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Flemming Andersen.Scania is a major Swedish manufacturer of commercial vehicles — specifically heavy trucks and buses. It also manufactures diesel engines for heavy vehicles as well as marine and general industrial applications. Scania's sales and service organisation and finance companies are worldwide. Inthe company employed approximately 42, people around the world.
Both companies had tried their luck at building automobilestrucks and engines, but with varied success. InMaskinfabriks-aktiebolaget Scania had succeeded in constructing reliable vehicles, while Vabis was at the brink of closing down. An offer from Per Alfred Nordeman, managing director of Maskinfabriks-aktiebolaget Scania, to steel manufacturer Surahammars Brukowner of Vabis, led to an agreement in Novemberand in the merger was a reality.
Because there were many inexpensive, imported cars in Sweden at the time, Scania-Vabis decided to build high-class, luxury cars, for instance the type III limousine from that had a top hat holder in the roof.
Prince Carl of Sweden owned a Scania-Vabis 3S, a type which was fitted with in-car buttons so the passenger could communicate with the driver. Scania-Vabis also built two-seat sports cars or "sportautomobil". For the next few years the company's profits stagnated, with around a third of their orders coming from abroad. ByScania-Vabis was making enough profit to invest in redeveloping both of their production facilities.
Following the war, inScania decided to focus completely on building trucks, abandoning other outputs including cars and buses. After some economic difficulties innew capital came from Stockholms Enskilda Bank owned by the Wallenberg familyand Scania-Vabis became a solid and technically, high standing, company.
Towards the end ofthe company established a subsidiary in Denmark. The following year the first Danish-built car, a four- seater Phaetonwas built at the company's Frederiksberg factory in Copenhagen. Inthe factory produced Denmark's first Scania-Vabis truck, and following this developed a V8 engineone of the first in the world.
Inhaving sold around trucks, and 75 cars, the Danish operation was closed down. Production began inbut was ended in after production of only 77 lorries, mostly built from Swedish produced parts. During the s, the company expanded its operations into new customer segments, becoming agents for the Willys Jeep and the Volkswagen Beetlethe latter being very profitable for Scania-Vabis.
It also started to become a genuine competitor to Volvo with their new L71 Regent truck which was introduced in During this period, Scania-Vabis expanded its dealer network and country-wide specialist workshop facilities. Probably their largest impact was in export markets. 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.Menu Freight Relocators.
Kent Well-Known Member. Mandeepcheema12 New Member. Im facing same prblm with my truck r scania still couldn't diagnose anything. Flemming Andersen. You must log in or register to reply here. Log in Username. Latest posts. Channel How many miles did you drive today? Latest: Hammer 26 minutes ago.
General Trucking Discussion. The Layover Tavern.
Truck Maintenance and Repair.Discussion in ' Trucks [ Eighteen Wheelers ] ' started byApr 16, Log in or Sign up. Find Trucking Jobs. Sep 15, Well the question is what related to bad maintenance and what real breaking down on the 12 and 13 liter engines? A friend of my dos all the maintenance for a trucking company having over 50 trucks running heavy load and using the 6 line in and configuration form PDE up to the new XPI. Next to this job he also work for a Scania dealer so he can compare his own fleet to that of regular customers On the VGT turbo parts he discovered that truck running heavy cargo and returning back empty from a job are the ones that will have the problems with having the VGT getting stuck.
Also the early XPI models could have a problem with the secondary EGR cooler on top of the intercooler being full of water due to condensation blowing the headgasket or cylinder 5 and 6 when opening the secondary EGR valve. Some commonrail fuelpumps had bearing problems and some ceramic part in the pump coming lose. Looks to me non of this is service related. HPI also used by Cummins. Well on this part maintenance is key in preventing problems and setting the injector on OBC with a torquedial.
Scania v8 730hp
Also changing lub oil in time will help a lot. Fuel lift pump is a weak link. The and dos good fuel economy after a ECU remap, best so far. CD12 engines same story as the HPI on service also I find the camshaft on some series to be a weak part. And yes the V8 16 liter hardly no problems but question is this be course the relative low engine load compared to the 6 line? We had some in with injector puss rods worn out and some crack in the flywheel housing having a load of fun replacing them but yes it by far the best engine.
