Oléo e Lubrificantes Scania

Issue: 3 en-GB
Fuel, lubricants and fluids

00:16-15
P, G, R and T series
L, P, G, R and S series
Issue 52
en-GB
1 (45)
Table of contents
Changes from the previous issue ............................................................................................ 1
Engine.......................................................................................................................................... 2
Volumes ....................................................................................................................................2
Factory filling .............................................................................................................................4
Oil change intervals....................................................................................................................5
Sulphur content in fuel................................................................................................................5
Basic requirements ...................................................................................................................6
Oil analysis, industrial and marine engines ...................................................................................8
Cooling system ........................................................................................................................... 9

Volumes ....................................................................................................................................9
Coolant ...................................................................................................................................10
Hot climates ............................................................................................................................10
Countries with high altitudes .....................................................................................................10
Coolant quality requirements ....................................................................................................11
Oil quality requirements for hydraulic cooling fan ........................................................................14
Air conditioning ........................................................................................................................ 15

Refrigerant ..............................................................................................................................15
Compressor oil ........................................................................................................................15
Fuel............................................................................................................................................. 17
Diesel .....................................................................................................................................17
Special applications for Industrial and Marine engines ................................................................20
Biodiesel .................................................................................................................................21
FAME EN 14214 ......................................................................................................................21
HVO EN 15940 ........................................................................................................................24
Ethanol ...................................................................................................................................25
Gas ........................................................................................................................................26
Exhaust system ........................................................................................................................ 30

Exhaust system .......................................................................................................................30
Transmission............................................................................................................................. 32
Oil grades ...............................................................................................................................32
Manual gearboxes ...................................................................................................................32
Automatic gearboxes ...............................................................................................................35
2 (45)
Electric machine – electric vehicle .............................................................................................36
Clutch .....................................................................................................................................37
Power take-off .........................................................................................................................37
Retarder, Scania ......................................................................................................................38
Axles and hubs ........................................................................................................................39
Chassis ...................................................................................................................................... 41
3 (45)
Changes from the previous issue
Changes from the previous issue

Engine Factory filling
– The table has been updated
Fuel-efficient oils for trucks and buses
– The entire chapter has been removed
Transmission Oil grades

– The table has been updated
Issue: 3 © Scania CV AB, 1 (45)

Engine
Engine
Volumes
All volumes are approximate and shown in litres. Check the levels and fill as necessary.
P, G, R and T series
L, P, G, R and S series
Vehicle Engine Maximum Difference, Maximum Oil filter
level1 Max.-Min. (oil level2 volume
dipstick)
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
Trucks DC11/D12 38 7.5 33 2
DC13 43.5 8 40 1
OC13 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, e.g. 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:
Note: All values are approximate as there is a lot of
variation between different engines. There can be a
difference of up to 2-3 litres for the same engine type.
The values are on the low side since it is preferable to
fill with engine oil rather than drain it out.
NOTE:
Turn the oil dipstick so that it goes down into the
correct position.

Engine
F, K and N series
Vehicle Engine Maximum Difference, Maximum Oil filter
level1 Max.-Min. (oil level2 volume
dipstick)
DC07 29 2 26 1
DC9, PDE 36 7 33 2
DC9E 02 36 7 33 2
DC9, XPI 34 5 31 1
Bus, K
OC9/OC09 34 5 31 1
DC12 26.7 9 20 2
DC13 43.5 8 40 1
OC13 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, e.g. 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 there is a lot of
variation between different engines. There can be a
difference of up to 2-3 litres for the same engine type.
The values are on the low side since it is preferable to
fill with engine oil rather than drain it out.
NOTE:
Turn the oil dipstick so that it goes down into the
correct position.

Engine
Industrial and marine engines

Industrial engines
Displacement Oil sump Min. level Max. level
DC9 Deep front, without 31 36
ladder frame
DC9 Low, without ladder 28 35
frame
DC13 Deep front, with ladder 39 45
frame
DC13 Deep front, without 30 36
ladder frame
DC13 With deep centre part 33 39
DC13 Low, with ladder frame 28 34
DC16, E2011 Deep front, without 40 48
ladder frame
DC16, P96 Deep front, without 35 40
ladder frame
DC16 Low, with ladder frame 29 37
Marine engines
Displacement Oil sump Min. level Max. level
DI9 Deep front, without 32 38
ladder frame
DI9 Low, without ladder 25 32
frame
DI13 Deep front, with ladder 39 45
frame
DI13 Deep front, without 30 36
ladder frame
DI13 Low, with ladder frame 28 34
DI13 Extra low, without 25 30
ladder frame
DI16 Deep front, with ladder 40 48
frame
DI16 Low, with ladder frame 29 37
Factory filling
IMPORTANT!
When Scania LDF-4 engine oil is used, the sulphur
content of the fuel must be no more than 10 ppm.

Engine
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
Oil change intervals

The oil change interval is determined by engine type and type of operation. See the relevant preface for
trucks and for buses.
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.

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

Engine
Basic requirements
IMPORTANT!
Do not mix additives with the oil.
Check that the oil is suitable for all variations 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.
Viscosity class requirements for 7, 9, 11, 12 and 13 litre engines

IMPORTANT!
Check the oil grade for which the engine in question is approved. See the preface for trucks and buses,
Engine oil section.
412 705
The illustration describes which ambient temperature in °C the viscosity class can handle for Scania-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 Exx and API Cxx, can handle.

