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00:16-15

Issue 47 en-GB

Fuel, lubricants and fluids


P, G, R and T series
L, P, G, R and S series
F, K and N series
E2011 series

326 603

© 2018 Scania CV AB Sweden


Changes from the previous issue ................................................... 3
Engine ........................................................................................................ 4
Volumes ........................................................................................................ 4
Factory filling ................................................................................................ 7
Oil change intervals ...................................................................................... 7
Fuel-saving oils for truck and bus ................................................................. 8
Sulphur content in fuel .................................................................................. 9
Basic requirements ........................................................................................ 9
Oil analysis, industrial and marine engines ................................................ 12
Cooling system ..................................................................................... 13
Volumes ...................................................................................................... 13
Coolant ........................................................................................................ 15
Hot climates ................................................................................................ 15
Coolant quality requirements ...................................................................... 16
Oil quality requirements for hydraulic cooling fan ..................................... 21
Air conditioning ..................................................................................... 22
Refrigerant .................................................................................................. 22
Compressor oil ............................................................................................ 22
Fuel ............................................................................................................ 23
Diesel .......................................................................................................... 23
Special applications for Industrial and Marine engines .............................. 28
Biodiesel ...................................................................................................... 29
FAME EN 14214 ........................................................................................ 29
HVO EN 15940 ........................................................................................... 34
Ethanol ........................................................................................................ 36
Gas .............................................................................................................. 37
Exhaust system .................................................................................... 41
Reductant for SCR ...................................................................................... 41
Transmission ......................................................................................... 43
Oil grades .................................................................................................... 43
Oil change intervals .................................................................................... 43
Manual gearboxes ....................................................................................... 43
Automatic gearboxes ................................................................................... 47
Electric machine for hybrid vehicles .......................................................... 49
Clutch .......................................................................................................... 49
Power take-off ............................................................................................. 49
Retarder, Scania .......................................................................................... 50
Axles and hubs ............................................................................................ 51
Chassis .................................................................................................... 53
Washer fluid ................................................................................................ 53
Oil grade for components ............................................................................ 54
Lubricant for components ........................................................................... 55
Specifications for lubricating grease ........................................................... 56

© 2018 Scania CV AB Sweden


Changes from the previous issue

Changes from the


previous issue
Fuel Gas, Natural gas quality requirements for industrial engines
-Updated information

00:16-15 Issue 47 © 2018 Scania CV AB Sweden 3 (59)


Engine

Engine
Volumes
All volumes are approximate and shown in
litres. Check the levels and top up as necessary.

P, G, R and T series

L, P, G, R and S series

Vehicle Engine Max. Difference, Max.-Min. Max. level2 Oil filter


level1 (oil dipstick) volume
DC07 24.5 1.9 23 0.9
DC9, PDE 37 8 33 2
DC9E 02 37 8 33 2
DC9, XPI 34 5 31 1
OC9/OC09 34 5 31 1
Truck
DC11/D12 38 7.5 33 2
DC13 43.5 8 40 1
DC16 36 6 30 1.6
DC16 104 46 6 40 1.6
DC16, XPI 47 8 43 1.6

1. The oil volume that should be added when an engine has never been filled with oil, for example after overhaul.
2. The oil volume that is added when changing oil without renewing the oil filter. Note: When an oil filter is renewed, the oil filter
volume must be included.

Note:
All values are approximate as the variation
between different engines is great. There can
be a difference of up to 2-3 litres on the same
engine type. The values are on the low side
since it is preferable to top up with engine oil
rather than drain it.

Turn the oil dipstick so that it goes down to the


correct position.

00:16-15 Issue 47 © 2018 Scania CV AB Sweden 4 (59)


Engine

F, K and N series

Vehicle Engine Max. Difference, Max.-Min. Max. level2 Oil filter


level1 (oil dipstick) volume
DC07 29 2 26 1
DC9, PDE 36 7 33 2
DC9E 02 36 7 33 2
Bus, K DC9, XPI 34 5 31 1
OC9/OC09 34 5 31 1
DC12 26.7 9 20 2
DC13 43.5 8 40 1
DC07 29 2 26 1
DC9, PDE 32 7 27 2
Bus, N DC9E 02 32 7 27 2
DC9, XPI 34 5 31 1
OC9/OC09 34 5 31 1
Bus, F DC9, PDE 38 8 33 2

1. The oil volume that should be added when an engine has never been filled with oil, for example after overhaul.
2. The oil volume that is added when changing oil without renewing the oil filter. Note: When an oil filter is renewed, the oil filter
volume must be included.

Note:
All values are approximate as the variation
between different engines is great. There can
be a difference of up to 2-3 litres on the same
engine type. The values are on the low side
since it is preferable to top up with engine oil
rather than drain it.

Turn the oil dipstick so that it goes down to the


correct position.

00:16-15 Issue 47 © 2018 Scania CV AB Sweden 5 (59)


Engine

Industrial and marine engines


Industrial engines

Displacement Oil sump Min. level Max. level


DC9 Deep front, without ladder frame 31 36
DC9 Low, without ladder frame 28 35
DC13 Deep front, with ladder frame 39 45
DC13 Deep front, without ladder frame 30 36
DC13 With deep centre part 33 39
DC13 Low, with ladder frame 28 34
DC16, E2011 Deep front, without ladder frame 40 48
DC16, P96 Deep front, without ladder frame 35 40
DC16 Low, with ladder frame 29 37

Marine engines

Displacement Oil sump Min. level Max. level


DI9 Deep front, without ladder frame 32 38
DI9 Low, without ladder frame 25 32
DI13 Deep front, with ladder frame 39 45
DI13 Deep front, without ladder frame 30 36
DI13 Low, with ladder frame 28 34
DI13 Extra low, without ladder frame 25 30
DI16 Deep front, with ladder frame 40 48
DI16 Low, with ladder frame 29 37

00:16-15 Issue 47 © 2018 Scania CV AB Sweden 6 (59)


Engine

Factory filling
Gas engines Scania LDF-4
Ethanol engines Scania BEO-2
Engines with particulate filter EEV/Euro 5 Scania LDF-3
Euro 6 engines DC07 (101) Scania ACEA E9
Euro 6 engines DC07 (111,112 and 113) Scania LDF-4
Euro 6 engines DC09/DC13 Scania LDF-4
DC16 engines Scania LDF-3
Industrial and marine engines Delivered without oil
Other engines SEU Scania LDF-3
Other engines SLA Scania LDF-3
Engines with fuel-efficient oil, see the section Fuel-efficient oils for Scania LDF-3 FS
trucks and buses

Oil change intervals


The oil change interval is determined by engine
type and type of operation; see preface for
trucks and buses.

00:16-15 Issue 47 © 2018 Scania CV AB Sweden 7 (59)


Engine

Fuel-saving oils for truck


and bus
Fuel-efficient oils are being introduced as a
customer option and are factory filled or filled
by he distributor. These oils in the engine and
axle gear give lower friction, which leads to
fuel saving. The oil change report in Opera-
tional Analysis indicates how long the oil
change intervals for engine oil and axle gear oil
are. Operational Analysis is used before each
maintenance event. It ensures that the vehicle
uses an operational mode which is suitable for
use with the fuel-saving oils.

For more information, see the section Fuel-


efficient oils in the prefaces for trucks and
buses.

Swiching to or from fuel-efficient


oils
The service market sales representative will
agree on switching oils with the customer.

When an agreement has been reached to switch


to or from fuel-efficient oils, there are some
practical avtivities that should be performed:

• Renew the sticker with the specified oil


grade. The sticker is on the oil filler cap. See
the information in the Maintenance instruc-
tions, Group 1-3 for trucks (00:16-10/2) and
buses (00:21-61/2).
• Convert the SOPS file using SDP3. Select
the Conversion work option and then the tab
Local conversion.

00:16-15 Issue 47 © 2018 Scania CV AB Sweden 8 (59)


Engine

Sulphur content in fuel


The section on sulphur content in fuel for the P,
G, R and T series and the F, K and N series has
been moved to the preface for trucks and buses.

Industrial and marine engines

Engine type Max. sulphur content in Note


fuel for unaffected oil
change intervals
Engines without EGR Up to 2,000 ppm (0.2%) More than 2,000 ppm of sulphur requires the
and SCR oil change intervals to be halved. More than
4,000 ppm is not permitted. A higher content
causes engine damage.
Engines with EGR Up to 350 ppm (0.035%) More than 350 ppm of sulphur is not
only permitted. A higher content causes engine
damage.
Engines with SCR Up to 500 ppm (0.05%) More than 15 ppm sulphur content must only
only be used where stage 3A/tier 3 or less
restrictive emission laws apply.

Basic requirements
IMPORTANT!

Do not mix additives with the oil.


Make sure that the oil is suitable for all varia-
tions in ambient temperature that are likely to
occur before the next oil change. Heat the
engine prior to start if the ambient temperature
is colder than the oil is specified for.
Check the oil grade for which the engine in
question is approved. See the preface for trucks
and buses, Engine oil section.