V8 powerSep 15, Scania man and king Q Thank this. Yes, let employers and TruckersReport text me with new opportunities, job alerts and other career information to the number I provided. There is no charge for this service, but standard message and data rates may apply. Scania makes some good engines. I've got some snowcats that have a DS9, 9 Liter intercooled and turbocharged straight 6 diesel. Very reliable, starts to C with a few shots of ether.
Have a centrifugal oil filter, first experience with these and they seem to work great. Scania truck at start of thread looks slick.
Sep 16, Scania manSep 16, Scania man Thanks this. No power, high fuel consumption, SCR problems etc. New 2 pedal Opticruise is also a joke, like every robot box out there.Seat pads: Operators using these vehicles for multidrop find them prone to early seat pad wear when drivers forget to let the air drop out of the seat before leaving the cab. Back to image. Software: Ensure any truck considered has had all the software updates completed — fuel efficiency will suffer if not.
Steering column: There are reports of failures in the steering column ram that lock the wheel upright. Mirrors: Older examples with aluminium mirror arms are vulnerable to corrosion, resulting in the mirrors themselves rattling around.
Lockers: Where outer lockers are fitted, watch out for the cable used to open them having snapped, or showing signs of wear.
Suspension: Several examples of premature wear to suspension bushes and springs. Check whether or not this has already occurred. Propshaft: Occasional instances where propshaft centre bearings need replacement. Cab tilt rams: Some examples of cab tilt rams leaking. Cam followers: Screws prone to breaking off the cam followers on examples with the DC09 5-cylinder engine.
Manual gearboxes: Some problems with synchros breaking up on manual gearboxes. Opticruise: Examples of corrosion and breakage in the gearbox wiring looms of models with Opticruise transmission. The licence of Midlands operator Hayes Freight has been revoked after it was used to operate vehicles more than a year after Hayes went into liquidation. In addition he disqualified company director Dean Blake from holding any sort of O licence for five years and found that transport manager Adam Philip Hayes had lost his good repute.Scania light show
Hayes was also disqualified from being a transport manager for five years. The continued use of the licence was discovered in November when a vehicle operated under the Hayes licence was stopped by the DVSA.
The driver said he worked for Rima Freight whose sole director was Dean Blake, also the director of Hayes. At a subsequent visit to Hayes operating centre in Wednesbury, for which it held a licence for 21 vehicles and 32 trailers, the DVSA was told that Hayes had been bought by Rima.
The PI heard that Rima did not have an O-licence. Further investigations also revealed that Dean Blake, not Rima, was the sole shareholder of Hayes. Shortly afterwards Dean Blake said in an e-mail to the TCs office that Rima owned Hayes and the two had always been treated as one and the same company.
Revocation of the licence is therefore mandatory under Section 27 1 a of the Act. Any such vehicle they henceforth find carrying goods on the public road will be liable to be impounded. Skip to main content. Sign in Register. Quick Search Keywords. Model Model. Specialist vehicles. Share on Twitter Email Print. Scania P Series — 11 problems you need to know about 21 May Buying advice.
Scania Engine manuals
Hover over and click on any of the points on the photo to find out more How to sell a used truck, trailer or van with Commercial Motor online. Commercial Motor Used Trucks receives tens of thousands of users looking to buy used tractor units, vans, rigids and trailers each month. Hayes Freight O-licence revoked after being used a year on from the business's liquidation 21 May In the light of this and other evidence the TC suspended the Hayes licence on 13 March.While the author, Frank Manfredi, acknowledges that the term "quarantined" sounds alarmist, it was used to bring attention to the changes resulting from EPA emissions regulations.
Manufacturers have spent billions to meet emissions targets, which has driven up the initial price of diesel engines. The higher costs are not for the engines alone, but also for the redesign of the engine compartment to make room for aftertreatment devices and more cooling capacity. Many equipment manufacturers have also taken the opportunity to redesign models from the ground up and upgrade performance features.
In industrialized countries, it has been typical for new equipment buyers to dispose of used units by trading them in when they purchase new ones.
Many of these used machines end up in overseas markets through several channels. There are international brokers who have developed a clientele in other countries and take orders for certain brands of used machines, buy them in the U. Some equipment dealers, especially those located on the East and West Coasts, also engage in brokering machines for overseas customers, either from their trade-in inventory or by actively searching for machines for specific buyers.
