOE Busproduction Finland Oy, part of Scania AB (former Lahden Autokori Oy) 60°57′0″N 25°36′3″E / 60.95000°N 25.60083°E / 60.95000; 25.60083 (SOE Busproduction Finland Oy)
Luleå Municipality,
Norrbotten County
Scania truck frame members, Rear axle housings Ferruform AB factory, part of Scania AB 65°36′48″N 22°7′45″E / 65.61333°N 22.12917°E / 65.61333; 22.12917 (Ferruform AB, Luleå (part of Scania AB))
Scania truck components and paint shop Scania Production Meppel B.V. factory, part of Scania AB 52°41′25″N 6°10′24″E / 52.69028°N 6.17333°E / 52.69028; 6.17333 (Scania Production Meppel B.V., Meppel)
Oskarshamn Municipality,
Kalmar County,
Scania truck Cab production Scania AB factory 57°15′24″N 16°25′42″E / 57.25667°N 16.42833°E / 57.25667; 16.42833 (Scania AB production plant, Oskarshamn)
3 South America,
São Bernardo
do Campo
Greater São Paulo,
São Paulo state
Scania-Vabis trucks and buses 1959 Originally a Scania-Vabis truck plant. Now known as Anchieta,[37] oldest currently operating Volkswagen Group factory outside of Germany and part of Volkswagen do Brasil Indústria de Veículos Automotores Ltda. 23°44′07″S 46°32′48″W / 23.735217°S 46.54653°W / -23.735217; -46.54653 (formerly: Scania-Vabis São Bernardo do Campo,
now: Volkswagen Anchieta
South America,
São Paulo,
Greater São Paulo,
São Paulo state
Scania trucks
Scania bus chassis
Scania Latin America Ltda., part of Scania AB 23°42′49″S 46°33′58″W / 23.71361°S 46.56611°W / -23.71361; -46.56611 (Scania Latin America Ltda., São Paulo)
Scania bus
body assembly
Scania Production Slupsk S.A factory and assembly line, part of Scania AB 54°28′42″N 17°0′46″E / 54.47833°N 17.01278°E / 54.47833; 17.01278 (Scania Production Slupsk S.A)
Södertälje Municipality,
Stockholm County
Scania trucks
Scania bus chassis
1891 Scania AB headquarters, R&D and main production plant 59°10′14″N 17°38′26″E / 59.17056°N 17.64056°E / 59.17056; 17.64056 (Scania AB Headquarters & production plant, Södertälje)
St Petersburg
St Petersburg,
Northwestern Federal District
Scania bus
body assembly
since 2010 Scania trucks
OOO Scania Peter factory and assembly line, part of Scania AB 59°53′24″N 30°20′24″E / 59.89000°N 30.34000°E / 59.89000; 30.34000 (Scania Peter, St Petersburg)
South America,
San Miguel de Tucumán,
Tucumán Province
Rear axle gears
Drive shafts
Scania Argentina S.A. factory, part of Scania AB 26°52′47.5″S 65°7′38″W / 26.879861°S 65.12722°W / -26.879861; -65.12722 (Scania Argentina S.A., Tucamán)
Scania truck assembly 1964[48] Scania Nederland B.V. factory, part of Scania AB 52°30′46″N 6°3′48″E / 52.51278°N 6.06333°E / 52.51278; 6.06333 (Scania Nederland B.V., Zwolle)

See also[edit]


  1. ^ Reuters. "Scania: Henrik Henriksson to Become Scania’s New President and CEO". Erik Ljungberg. Retrieved 21 January 2016. 
  2. ^ Reuters. "Scania: Henrik Henriksson to Become Scania’s New President and CEO". Erik Ljungberg. Retrieved 21 January 2016. 
  3. ^ a b c "Annual Results 2014" (PDF). Scania. Retrieved 5 March 2015. 
  4. ^ a b c "Annual Report 2012" (PDF). Scania. 
  5. ^ "1910 – A new company is born". Scania. Retrieved 9 July 2014. 
  6. ^ a b "Key figures Scania (2012)". Scania. Retrieved 28 September 2013. 
  7. ^ "Scania now a publicly listed company". Scania. 1 April 1996. Retrieved 9 July 2014. 
  8. ^ "Scania's application for delisting approved". Scania. 21 May 2014. Retrieved 9 July 2014. 
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External links[edit]

Coordinates: 59°10′14″N 17°38′26″E / 59.17056°N 17.64056°E / 59.17056; 17.64056