00:16-15 Issue 47 © 2018 Scania CV AB Sweden 9 (59)


Engine

Viscosity class requirements for


7, 9, 11, 12 and 13 litre engines
Check the oil grade for which the engine in
question is approved. See the preface for trucks
and buses, Engine oil section.

352 435
The illustration describes which ambient temperature in °C the viscosity class can handle for Sca-
nia-approved and market approved oil grades. Note that the Scania-approved oil grades have a
greater temperature range than market approved oil grades.

The temperature range which the market approved oil grades, for example ACEA
352 436

= Exx and API Cxx, can handle.

The temperature range that the Scania-approved oil grades, for example the
352 437

= Scania LDF oils, Scania Low Ash and Scania BEO-2, can handle beside the market
approved oils.

Viscosity class requirements for


16 litre engines
Check the oil grade for which the engine in
question is approved. See the preface for trucks
and buses, Engine oil section.

16 litre engines require oil with a viscosity


class of xW-40.

00:16-15 Issue 47 © 2018 Scania CV AB Sweden 10 (59)


Engine

Truck and bus engines with or


without particulate filter
For these engine types, the approved oil grades
are now specified together with the oil change
intervals. See the prefaces for trucks and buses,
section Intervals for components and systems,
engine oil.

Industrial and marine engines

Emission class Reduced and normal oil change intervals Extended oil change intervals
based on oil analysis results
Without emission ACEA E5, ACEA E7, API CI-4, API CI-4+ Scania LDF, Scania LDF-2,
class Scania LDF-3
Stage 2/Tier 2 ACEA E5, ACEA E7, API CI-4, API CI-4+
Stage 3a/Tier 3 ACEA E5, ACEA E7, API CI-4, API CI-4+ Scania LDF-2, Scania LDF-3
Stage 3a/Tier 3 ACEA E5, ACEA E7, API CI-4, API CI-4+ Scania LDF, Scania LDF-2,
without EGR and Scania LDF-3
SCR
Stage 3b/Tier 4i ACEA E5, ACEA E7, API CI-4, API CI-4+ Scania LDF-2, Scania LDF-3
Stage 4/Tier 4F ACEA E5, ACEA E7, API CI-4, API CI-4+
Tier 2M ACEA E5, ACEA E7, API CI-4, API CI-4+ Scania LDF, Scania LDF-2,
Scania LDF-3
Tier 3M ACEA E5, ACEA E7, API CI-4, API CI-4+
Without emission ACEA E6, ACEA E9, API CJ-4, Scania -
class (gas) Low Ash

Industrial and marine engines


with retrofitted particulate filter

Reduced and normal oil change intervals Extended oil change intervals
based on oil analysis results
Stage 3b/Tier 4i ACEA E6, ACEA E9, API CJ4 -
Stage 4/Tier 4F ACEA E6, ACEA E9, API CJ4 -

00:16-15 Issue 47 © 2018 Scania CV AB Sweden 11 (59)


Engine

Oil analysis, industrial


and marine engines
Oil companies can offer analysis of the engine
oil.

Such analysis measures the oil's TBN (Total


Base Number), TAN (Total Acid Number),
fuel dilution, water content, viscosity and the
quantity of particles and soot in the oil.

The results of a series of analyses serve as the


basis for an oil change interval.

If conditions change, a new series of analyses


must be conducted, to determine new change
intervals.
Gas engines
Diesel engines The following conditions must be met when
To be able to extend the oil change intervals the oil is changed:
using an oil analysis, Scania LDF oils must be
used. • Viscosity at 100°C (212°F): max. ± 20% of
original value of the fresh oil.
The following conditions must be met when • TBN (in accordance with ASTM D4739):
the oil is changed: >3.5.
• Viscosity at 100°C (212°F): max. ± 20% of • TBN (in accordance with ASTM D4739): >
original value of the fresh oil. TAN (in accordance with ASTM D 664).
• TBN (in accordance with ASTM D4739): • Max. oxidation: 10 A/cm according to
>3.5. DIN51453.
• TBN (in accordance with ASTM D4739): >
TAN (in accordance with ASTM D 664).
• Soot (DIN 51452): <3%.

00:16-15 Issue 47 © 2018 Scania CV AB Sweden 12 (59)


Cooling system

Cooling system
Volumes
All volumes are approximate. Check the levels
and top up as necessary.

Volumes for trucks and buses

Component Type Volume in litres


Coolant Note: The coolant volume increases 7 litre engine approx. 30
when components are connected to the cooling
system: – retarder +12 litres – oil cooler and hose 9 litre engine approx. 30
– Webasto auxiliary heater– hydraulic cooling 11 litre engine approx. 40
fan + 10 litres
12 litre engine approx. 40
13 litre engine approx. 40
16 litre engine, PDE approx. 80
16 litre engine, XPI approx. 45

Volumes for industrial and marine


engines

Component Type Volume in litres


Coolant Note: Coolant volumes vary depending 9 litre engine approx. 15
on installation types and hose lengths.
13 litre engine approx. 16
16 litre engine approx. 24
Radiator 1.1m2 approx. 24
Radiator 1.3m2 approx. 30
Radiator 1.5m2 approx. 44

00:16-15 Issue 47 © 2018 Scania CV AB Sweden 13 (59)


Cooling system

Volumes for hybrid bus

Component Type Volume in litres


Coolant Cooling circuit for hybrid battery 13-13.5
Cooling circuit for inverter and direct 21-22
current converter, 12 m bus
Cooling circuit for inverter and direct 24-25
current converter, 14.8 m bus

Volumes for hybrid truck

Component Type Volume in litres


Coolant Cooling circuit for hybrid battery approx. 14
Cooling circuit for inverter and direct approx. 4
current converter

00:16-15 Issue 47 © 2018 Scania CV AB Sweden 14 (59)


Cooling system

Coolant Hot climates


In order to retain the corrosion protection and
WARNING! the higher boiling point, it is essential to use
coolant consisting of water mixed with anti-
Avoid skin contact with coolant, it may cause freeze (ethylene glycol) and corrosion inhibi-
irritation. Hot coolant can cause burns. Use tor. Even in countries where the temperature
protective equipment. Ethylene glycol can be never drops below 0°C.
fatal if ingested.
The coolant should always contain 35-55% by
volume of antifreeze and corrosion inhibitor so
The coolant recommended by Scania is a that the coolant properties ensure that the cool-
mixture of water with antifreeze (ethylene ant works correctly.
glycol) and corrosion inhibitor. The coolant
has several characteristics which are impor-
tant for the operation of the cooling system:
• Corrosion protection
• Antifreeze
• Increases the boiling point

The coolant should always contain 35-55% by


volume of antifreeze and corrosion inhibitor so
that the coolant properties ensure that the cool-
ant works correctly.

Note:
Too high a dose of antifreeze and corrosion
inhibitor will increase the amount of sludge
and blockages accumulating in the radiator.
Too low a concentration can lead to corrosion
of the cooling system and ice formation at low
temperatures.

00:16-15 Issue 47 © 2018 Scania CV AB Sweden 15 (59)


Cooling system

Coolant quality
requirements
Water
Use only pure fresh water that is free from par-
ticles, sludge and other impurities.

If unsure about water quality, use Scania


Ready Mix 50/50 or 35/65 according to the
tables below.

Antifreeze and corrosion


protection
The antifreeze and corrosion inhibitor used in
Scania engines should be of the antifreeze (eth-
ylene glycol) and corrosion inhibitor type.

Only the product Scania coolant, or other prod-


ucts tested to provide proper antifreeze and
protection against corrosion for Scania, may be
used in Scania engines. Products that do not
satisfy the requirements for use in a Scania
engine can result in faults in and damage to the
cooling system. This can lead to the invalida-
tion of Scania's warranty for faults and damage
caused by the use of inappropriate coolant.

Scania Ready Mix coolant is a pre-mixed cool-


ant consisting of water, antifreeze (ethylene
glycol) and corrosion inhibitor. In hot markets
where there is no risk of freezing in the cooling
system, the concentration of antifreeze and cor-
rosion inhibitor can be lower than in Scania
Ready Mix 50/50. Scania Ready Mix 35/65 is
suitable for these markets.

Scania Ready Mix 35/65 contains 35% anti-


freeze (ethylene glycol) and corrosion inhibitor
and 65% water.