In the past 15 years, equipment auctioneers such as Ritchie Bros. Regulations in the U. In addition to emissions regulations, the federal government mandated that petroleum refineries produce diesel fuel that contains far less sulfur than in the past. New emission-compliant engines are designed to use this ultra-low sulfur diesel ULSDsince high-sulfur fuel will cause severe problems with the emission devices and may even damage them.
ULSD is only available in so-called "regulated" countries and in some urban markets in Latin America. A significant amount of North American used equipment is sold to overseas customers in lesser regulated countries where ULSD is not readily available and is not likely to be available in the foreseeable future.
This could increase the supply of used equipment in the U. The U. Exports provide the U. Without it, the system will become clogged with used units. This could result in declining residual values, which will impact overall equipment life-cycle costs. It will have the greatest impact on residual values used to establish machine rental rates, equipment finance payments, bonding capacity for contractors, collateral for equipment loans and for bonds that are collateralized with machines.
Removing emissions equipment through de-tiering kits is an option for lesser regulated markets. It is illegal to do so for units that will be operated in the U. Using lower grades of fuel in Tier 4 engines is made possible by replacing injectors, lowering the injector pressure and readjusting the engine's computer.
When engines are modified in this manner, the horsepower is reduced so the machine may not have the same performance characteristics as the original machine. Undoubtedly, specialists will emerge who will remove the emissions devices for a fee when they are sold into less-developed countries.
This will result in an added expense to machines already significantly more costly than those without emission devices.I was recently asked to take a look at a Trying not to be daunted by the fact that this thing was huge and that the last time I worked on an HGV was about 8 years ago, the one thing that kept creeping back into my mind was what they told me when I started in the trade: The fundamentals are the same in any ICE internal combustion engine.
It can be anything from a ride-on lawnmower to a combine harvester. How things are measured only depends on the manufacturer and the system used. As usual, getting all the information is key to any diagnosis, and most importantly, understanding how the system works.
I was lucky enough to have some assistance on the day, and they had access to this information. The customer interview is always important at this stage in the diagnostic process. The operators of these vehicles spend a lot of time with the machine and can subsequently tell if something is wrong just from the way it sounds.
With this particular lorry, a slight misfire had started at idle, which became progressively worse over time. There were no warning lights on the dashboard, but a strong fuel smell along with smoke and a heavy diesel knock when it was started up from cold; all the characteristics of over-fuelling.
This improved as the engine warmed up, but with the engine at idle and during use of the crane for long periods of time, the smoke and the misfire returned. Again, as I mentioned earlier, it is important to gain a better understanding of how the system works before you can make an action plan. The engine itself has individual cylinder heads for each of the 6 bores and the injectors are mechanically operated by a pushrod.
That was my thinking prior to looking further into how the system works. The system has the ability to alter how much fuel is injected and how long it will open an injector for, by using four solenoids that are attached to a fuel gallery that links the front bank of three injectors and the rear bank of three injectors. Instead of using electrically controlled injectors, this engine uses diesel pressure to act hydraulically on the injector to determine how much fuel to inject when the mechanical rocker depresses the upper plunger.
The set of six injectors are linked in threes, three at the front and three at the back of the engine. It would be really easy to go headstrong into looking at all this new information and checking the controlling solenoids, measuring fuel pressure, or looking for a leak of pressure. However, this is when you should come back to your diagnostic process. Following your own step-by-step procedure will give you a moment to find your next step. In this particular case, it was to check the DTCs diagnostic trouble codes.
Despite there being no warning lights on the dashboard, there may well be fault codes stored that will help steer us in the right direction. These can often be historic or pending fault codes if there was an intermittent fault. A quick scan of the ECM engine control module found a crankshaft sensor rotation fault. Again referring back to the technical information and the EWD electrical wiring diagramthere were two inductive crankshaft sensors positioned near the flywheel.
Now, I have scoured a lot of websites to try and find out why there are two sensors and I am still none the wiser! I decided that if there was an issue with a crankshaft sensor then I really needed to check this out first. If there was a fault code then something must have happened for it to be triggered, so we continued our investigation at this point. With no technical information, it would have a taken a lot longer to determine which plugs were the crankshaft sensors, so the EWD saved us a lot of time here.
As this would only take two channels, I thought I may as well utilize the fact that I had two spares and decided to also look at current draw from the timing solenoids. The Pico breakout leads made it possible for me to keep the connection and not disturb the wiring loom. By capturing the timing solenoids, I had a rough trigger point for each cylinder.