00:16-15 Issue 47 © 2018 Scania CV AB Sweden 16 (59)


Cooling system

Scania concentrate
Description Content Part no. Volume
Coolant Antifreeze and corrosion inhibitor (concentrate) 1 894 323 5 l
Coolant Antifreeze and corrosion inhibitor (concentrate) 1 894 324 20 l
Coolant Antifreeze and corrosion inhibitor (concentrate) 1 894 325 210 l
Coolant Antifreeze and corrosion inhibitor (concentrate) 1 894 326 1,000 l

Scania Ready Mix 50/50


Description Content Part no. Volume
Coolant Antifreeze and corrosion inhibitor (50/50) 1 921 955 5 l
Coolant Antifreeze and corrosion inhibitor (50/50) 1 921 956 20 l
Coolant Antifreeze and corrosion inhibitor (50/50) 1 921 957 210 l
Coolant Antifreeze and corrosion inhibitor (50/50) 1 896 695 1,000 l

Scania Ready Mix 35/65


Description Content Part no. Volume
Coolant Antifreeze and corrosion inhibitor (35/65) 2 186 291 5 l
Coolant Antifreeze and corrosion inhibitor (35/65) 2 186 292 20 l
Coolant Antifreeze and corrosion inhibitor (35/65) 2 186 293 210 l
Coolant Antifreeze and corrosion inhibitor (35/65) 2 186 294 1,000 l

00:16-15 Issue 47 © 2018 Scania CV AB Sweden 17 (59)


Cooling system

Topping up Addition of Scania antifreeze and


Coolant must only be topped up with pre- corrosion inhibitor to water
mixed coolant. The pre-mixed coolant can The coolant should contain 35-55% by volume
either be concentrate mixed with clean fresh- Scania antifreeze (ethylene glycol) and corro-
water or pre-mixed coolant from the factory. sion inhibitor. The percentage varies depend-
ing on the need for antifreeze.
IMPORTANT!
A minimum of 35% by volume of Scania anti-
freeze and corrosion inhibitor is needed to pro-
Containers, which are used for mixing coolant,
vide sufficient protection against corrosion.
must be intended for the purpose and free from
any dirt or contaminants. When not in use they Measure the content of ethylene glycol (anti-
must be kept closed to avoid collecting dirt and freeze and corrosion inhibitor) with one of the
dust. following instruments:

Use only pure fresh water that is free from par- Part no. Description
ticles, sludge and other impurities. 588 805 Refractometer
Note:
588 226 Refractometer
Within the coolant change interval, coolant
may only be reused if it has been cleaned of
dirt, sludge and particles. If the coolant is con-
taminated with oil or fuel, it must not be
reused.

00:16-15 Issue 47 © 2018 Scania CV AB Sweden 18 (59)


Cooling system

Risk of freezing

IMPORTANT!

The engine should not be subjected to heavy


loads when ice starts to build up in the cooling
system.

As the coolant starts to freeze, the water in the


coolant starts to crystallise and the percentage
of ethylene glycol in the coolant therefore
rises. If freezing produces a great increase in
the amount of ice, circulation problems could
arise. There is no risk of damage by freezing if
the content of Scania antifreeze and corrosion
inhibitor is at least 35% by volume.
Minimal ice formation in the coolant some-
times causes minor problems without any risk
of damage. For example, the auxiliary heater
may not work for up to 1 hour after the engine
has been started.

00:16-15 Issue 47 © 2018 Scania CV AB Sweden 19 (59)


Cooling system

Antifreeze properties
% by volume of Scania antifreeze and corrosion inhibitor 35 40 50 60
Temperature when the mixture begins to freeze (°C) -21 -25 -46 -55

% by volume of antifreeze and


corrosion inhibitor
Curve A: 10 20 30 40 50 60%
Freezing begins. Malfunctions may arise.
-10 o C
o
-16 C o 1
Curve B: -20 C

Risk of damage by freezing. o


-30 C
3 2
Example: At temperatures around -16°C, there o
-40 C
is a risk of damage by freezing if the percent- o
age of antifreeze and corrosion inhibitor is 20% -50 C
by volume. At 30% by volume, the coolant will

121 134
o
-60 C
not contain any ice. B A

00:16-15 Issue 47 © 2018 Scania CV AB Sweden 20 (59)


Cooling system

Oil quality requirements


for hydraulic cooling fan

Viscosity class Ambient temperature Volume Oil grade Factory filling


(litres)
SAE 0W-30 <-30°C - +30°C
SAE 5W-30 <-30°C - +30°C Engine oil with
specification
SAE 5W-40 <-30°C - >+40°C 9-13 Engine oil 5W-40
ACEA class A,
SAE 10W-40 0°C - >+40°C B or E

SAE 15W-40 0°C - >+40°C

< = less than

> = greater than

00:16-15 Issue 47 © 2018 Scania CV AB Sweden 21 (59)


Air conditioning

Air conditioning Compressor oil

Refrigerant IMPORTANT!

An opened package of compressor oil must be


WARNING! disposed of correctly after use. It must not be
saved.
The refrigerant can cause frostbite on contact
with skin. Always use protective equipment
when handling refrigerant. For information about oil volumes, refer to
Workshop Manual group 18.

Truck
IMPORTANT!
For refrigerant R134a, use PAG oil.
Only R134a refrigerant may be used.
Bus
POE oil must be used for Bock and Bitzer
IMPORTANT! brand compressors. PAG oil must used for
Zexel TM-31 model compressors. For other
Work on the cooling system must be carried compressors, contact the manufacturer.
out in compliance with the legislation of the
country in question.
Manufacturer Oil type
Bock POE oil
Always use the requisite special equipment
when working on the air conditioning. Bitzer POE oil
Trucks using refrigerant R134a should use the Zexel PAG oil
Scania receiver dryer. For the crew cab with
additional AC there is an additional receiver Other components Contact the
manufacturer
dryer.

The amount of refrigerant is stated on a sticker


on the vehicle air conditioning unit, situated
behind the front grille panel.

00:16-15 Issue 47 © 2018 Scania CV AB Sweden 22 (59)


Fuel

Fuel Sulphur content


Engines with an EGR system are more sensi-
Diesel tive to high sulphur contents in fuel than
engines with an SCR system. Use of fuel with a
high sulphur content in engines with an EGR
WARNING! system leads to permanent engine damage.
This is because sulphur is led back into the sys-
Diesel is harmful to the skin and eyes. Wear tem via the exhaust gases and then cools and
protective gloves and eye protection when han- forms sulphuric acid.
dling diesel.
Even a single tank of diesel with high sulphur
content will cause permanent engine damage.
The quality of the diesel is very important for
the operation and service life of the engine and
the fuel system, and also for the engine perfor- IMPORTANT!
mance.
Idle vehicles with engines with an EGR system
Quality requirements that have mistakenly been filled up with fuel
that has a higher sulphur content than they can
If the engines are to attain their stated perfor- handle. Let the engine idle for 60 seconds
mance characteristics and comply with the before switching off the engine. This reduces
emission requirements of the authorities, the the risk of engine damage. Refill the vehicle
diesel used should comply with one of the fol- with low-sulphur fuel as soon as possible.
lowing specifications:

• European standard EN 590 or equivalent. For more information on the sulphur contents
• Diesel complying with Swedish environ- which are permitted, refer to the preface to
mental classification SS155435. maintenance programme (00:16-01 and 00:21-
50).
EN 590 and SS155435 specify a maximum of
7% EN 14214 biodiesel, but Scania approves Addition of Biodiesel EN 14214
up to 10% mixtures of EN 14214 biodiesel.
Contact your distributor for more information.
The diesel standards EN 590 and SS155435
Refer to the Biodiesel section for more infor-
specify a maximum of 10 ppm sulphur (ultra-
mation about Biodiesel EN 14214.
low sulphur diesel). Older versions of the
standards permit higher sulphur content. For
more information on the permitted sulphur
content, refer to the preface for maintenance
programme (00:16-01 and 00:21-50).

00:16-15 Issue 47 © 2018 Scania CV AB Sweden 23 (59)


Fuel

Temperature dependent Use of kerosene


Diesel is usually supplied in different grades For one-off acute cases, the low temperature
depending on the expected ambient tempera- characteristics of the diesel can be improved by
ture, i.e. summer or winter diesel. At tempera- adding kerosene to the diesel as a precaution. A
tures lower than those specified for the diesel, maximum of 20 % may be added in such cases.
paraffin wax may precipitate from the fuel and When refuelling, add the kerosene first, so that
block filters and pipes. If this happens, the it mixes thoroughly with the diesel.
engine cannot be started and malfunctions may
occur. Depending on the quality of the diesel, Note that a mixture of kerosene with low sul-
this could happen at temperatures as high as phur diesel has no effect on low-temperature
±0°C. National requirements can result in the properties.
fuel having different low temperature charac-
teristics in different markets. Mixing in biofuel IMPORTANT!
increases the risk of paraffin precipitation.
Kerosene may only be used on individual occa-
Refuelling with the right fuel quality is essen- sions. Additives other than kerosene are forbid-
tial, but it is often hard to know the quality of den. This is because using additives or
the fuel. One recommendation is to refuel in repeatedly using kerosene causes damage to
the same climate zone that the vehicle will be the engine.
cold starting in. Unfortunately, this does not
always help. Paraffin precipitation can be seen
under the filler cap as a thin caking in the sur- Petrol and alcohol
face layer. The engine may start, but will stop
pretty soon because the filter will become It is not permitted to mix petrol or alcohol with
clogged. the diesel. Use of petrol and alcohol causes
wear to the engines. In the worst cases, a single
If the vehicle is driven in a climate which is refuelling can lead to engine damage.
colder than it is normally driven in, contact
your distributor for information about the fuel.
IMPORTANT!
If the current fuel is not suitable for the
expected temperature, and diesel that meets the With a mixture of diesel and petrol, the risk of
temperature requirements is not available, an the fuel tank exploding quickly increases.
electric fuel heater may be installed as a pre-
caution. The fuel heater can raise the tempera-
ture by approx. 5°C. This is not always enough
if the tank is full of diesel intended for a hotter
climate. If the filter becomes blocked, it must
be renewed since the fuel heater is not able to
dissolve paraffin that builds up there.

00:16-15 Issue 47 © 2018 Scania CV AB Sweden 24 (59)


Fuel

Water and micro-organisms


Only small amounts of water are permitted in However, water-separating filters are no guar-
fuel. For diesel (EN 590) max. 0.02% and for antee that there will not be water in the fuel.
biofuels (EN 14214) max. 0.05%.These The small amount of water that can precipitate
amounts of water do not affect engine function. in diesel (<0.02%) passes through the filter, but
Long-term and unsuitable storage of fuel that is relatively harmless. Large amounts of water
results in more water gathering can lead to are separated up to a certain point. If the fuel
growth of micro-organisms (bacteria and fun- pick-up unit sucks in pure water at the bottom
gus). of the tank the filter will collapse, allowing
water and dirt to pass into the engine. Over
The micro-organisms grow in the interface time, this can cause engine damage.
between water and fuel. They can lead to a
Check the fuel tank during maintenance. If the
brown or black slimy film and discolour the
fuel tank contains water, it must be removed.
fuel.
The reason for this is to prevent water from
Micro-organisms can block the fuel filter so being transported through the fuel system
that the engine runs unevenly or stops. They which can damage the engine.
can also pass the filter and form damaging
coatings on different parts of the injection sys-
tem.

Water-separating fuel filters are a major cus-


tomer requirement in markets with fuel quality
problems. A water-separating filter is an option
on PDE and HPI engines. The filter is standard
equipment on engines with XPI. In addition,
water-separating filters on vehicles with PDE
and HPI engines are fitted with a drain tap,
while those on XPI engines have no drain tap.
In these engines the water is channelled back to
the fuel tank.

00:16-15 Issue 47 © 2018 Scania CV AB Sweden 25 (59)


Fuel

Decontamination
The vehicle fuel system must be completely
cleaned from fuel and water. The tanks must be
drained and cleaned, mechanically and by
steam/high-pressure washing, and then dried.
Lines and other components in the fuel system
must be flushed and blown dry. It is important
that no fluid is left in the system after cleaning.

Always renew the fuel filter. In the event of


serious or long-term infection, the injectors and
fuel pump may also need to be renewed.

Locate the source of the infection. Establish


and rectify the cause of the contamination so
that the infection does not recur. It is usually
fuel that has been stored for a long time, with
little movement, without draining the conden-
sation, for example in a container, barrel or
auxiliary tank.

Various diagnostic agents and anti-bacterial


fuel additives are available on the market.
When the fuel system has been thoroughly
cleaned, an anti-bacterial agent can be added at
the first refuelling in order to ensure successful
decontamination. Continuous use can damage
the fuel system and is not recommended.

IMPORTANT!

Fuel additives can contain substances that are


dangerous to the environment and health. Take
care to follow the manufacturer’s instructions
for handling and dosing.

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Fuel

Fuel properties Calculating engine power


Permissible limits for e.g. density, viscosity, The engines are tested in the factory using fuel
cetane rating and filtration ability of diesel are with a density of 840 kg/m³.
indicated in the European standard EN 590.
If fuel of a different density is used, the change
Density in power can be calculated using the following
formula:
Fuel density is measured in kg/m³.

Warm fuel has a lower density than cold fuel.


This means that engine power falls as the fuel
temperature rises. Winter fuel sometimes has a
lower density than summer fuel. The lower
density of winter fuel can also cause a reduc-
tion in engine power. Nekorr = Power with the fuel used
Viscosity Ne = Specified power
The viscosity is a measurement of how viscous P = Density of the current fuel in
or fluid the fuel is. The density and viscosity kg/m³ at +15°C
normally correspond to one another.
840 = Density of the fuel used in
Cetane rating factory tests

The cetane rating is a measure of the ability of Example: Density of the fuel used: 810 kg/m³.
the diesel to ignite. If the cetane rating is below Specified engine power: 500 hp.
the recommended values according to EN 590,
the vehicle may be difficult to start. In extreme
cases, engine damage may occur.

Filtration ability
This refers to the lowest temperature at which This formula does not take viscosity into
the diesel can be used without clogging the fuel account, which also has a minor effect on
filter and fuel lines. engine power.

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Fuel

Special applications for DMX and DMA diesel


Industrial and Marine IMPORTANT!
engines
Use of DMX and DMA diesel is not permitted
Use of fuel oil in stand-by for engines with SCR systems.
generator sets
Long-term storage of diesel, where the diesel DMX and DMA diesels normally cause
comes into contact with water, may lead to the increased wear on the injection system. As a
growth of micro organisms (bacteria and fun- result of the high sulphur content in these types
gus). To avoid this in fuel used in stand-by of diesel, the engine oil is also affected. The
generator sets, Scania permits the use of fuel engine oil must have as high a Total Base
oil according to DIN 51603-1 and Number (TBN) as possible.
ÖNORM C 1109.
REQUIREMENT!
Use of fuel oil is only permitted for stand-by
generator sets and under the following condi- For engines running on DMX and DMA die-
tions. sels, the engine oil must have a TBN of at least
12.
• The fuel must not be stored or used in tem-
peratures under -10°C (14°F).
When the engine is taken into operation the
• The engine must not be equipped with an
engine oil must be analysed every 50 hours to
SCR system.
determine the correct oil change interval. The
oil analysis must be carried out according to
the instructions in the Oil analysis section in
OPM 250.
Bear in mind that the emission limit for the
current engine type may limit the maximum
permitted sulphur content of the diesel.

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Fuel

Biodiesel The following two options for FAME opera-


tion have been approved:
Scania currently approves two types of bio- • FAME in accordance with EN 14214.
diesel: FAME in accordance with EN 14214
and HVO in accordance with EN 15940. • A mixture of diesel EN 590 and FAME
EN 14214.
FAME EN 14214 With the exception of the following vehicles
and engines.
The designation RME is also used for FAME
EN 14214. Exceptions from FAME use
Use of FAME EN 14214 in Scania The following vehicles and engines must not
engines use diesel with a higher mixture of FAME EN
14214 than as stated in EN 590 (max. 10%
Scania permits up to 100% FAME EN 14214, FAME EN 14214):
depending on engine type. For more informa-
tion about the FAME EN 14214 quantities • Emergency vehicles.
approved for different engines, see the preface • Vehicles that have downtimes greater than
for each type of vehicle. two months.
Normal diesel in accordance with EN 590 can • Industrial engines with XPI.
contain up to 7% FAME EN 14214 from the • Buses with HPI engines.
diesel supplier. There are types of diesel equiv-
alent to EN 590 but which contain a great con- • XPI engines that are not prepared/approved
tent of FAME EN 14214. Scania approves up for biodiesel.
to 10% mixture of FAME EN 14214 for all
engines. More information on diesel quality
requirements can be found in the Diesel sec-
tion.

A higher FAME EN 14214 than 10% will lead


to the same maintenance intervals as 100%
FAME EN 14214.

IMPORTANT!

Be aware that the maintenance intervals are


different for operation with EN 590 diesel to
those for FAME EN 14214.
For more information about maintenance inter-
vals, see the preface to maintenance pro-
gramme.

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Fuel

Conditions for operation with FAME EN 4. Shorter oil change intervals for engine
14214 oil.
The following conditions must be fulfilled if The boiling point of FAME EN 14214 is
Scania diesel engines are to be run on more of higher than for diesel, which means that the
an addition than according to EN 590. fuel does not evaporate if it gets into the oil
sump. To avoid the risk of running on thin
1. For Euro 6 engines there are a number of oil, the oil changes must be carried out
engine types approved for a mixture higher more frequently. Extended oil change inter-
than 10%. These are described in the pref- vals are not possible.
ace to maintenance programme. For Euro 5
For more information about change inter-
engines and lower emission classes, all
vals for engine oil, engine oil filters and
engines are approved for a mixture higher
fuel filters, refer to the preface of the rele-
than 10% – provided they have been
vant maintenance programme.
adapted for FAME EN 14214. Adaptation
means using appropriate fuel filters and 5. Engine oil viscosity class and level.
maintenance intervals. The oil viscosity must be xW-40.
2. Biodiesel, which is used as an addition or xW-30 grade oils are unsuitable due to the
as 100% product, must conform to fuel dilution effect.
EN 14214.
The engine oil level must be checked regu-
The customer must meet costs related to larly.
fuel quality if the fuel does not conform to If the oil level exceeds the maximum level,
EN 14214. the oil must be changed.
3. For Euro 6 engines approved for biodiesel,
the following limitations apply to 100%
FAME EN 14214:
The fuel must conform to EN 14214 with
the following supplementary requirements:
– Maximum 4 mg/kg ash constituents.
– Maximum 1 mg/kg phosphorus.

Maintenance intervals for exhaust gas after-


treatment are calculated based on Biodiesel
EN 14214 with supplementary require-
ments.
The customer must meet costs related to
fuel quality if the fuel does not conform to
EN 14214 with supplementary require-
ments.

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Fuel

Properties of FAME EN 14214 Contaminants


FAME EN 14214 may contain contaminants,
General
that block particulate filters and poison cata-
The properties of FAME EN 14214 differ from lytic converters. The European biodiesel stand-
the properties of diesel. It is important to coop- ard FAME EN 14214 stipulates the
erate with an experienced fuel supplier when requirements on concentrations of contami-
FAME EN 14214 is used. nants for biodiesel. For a Euro 6 engine, the
amount of contaminants in FAME EN 14214
High temperatures must be less than the level permitted according
Note: to the standard. Good quality FAME EN 14214
conforms to the supplementary requirements
At temperatures above +38°C, FAME EN
set out by Scania without any problems:
14214 fuel together with flammable materials
can auto-ignite. • Maximum 4 mg/kg ash constituents.
• Maximum 1 mg/kg phosphorus.
Low temperatures
FAME EN 14214 has poorer low-temperature
characteristics than diesel. National require-
ments for FAME EN 14214 can result in the
fuel having different low temperature charac-
teristics in different markets.

The characteristics of FAME EN 14214 often


start to deteriorate at +10°C. The fuel is more
sensitive to extended periods of cold weather
than it is to an occasional reduction in tempera-
ture. The fuel can exhibit precipitation that
blocks filters and fuel systems. Scania recom-
mends switching to diesel that complies with
standard EN 590 when temperatures are about
+/- 0°C. If biodiesel is to be used at lower tem-
peratures, please consult the relevant fuel sup-
plier.

Scania recommends the installation of an


engine and fuel type-customised fuel heater to
improve the starting characteristics. Mixing in
diesel EN 590 also improves cold-start proper-
ties.

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Fuel

Storage of FAME EN 14214 Consumption, performance and


FAME EN 14214 has a maximum storage life emissions
of 6 months from the date of production to the FAME EN 14214 has a lower energy content
expiry date. The fuel is affected by light, tem- than diesel EN 590. This can affect perfor-
perature, water, etc. during storage, which mance and fuel consumption. The different
affects its characteristics and service life. chemistry of FAME EN 14214 also produces
FAME EN 14214 also has lower stability different exhaust gases to diesel EN 590.
against oxidation than diesel EN 590. This can Measurements have shown that FAME EN
result in a thickening of the fuel and blocking 14214 can have the following effect:
of parts of the fuel system, e.g. the fuel filter.
Bacterial growth can occur when fuel is stored • Emissions of nitrogen oxides are increased.
in tanks under unfavourable conditions. Avoid For Euro 6 engines, however, these are just
storage in barrels or auxiliary tanks, except as low as for diesel.
when fuel turnover rates are high. Check that • Emissions of hydrocarbons, carbon monox-
the tank is clean whenever refuelling takes ide and particles are reduced.
place.
• Fuel consumption is increased, typically by
If the vehicle has been refuelled with FAME approx. 8%.
EN 14214 and is stationary for a long period,
• Engine efficiency is the same as for diesel
condensation water can form in the fuel tank
EN 590.
and result in bacterial growth.

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Fuel

Other things that can be affected Switching from FAME EN 14214 to


by running the engine on FAME diesel EN 590
EN 14214 Renew the fuel filter when switching from
FAME EN 14214 to EN 590 diesel. For vehi-
Optional equipment cles with XPI engines, switch to a fuel filter
that has been adapted for EN 590 diesel.
It is important that bodywork auxiliary equip-
ment can also be run on FAME EN 14214 if it If the vehicle is run alternately on FAME
runs on the same fuel as the vehicle engine. EN 14214 and EN 590 diesel, follow the main-
Certain types of accessories, such as Eber- tenance intervals for FAME EN 14214.
spächer and Webasto engine heaters, cannot
run on FAME EN 14214 and thus require a Switching from EN 590 diesel to FAME
separate fuel tank. EN 14214

Bodies FAME EN 14214 has cleansing properties and


can dissolve deposits from diesel in the fuel
In order for the vehicle to be run on FAME EN system. This requires extra steps when switch-
14214, the bus bodybuilder or bodybuilder ing from diesel EN 590 to FAME EN 14214 as
must use materials that are resistant to FAME follows:
EN 14214 in the fuel system.
• Change the engine oil, renew the oil filter
FAME EN 14214 fumes and clean the centrifugal oil cleaner at the
FAME EN 14214 fumes can impact the sur- time of the switch and after 1,000 km. After
rounding environment. The materials in side that, renewal and cleaning is done at each
skirts and panels above the fuel filler point can oil change.
degrade. • Renew the fuel filter when changing the oil
at the time of the switch and every 1,000 km
Deviations the first two times. For vehicles with XPI
If deviations occur when running the vehicle engines, switch to a fuel filter adapted for
on FAME EN 14214 rather than diesel, these FAME EN 14214.
must be reported to a Scania distributor so that The fuel filter must then be renewed as
they can be reported to the factory. specified in the tables in the Preface for
maintenance programme 00:16-01 and
Switching between diesel EN 590 00:21-50.
and FAME EN 14214.
Note:
When switching between EN 590 diesel and
FAME EN 14214, the variant family for fuel
adjustment in the SOPS file needs to be
changed. This must be done for the parts in the
technical package to be correct.

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Fuel

HVO EN 15940
HVO (Hydrogenated Vegetable Oil) is a par-
affinic diesel, produced by hydrotreatment,
which is extracted from different sources.

Hydrotreated fuels are free of sulphur and aro-


matics.

Scania approves HVO EN 15940 as a fuel in its


Euro 3, Euro 4, Euro 5 and Euro 6 diesel
engines for trucks and buses. The exception is
DC07 101. This is not approved for other mix-
tures of HVO EN 15940 than those in accord-
ance with EN 590.

For all industrial and marine engines, Scania


accepts up to 100% HVO EN 15940.

See the table of the approved vehicles. These


and vehicles with higher chassis serial numbers
are approved.

Production site Engine type Chassis serial Chassis serial


number, Truck number, Bus
Angers DC9, DC12, DC13 9172513
DC16 9172445
Södertälje DC9, DC12, DC13 2082023 1883515
DC16 2081940
Zwolle DC9, DC12, DC13 5307129
DC16 5306936

Vehicles with lower chassis serial numbers


than those in the table may not be run on HVO.

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Fuel

Switching between various fuels Properties of HVO EN 15940


Switching between fuel types should be -HVO must comply with EN 15940 require-
approached with caution. When switching to or ments.
from FAME EN 14214, the vehicle SOPS file
must be updated to get the correct maintenance -HVO EN 15940 means no changes to the
intervals and parts. When switching between extent of maintenance, unlike Diesel EN 590.
HVO EN 15940, FAME EN 14214 and diesel -Examples of marketing names are BioMax,
EN 590, the fuel filter needs to be renewed. C.A.R.E or NEXBTL.

-HVO has similar thermal properties to diesel


EN 590. The turbidity point is closer to -40°C,
which means that it is good to use HVO EN
15940 in colder climates.

-HVO EN 15940 works well in auxiliary heat-


ers.

-HVO has a lower energy content per unit of


volume compared to diesel EN 590, which
increases fuel consumption and reduces the
output by 3-5%.

-HVO can be stored in the same conditions as


Diesel EN 590.

-HVO has lower density than Diesel EN 590


(780 kg/m³ against 800-845 kg/m³ for diesel
EN 590).

-Scania recommends not mixing fuels from dif-


ferent markets. A fuel that is not mixed by a
fuel manufacturer, may not have the same
guaranteed quality compared to Scania stand-
ards. If there is a switch from FAME to HVO
or fossil diesel, for example, run the tank until
it is empty before filling with the new fuel
type.

-HVO has less environmental impact compared


to fossil diesel.

00:16-15 Issue 47 © 2018 Scania CV AB Sweden 35 (59)


Fuel

Ethanol Quality requirements for ethanol


Scania only approves ED95 ethanol as fuel for The fuel must be of the type ED95. For both
ethanol engines. technical and environmental reasons, no other
type of ethanol is recommended.
Ethanol in hot climates The fuel consists of approximately 95% azeo-
There may be problems starting in hot cli- tropic denatured ethanol and 5% ignition
mates. Starting problems are caused by the fuel improver. Azeotropic means that the ethanol is
boiling in the fuel system when the engine is at such a high concentration that it is not possi-
switched off. If the vehicle is equipped with a ble to remove any more water.
booster pump, this is used when starting.
Content of ethanol fuel:
Ethanol in cold climates • Ethanol (E95)
Starting the vehicle from cold, below -20 °C, • Ignition improver (Beraid 3 555)
increases the amount of white smoke and con-
densed moisture significantly. Always use the • Lubrication improver (Ethomen)
engine heater in cold conditions. The engine • Colorant (only in Sweden)
heater counteracts engine wear when starting
• Corrosion protection
the vehicle from cold and therefore increases
the engine service life. • Denaturant

Comply with local regulations when using


denaturant.

Note:
Do not use methanol or methylene as they will
clog the nozzle holes.

00:16-15 Issue 47 © 2018 Scania CV AB Sweden 36 (59)


Fuel

Gas Gas quality requirements, trucks


and buses
Vehicle gases such as natural gas and biogas
are 85-95 % methane. The gas is colourless and The gas must comply with one of the following
odourless. However, odorants are added so that standards, depending on whether natural gas or
any gas leaks can be detected more easily. The biogas is being used:
quality of the gas is important to engine opera-
• ISO/DIS 15403 Natural gas class H: Wobbe
tion, service life and performance. In order for
index upper 46.1-56.5 MJ/Sm3
the engine to attain its specified performance
and to comply with the emissions require- • Biogas Swedish standard SS 15 54 38:
ments, the fuel must comply with ISO/ Wobbe index lower 45.5 (type A) 48.2 (type
DIS 15403. B) MJ/Sm3 (~ Wobbe index upper 50.6 (type
A) 53.6 (type B) MJ/Sm3)
The engine is fitted with lambda control which
means that the engine management system Sm3 (Standard cubic metre) is measured at the
adapts automatically to different types of gas following temperature and pressure:
and grades of gas within the approved range.
Natural gas and biogas can be mixed without a Tu = 273.15 K, Pu = 101.325 kPa.
manual setting being made. In case of large dif-
If the gas quality does not comply with the
ferences in gas quality, automatic adaptation
specification above, Scania cannot guarantee
takes place with a slight delay. The engine
that the engine will work and produce the right
should therefore be used through its entire driv-
performance and emission level.
ing cycle in order for the adaptation to be fully
completed. The engine can be operated with any mixture
of biogas and natural gas that complies with
ISO/DIS 15403 and SS 15 54 38.

The engines adjust automatically to the gas


quality in question.

00:16-15 Issue 47 © 2018 Scania CV AB Sweden 37 (59)


Fuel

The specification below applies to natural gas


typically available in Sweden. The mixture of
different gas components can vary greatly
between different gas sources.

Check with the gas supplier as to what their gas


contains.

Upper calorific value 41.0 MJ/m3


Effective calorific value 37.0 MJ/m3
Upper Wobbe index 52.0 MJ/m3
Relative density 0,62
Methane CH4 91.1% by volume
Ethane C2H6 4.7% by volume
Propane C3H8 1.7% by volume
Butane C4H10 1.4% by volume
Nitrogen N2 0.6% by volume
Carbon dioxide CO2 0.5% by volume

00:16-15 Issue 47 © 2018 Scania CV AB Sweden 38 (59)


Fuel

Quality requirements for natural


gas, industrial engines

IMPORTANT!

The operator is responsible for using the cor-


rect type of gas to ensure that local laws are
complied with.

Methane amount and calorific value per


power level
The requirements for the lowest permitted
methane amount and calorific value vary
depending on the engine power as shown in the
table below.

The methane number is calculated according to


the MWM method in EN 16726:2015. Use the
calculator on the Euromot website or similar.

The calorific value is calculated according to


standard ISO 6976. Use the Natural gas calo-
rific value calculator on the Unitrovers website
or similar. This calculator can also be used for
biogas.

Engine power Power class Type of fuel Lowest methane Lowest calorific
1,500/1,800 rpm number value (MJ/m3)1
333/372 kW PRP Natural gas 70 23.5
372/411 kW PRP Natural gas 72 24.5
407/426 kW PRP Natural gas 75 26.5
360/360 kW PRP Pure biogas 70 21
330/350 kW COP Natural gas 70 23.5
320/320 COP Pure biogas 70 21

1. Lowest calorific value at the reference state of 15°C (59°F) and 101.325 kPa.

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Fuel

Other quality requirements

Requirement Value
Natural gas Biogas
Supply pressure to gas 20-35 mbar (0.3-0.5 psi) 15-35 mbar (0.2-0.5 psi)
regulator1
Fuel temperature 10-40°C (50-104°F)
Max. water content A maximum of 80% relative humidity at the lowest fuel temperature.
There is no water, other visible impurities or condensation.
Max. sulphur content (H2S) 20 mg/Nm3
Max. sulphur content (total) 350 mg/Nm3
Max. ammonia content 20 mg/Nm3
Max. level of halogenide 65 mg/Nm3
compounds
Max. hydrogen gas content 12% (v/v)
Max. siloxane content 1 mg/Nm3 5 mg/Nm3
Max. particle quantity 10 mg/Nm3
Max. particle size 5 μ (filtration with 99% cleaning above 5 μ is recommended)
Max. fluctuation speed in gas 5 mbar/30 s (0.07 psi/30 s)
pressure
Max fluctuation speed in 1% Ch4/30 s 0.5% Ch4/30 s
calorific value

1. The values also apply at full load. Lower values may be permitted if they have first been approved by Scania. If a lower value is used,
the maximum output is reduced.

Gas is referred to with normal cubic metres


(Nm3) at the following temperature and pres-
sure:

Tu = 273.15K, Pu = 101.325 kPa.

00:16-15 Issue 47 © 2018 Scania CV AB Sweden 40 (59)


Exhaust system

Exhaust system Properties


Reductant in accordance with ISO 22241 is a
Reductant for SCR solution consisting of urea and water contain-
ing 32.5% by weight of urea. The solution
freezes at approximately -11°C. When the
IMPORTANT! solution freezes, ice and water always maintain
the same concentration. Always store reductant
The operator is responsible for using the cor- at a temperature of between -11°C and 30°C.
rect type of reductant to ensure that local laws
are complied with.
The recommended Limit value
% by weight of urea according to
ISO 22241
Reductant 32.5% by weight of
urea 32.5 % 31.8-33.2%

Reductant is normally colourless if no dye has


REQUIREMENT! been added. Reductant is not harmful to the
skin. Nor is it toxic in small quantities, but it
If the SCR system should be operated with tastes very unpleasant.
32.5% by weight of urea, the reductant should
be specified in accordance with ISO 22241 in Reductant is extremely corrosive, especially to
order to comply with the emission require- aluminium and copper. Reductant has a low
ments set by the public authorities. surface tension and rapidly spreads over large
areas, which then become very slippery. There-
fore, wash off any spillages on metal and elec-
Reductant is a solution consisting of urea and trical connections as soon as possible. Water
water, is usually called AdBlue, DEF, works very well for cleaning purposes. Please
ARLA 32 or AUS 32, depending on the mar- use hot water.
ket. On the SCR, the reductant is added to the
exhaust gases before the catalytic converter. As If reductant seeps into electrical connections or
a result the emissions of nitrogen oxides are electrical cables, these must be renewed.
reduced.
Reductant can dry out and form white or grey-
Volume ish brown crystals or deposits. Dense deposits
which have been formed as a result of heat may
For the filling volume and the total volume for need to be scraped off or heated to more than
different tank sizes, see Workshop Manual sec- 500°C.
tion 00-26 Reductant tank.
Further information about reductant is pro-
vided in the Workshop Manual, main group 03.

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Exhaust system

Reductant 40% by weight of urea

IMPORTANT!

Reductant with a 40 % urea mixture can only


be used in exhaust gas aftertreatment manage-
ment systems for certain marine engines.

REQUIREMENT!

If the SCR system should be operated with


40% by weight of urea, the reductant should be
specified in accordance with ISO 18611 in
order to comply with the emission require-
ments set by the public authorities.

Properties
Reductant in accordance with ISO 18611 is a
solution consisting of urea and water contain-
ing 40% by weight of urea. The solution will
freeze at approx. 0°C. Always store reductant
at a temperature between 0°C and 30°C. Fur-
thermore, reductant in accordance with
ISO 18611 has the same properties as reductant
in accordance with ISO 22241.

The recommended Limit value


% by weight of urea according to
ISO 18611
40% 39-41%

00:16-15 Issue 47 © 2018 Scania CV AB Sweden 42 (59)


Transmission

Transmission
Oil grades
The table below describes the Scania quality
requirements for transmission oil.

Oil grade Explanation


STO 1:0 Scania's basic requirements for oil for use in axle gears and gearboxes.
STO 2:0 A1 Scania's requirements for high performance oil for use in axle gears.
STO 2:0 G1 Scania's requirements for high performance oil for use in gearboxes.
STO 2:0 A FS2 Scania's requirements for fuel-efficient high performance oil for use in axle
gears.

1. STO 2:0 A and STO 2:0 G have been developed to provide the option for extended oil change intervals and good fuel economy.
They have been specially tested in field tests at Scania which issues the approvals. STO 2:0 A and STO 2:0 G also comply with
STO 1:0.
2. For more information on fuel-efficient oils, see the section Fuel-efficient oils for trucks and buses. STO 2:0A FS also complies
with STO 1:0. For more information on oil change intervals and rules, refer to the Preface for trucks and buses.

Oil change intervals


The required interval between oil changes
depends on the operation type and the grade of
oil used; see the preface for trucks and buses.

Manual gearboxes
Oil volumes
All volumes are approximate and apply to a dry
gearbox. The volume for an oil change may be
approximately 1 litre less. Volumes are given
in litres.

Note:
If the vehicle is equipped with power take-offs,
the oil volume must be increased, see the sec-
tion Power take-offs.

00:16-15 Issue 47 © 2018 Scania CV AB Sweden 43 (59)


Transmission

Type Volume (litres) Comments


G670 ZF, Ecolite 6 S 1 200 TD 7
G701 ZF, Classic Line S6-1550 13
GR801 10 Water oil cooling adds 1.0. Air oil
cooling adds 2.0.
GR801 in K/N buses 10
GR801R 11
GR900, GRS890/900, GRSO900 16
GR900R, GRS890R/900R, 17
GRSO900R
GRS920 16
GRS920R 17
GR875 /R, GRS895 /R, 13-15 The larger volume applies to gearboxes
GRSO895 /R, E-GRS895 with a high level plug.
GR905/R, GRS905/R, 14.5-17.5
GRSO905/R, GRSO925/R
GRSO935/R 19
GTD800/900/901 Transfer 6.5
gearbox
GTD950 Transfer gearbox 12
GRSOH901R, ZF-Transmatic - When changing oil:
Gearbox - Torque converter - approx. 30 Total
Retarder volume: 43
Opticruise, stroke damper for 0.09
GR875, GRS895, GRS905,
GRSO905, with or without
retarder.
Opticruise, stroke damper for 0.27
GR801, GRS890, GRS900,
GRSO920, with or without
retarder.
Range damper (bus) GR875, 0.045
GRS895
Range damper (bus), GR801 0.1

00:16-15 Issue 47 © 2018 Scania CV AB Sweden 44 (59)


Transmission

Factory filling

G670 ZF, Ecolite 6 S 1200 TD1 -


G701 ZF, Classic Line S6-15501 ZF TE-ML From January 2017.
02 02E
GR875, GR875R, GRS895, GRS895R, GRSO895, STO 2:0 G
GRSO895R
GR801, GR801 in K/N buses, GR801R STO 2:0 G
GR900, GRS890/900, GRSO900, GR900R, GRS890R/ STO 2:0 G
900R, GRSO900R
GRS920, GRS920R STO 2:0 G
GR905, GRS905, GRSO905, GRSO925, GR905R, STO 2:0 G
GRS905R, GRSO905R, GRSO925R, GSRO935R
E-GRS895 in hybrid vehicles2 MTF 4250 Same oil system for
(75W-90) gearbox and electric
machine.
GRS895 in hybrid vehicles2 STO 2:0 G Separate oil system for
gearbox and electric
machine.
GTD800/900/901 Transfer gearbox1 ZF TE-ML
19C
GTD950 Transfer gearbox ZF TE-ML
19C
GRSOH901R, ZF Transmatic1 ZF TE-ML Same oil system for
02H gearboxes, retarders and
torque converters with
gear-changing clutches.
Opticruise, longitudinal stroke damper ATF oil Also applies to low range
dampers on buses.

1. The ZF list of lubricants can be downloaded from the ZF website, www.zf.com. Click the heading Products & Services, select Ser-
vice Center under the Service Portfolio tab, select ZF List of Lubricants under Lubricants & Steel and then select the list of lubri-
cants required ZF TE-ML XX.
2. Hybrid vehicles produced from June-October 2016 may have 2 different varieties of gearbox E-GRS895. One variant has an
electric machine without an oil pump, which means a common lubrication system for the electric machine and gearbox with oil
grade MTF 4250. The other variant has an electric machine with an oil pump, where the electric machine is maintenance-free and
the oil change intervals of the gearbox are described in the section Transmission oil change intervals, see GRS895.

00:16-15 Issue 47 © 2018 Scania CV AB Sweden 45 (59)


Transmission

Viscosity class requirements


GRSOH901R, ZF-Transmatic
The ZF list of lubricants can be downloaded
from the ZF website, www.zf.com. Click the
heading Products & Services. Select Service
Centre on the Service Portfolio tab, under
Lubricants & Steel. Select ZF Lists of Lubri-
cants. Then select List of Lubricants and then
the list of lubricants required, ZF TE-ML XX.

Other manual gearboxes

IMPORTANT!

Make sure that the oil is suitable for all varia-


tions in ambient temperature that are likely to
occur before the next oil change.

SAE 75W-90

SAE 80W-90
SAE 85W-90
366 847

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Transmission

Automatic gearboxes
Allison
Oil volumes
All volumes are approximate. Check the levels
and top up as necessary.

If the vehicle is equipped with a retarder,


approximately 0.9 litre of oil is added.

Type Volume (litres) Factory filling


GA750/MD3060 GA751/ During oil change incl. filter: ATF TES 295
MD3066 GA765/MD3000 approx. 20 Total volume: approx. 30
GA766/MD3200 GA767/
MD3500
GA851/HD4060 GA852/ During oil change incl. filter:
HD4560 GA866/HD4000 approx. 34 Total volume: approx. 50
GA867/HD4500 GA868/
HD4500 (F bus)

For more information about lubricants refer to


www.allisontransmission.com.

Voith
Oil volumes

Type Volume (litres) Factory filling


DIWA.5 During oil change incl. filter: Synthetic oil, see
approx. 24 document H55.6336441

1. For oils with change intervals of up to 60,000 km, download the document on the Voith website, www.voith.com. See also
other information on oil change intervals and oil grades.

For more information about lubricants refer to


www.voith.com.

00:16-15 Issue 47 © 2018 Scania CV AB Sweden 47 (59)


Transmission

ZF
Oil volumes and oil grades
The ZF list of lubricants can be downloaded
from the ZF website, www.zf.com. Click the
heading Products & Services, select Service
Center under the Service Portfolio tab, select
ZF List of Lubricants under Lubricants & Steel
and then select the list of lubricants required
ZF TE-ML XX.

All volumes are approximate. Check the levels


and top up as necessary.

• Ecomat: The ZF type designation begins


with 6HP.
• Ecolife: The ZF type designation begins
with 6AP.

Type Volume (litres) Factory filling


ZF automatic gearbox, Ecomat During oil change incl. filter: 15 ZF TE-ML 14E
Total volume: 30
ZF automatic gearbox, Ecomat.
Vehicles with emission class
Euro 3 and higher in hot climates,
never cold1 and very hot2
Automatic gearbox ZF, Ecomat,
in N buses with gas engine of
operation type 3
ZF automatic gearbox, Ecolife During oil change incl. filter: 24 ZF TE-ML 20G
Total volume: 42

1. Temperatures according to Scania operational factors: Sometimes colder than +5°C, never colder than ±0°C, seldom hotter
than +40°C.
2. Temperatures according to Scania operational factors: Seldom colder than +15°C, never colder than ±0°C, sometimes hot-
ter than +45°C.

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Transmission

Electric machine for


hybrid vehicles
Oil volumes and oil grades
All volumes are approximate. Check the levels
and top up as necessary.

Type Volume (litres) Oil grade


Electric machine for hybrid approx. 4.5 Shell Spirax S6 ATF A295

Clutch
Oil volumes and oil grades
All volumes are approximate. Check the levels
and top up as necessary.

Type Volume (litres) Oil grade


Clutch control, manual 0.4 SAE J 1703 (D.O.T. 3 or 4 Brake
Fluid)
Clutch control: Opticruise, fully 0.3 SAE J 1703 (D.O.T. 3 or 4 Brake
automatic Fluid)

Power take-off
Oil volumes and oil grades
All volumes are approximate. Check the levels
and top up as necessary.

Type Volume (litres) Oil grade


EG500 and 600 series 1.7 The power take-off and the
gearbox have a common oil
system. The oil grade is the same
as for the corresponding gearbox.
EK630/640 2.0 Same as for corresponding
gearbox.
EK730/740/750 3.0
EK750F: clutch unit 0.2 ATF oil

00:16-15 Issue 47 © 2018 Scania CV AB Sweden 49 (59)


Transmission

Retarder, Scania
Oil volumes and oil grades
All volumes are approximate. Check the levels
and top up as necessary.

Information about ZF and Allison retarders is


provided under the relevant gearbox.

ATF and engine oil must not be mixed. When


switching between ATF and engine oil, the old
oil must be drained before the new oil is added.

IMPORTANT!

ATF or engine oil that does not comply with


the oil grade requirements can disrupt the oper-
ation of the retarder. The ducts can become
clogged with sludge.

Type Volume (litres) Factory filling


Scania Retarder type 1 During oil change incl. filter: 5 -
Total volume: 7.5
Scania Retarder type 2 During oil change incl. filter: 7.7 Shell Rimula R5 LE 10W-30
Total volume: 7.9

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Transmission

Axles and hubs


Oil volumes and oil grades
All volumes are approximate. Check the levels
and top up as necessary.

Component Type Volume in Factory filling


litres
Central gear R560/660/665/780/782 12.5 STO 2:0 A
R753/885 13.0
RP731 13.5
RP735 8.0
RP736 10.5
RP835 9.3
RP900 11.0
Central gear RB660/662 14.0 STO 2:0 A
RBP731 17.0
RBP735 11.7
RBP736/835 12.0
RBP900 14.0
Hub reduction RH731 0.8 STO 2:0 A
gears
RH735/835/835i/H9SR 2.0
ZF portal axle1 ADA 1250 = ZF AV 132/80 See type plate ZF TE-ML 12L
ADA 1251 = ZF AV 132/90 The AV
series does not have a differential lock
and is described as follows in ZF
information: without multi-disc self-
locking differentials.

1. The ZF list of lubricants can be downloaded from the ZF website, www.zf.com. See the ZF list of lubricants, ZF TE-ML 12.

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Transmission

Viscosity class requirements, all


operation types

IMPORTANT!

Make sure that the oil is suitable for all varia-


tions in ambient temperature that are likely to
occur before the next oil change.

The viscosity classes in the figure below may


be used in all operation types.

SAE 75W-110
SAE 75W-140
SAE 80W-140
SAE 85W-140

366 848

Only applies to oils approved in accordance with STO 2:0 A.


352 437

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Chassis

Permitted viscosity classes,


operation type 0:0, 0 and 1

IMPORTANT!

Make sure that the oil is suitable for all varia-


tions in ambient temperature that are likely to
occur before the next oil change.

The viscosity class in the figure below must


only be used in operation types 0:0, 0 and 1 for
trucks and in operation type 1 for buses.
Check the oil grade for which the axle in ques-
tion is approved. See the preface for trucks and
buses, Transmission section.

Chassis
Washer fluid
Component Fluid Comments
Washer container Ethanol (max. During sub-zero periods, ethanol (max. 40%)
40%) should be added to the washer container. Higher
concentrations may damage the paint finish.

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Chassis

Oil grade for components


Component: Type Volume Oil grade
Power steering ATF Dexron II, Dexron III.
Tag axle steering ATF Dexron III.
Tag axle lift At temperatures >-20°C: Hydraulic oil ISO VG 22/
32, or automatic transmission fluid type Dexron II,
Dexron III or Dexron VI. At temperatures <-20°C:
Hydraulic oil with max 1,500 cST at -40°C.
Cab tilt pump, mechanical: P, At temperatures >-20°C: Hydraulic oil ISO VG 22/
G, R and T series 32, or automatic transmission fluid type Dexron II,
Dexron III or Dexron VI. At temperatures <-20°C:
Hydraulic oil with max 1,500 cST at -40°C.
Cab tilt pump, mechanical and Pentosin CHF202
electric: P, G, R and S series
Hydraulic system: Tail lift ISO VG 22 and VG 32, ISO 11158 HV and
DIN 51524 HVLP.
Hydraulic system for tractor 180 l
Hydraulic system: 2-way approx. HV 46 DIN 51524 HVLP
tipper truck LOHR (10.53) 47 litres
Hydraulic system: 2-way approx. HV 46 DIN 51524 HVLP
tipper truck CIF (10.53) 55 litres
Hydraulic system: Rear tipper 6x4 and 6x6 ISO VG 15 (-40°C to -10°C) ISO VG 22 (Northern
truck (15 m3, 16 m3, 20 m3) approx.: Europe) ISO VG 32 (Southern Europe) ISO VG 46
approx. 52 l (+40°C to +50°C)
8x4: approx.
79 litres
Hydraulic system: Rear tipper approx. ISO VG 15 (-40°C to -10°C) ISO VG 22 (Northern
truck (18m3) 79 litres Europe) ISO VG 32 (Southern Europe) ISO VG 46
(+40°C to +50°C)
Hydraulic system: Rear tipper approx. ISO VG 15 (-40°C to -10°C) ISO VG 22 (Northern
truck (12 m3) 100 litres Europe) ISO VG 32 (Southern Europe) ISO VG 46
(+40°C to +50°C)

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Chassis

Lubricant for components


Because lubricating grease is not a fluid, its
viscosity class cannot be stated in the same
way as that of oils. Grease has therefore been
given a separate classification by the American
NLGI (National Lubrication Grease Institute)
which categorises grease into different classes,
covering semi-fluid to the almost totally solid.

Component: Type Lubricant Comments


Chassis Vehicles with ACL: Lithium grease with See Chassis grease for
lubrication, Tail consistency of NLGI 0-2 Vehicles without further information on
lift, Bus body ACL: Lithium grease with a consistency of grease quality.
NLGI 2
Box truck Lithium grease
Wheel hub Lithium complex grease with a consistency of See Wheel bearing
NLGI 2 lubrication grease for further
information on grease
Wheel hub, BPW Grease that meets the specification for wheel quality.
axle bearing grease (8371W)
Brake system Special grease part no. 1,547,556 Grease for the anchor bolt
bearings of the brake shoes.
Maintenance-free Special grease part no. 584,128 For lubricating slip joints.
propeller shaft
Lubricated Special grease part no. 584,128 For lubricating universal
propeller shaft joint cross bearings. (TI06-
051005)
2-way tipper truck: Lithium grease See Chassis grease for
LOHR, CIF further information on
grease quality.
Rear tipper truck: Lithium grease
12 m3, 15 m3, 16
m3, 18 m3, 20 m3
Concrete mixer Lithium grease with a consistency of NLGI 2
truck
Windscreen Lithium grease with a consistency of NLGI 2
wipers:
OmniExpress

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Chassis

Specifications for
lubricating grease
Chassis grease
Grease 8371C in accordance with this standard
is used for various lubrication points on the
chassis. The grease must not contain any lumps
or solid particles that could affect its use.

Temperature range: -30°C to +100 °C.

Requirements and testing standards

Properties Requirement Test method Notes


Thickening agent Lithium Thickening agents other than lithium are
allowed provided that all other stipulated
requirements of the standard are met.
Relevant information should be provided by
the supplier to prevent grease with different
thickening agents from being mixed together.
Base oil viscosity at +40°C Min. 150 mm2/ ISO 3104/ 1 mm2/s = 1cSt
s ASTM D445
Penetration at +25°C, worked 60 265-2951 ISO 2137/ Complies with NLGI
times ASTM D217 class 2
Penetration at +25°C, worked Max +60 ISO 2137/
100,000 times ASTM D217
Corrosion protection (SKF Emcor 0-0 IP 220/ISO 11007/
Test), distilled water DIN 51802
Water content Max 0.1g/100g ISO 3733/
ASTM D95

1. Grease with a looser consistency (NLGI 0-2) can also be used for ACL units. Check that the grease meets all other requirements from
the ACL unit manufacturer.

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Chassis

Properties Requirement Test method Notes


Melting point Min. 180°C ISO 2176/
ASTM D566
Oil separation 168h/40°C 1-5% by weight IP 121/
ASTM D1742/
DIN 51817
EP performance: four-ball test, weld Min. 2,500 N DIN 51350-4
load
EP performance: four-ball test, wear Max 0.8 mm DIN 51350-5
mark 1h/400 N
Water wash-out 1h/80°C Max 10% by ASTM D1264
weight
Flow pressure at lowest usage Max. 1,400 DIN 51805 Requirement only
temperature mbar applies to lubricant
for ACL units.

Testing standards for ACL


Lubrication points receive a greater amount of
washing action when grease of NLGI-class 0,
00 and 000 is used.

Such grease should therefore only be used


when absolutely necessary, for instance when
temperatures are unfavourable.

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Chassis

Wheel bearing lubricating grease


According to this standard, lubricating grease
8371W is used as rolling bearing grease, e.g.
when lubricating wheel bearings.

The grease must not contain any lumps or solid


particles that could affect its use.

Temperature range: -30°C to +140°C.

Properties/Parameters Requirement Test methods Notes


Thickening agent Lithium complex Thickening agents other than lithium
complex are allowed provided that all
other stipulated requirements of the
standard are met. Relevant information
should be provided by the supplier to
prevent grease with different thickening
agents from being mixed together.
Base oil viscosity at +40°C Min. 150 mm2/s ISO 3104/ 1 mm2/s = 1cSt
ASTM D445
Penetration at +25°C, worked 60 265-295 or 245- ISO 2137/ Complies with
times 275 ASTM D217 NLGI class 2 or
2.5
Shell Roll stability 50h/80°C Max +70 ASTM D1831
Corrosion protection (SKF Emcor 0-0 IP 220/ISO 11007/
Test), distilled water DIN 51802
Roller bearing lubrication1 Approved SKF R2F, test A Alternative to
and test B (140°C) DIN 51819-2 See
note1.
FE8, 750 rpm, 30 kN, 160°C, taper DIN 51819-2 (FAG Alternative to
roller bearing1 test rig FE8) SKF R2F, See
note1.
wear roller (mw) mw < 50 mg
wear bearing retainer (mk) mk < 100 mg

1. Only one of the two test methods needs to be carried out.

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Chassis

Properties/Parameters Requirement Test methods Notes


Water content Max 0.1g/100g ISO 3733/
ASTM D95
Melting point Min. 250°C ISO 2176/
ASTM D566
Oil separation 168h/40°C 1-5% by weight IP 121/
ASTM D1742/
DIN 51817
Water wash-out 1h/80°C Max 10% by ASTM D1264
weight
EP performance: four-ball test, weld Min. 2,500 N DIN 51350-4
load
EP performance: four-ball test, wear Max 0.8 mm DIN 51350-5
mark 1h/400 N
Low temperature performance, Max 15.5 Nm ASTM D4693
torque at -40°C

00:16-15 Issue 47 © 2018 Scania CV AB Sweden 59 (59)

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