Engine
The temperature range that the Scania-approved oil grades, for example the Scania LDF oils, Scania Low Ash and
Scania BEO-2, can handle beside the market approved oils.
Viscosity class requirements for 16 litre engines

IMPORTANT!
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.
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.
IMPORTANT!
Emission class Reduced and normal oil Extended oil change intervals
change intervals based on oil analysis results
Without emission class ACEA E5, ACEA E7, API CI-4, Scania LDF, Scania LDF-2,
API CI-4+
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, Scania LDF-2, Scania LDF-3
API CI-4+
Stage 3a/Tier 3 without EGR ACEA E5, ACEA E7, API CI-4, Scania LDF, Scania LDF-2,
and SCR API CI-4+ Scania LDF-3
Stage 3b/Tier 4i ACEA E5, ACEA E7, API CI-4, Scania LDF-2, Scania LDF-3
API CI-4+
Stage 4/Tier 4F ACEA E5, ACEA E7, API CI-4,
API CI-4+
Stage 5 ACEA E6/E9, API CK-4 Scania LDF-4
Tier 2M ACEA E5, ACEA E7, API CI-4, Scania LDF, Scania LDF-2,
API CI-4+ Scania LDF-3
Tier 3M ACEA E5, ACEA E7, API CI-4,
API CI-4+
Without emission class (gas) ACEA E6, ACEA E9, API CJ-4, -
Scania Low Ash, Scania LDF-4

Engine
Industrial and marine engines with retrofitted particulate filter
IMPORTANT!
Reduced and normal oil Extended oil change intervals

change intervals based on oil analysis results
Stage 3b/Tier 4i ACEA E6, ACEA E9, API CJ4 Scania LDF-4
Stage 4/Tier 4F ACEA E6, ACEA E9, API CJ4 Scania LDF-4
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.
Diesel engines
To be able to extend the oil change intervals using an oil analysis, Scania LDF oils must be used.
The following requirements must be satisfied when the oil is changed:
• Viscosity at 100°C (212°F): max. ± 20% of original value of the fresh oil.
• TBN (in accordance with ASTM D4739): > 3.5
• TBN (in accordance with ASTM D4739): > TAN (in accordance with ASTM D664).
• Soot (DIN 51 452): < 3%
Gas engines
The following requirements must be satisfied when the oil is changed:
• Viscosity at 100°C (212°F): max. ± 20% of original value of the fresh oil.
• TBN (in accordance with ASTM D4739): > 3.5
• TBN (in accordance with ASTM D4739): > TAN (in accordance with ASTM D664).
• Max. oxidation: 10 A/cm according to DIN51453

Cooling system
Cooling system
Volumes
All volumes are approximate. Check the levels and fill as necessary.
Volumes for trucks and buses

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

Coolant 9 litre engines approx. 15
Note: Coolant volumes vary 13 litre engine approx. 16
depending on installation types
and hose lengths. 16 litre engine approx. 24
Radiator 1.1 m2 approx. 24
Volumes for hybrid bus

Coolant Cooling circuit for hybrid battery 13-13.5
The cooling circuit for and direct 21-22
current converter, 12 m bus
Kylkrets för växelriktaren och 24-25
likströmsomvandlaren, 14.8 m
buss

Cooling system
Volumes for hybrid truck

Coolant Cooling circuit for hybrid battery approx. 14
Cooling circuit for inverter and approx. 4
direct current converter
Coolant
WARNING!
Avoid skin contact with coolant; it may cause
irritation. Hot coolant can cause burns. Use
protective equipment. Ethylene glycol can be fatal if
ingested.
The coolant recommended by Scania is a mixture of water with antifreeze (ethylene glycol) and
corrosion protection. The coolant has several properties which are important for the operation
of the cooling system:
• Corrosion protection
• Antifreeze
• Increases the boiling point
The coolant should always contain 35-55 per cent by volume of antifreeze and corrosion protection so
that the coolant properties ensure that the coolant works correctly.
NOTE:
Too high a dose of antifreeze and corrosion
protection 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.
Hot climates
In order to retain the corrosion protection and the higher boiling point, it is essential to use coolant
consisting of water mixed with antifreeze (ethylene glycol) and corrosion inhibitor. Even in countries
where the temperature never drops below 0°C.
The coolant should always contain 35-55 per cent by volume of antifreeze and corrosion protection so
that the coolant properties ensure that the coolant works correctly.
Countries with high altitudes

Use coolant with at least 50% by volume antifreeze and corrosion protection to reduce the risk of
cavitation and boiling in the cooling system when the vehicle is driven in areas with an altitude of 2,000
metres above sea level or higher.

Cooling system
Coolant quality requirements

Water
Use only pure fresh water that is free from particles, sludge and other impurities.
If unsure about water quality, use Scania Ready Mix 50/50. See the relevant part number in the following
tables.
Antifreeze and corrosion protection

The antifreeze and corrosion protection used in Scania engines should be of the antifreeze (ethylene
glycol) and corrosion protection type.
Only the product Scania coolant, or other products tested as antifreeze and corrosion protection for
Scania, may be used in Scania engines. Products that do not satisfy the requirements for use in a Scania
engine may result in faults in and damage to the cooling system. This may lead to the invalidation of
Scania’s warranty for faults and damage caused by the use of unsuitable coolant.
Scania Ready Mix 50/50 coolant is a pre-mixed coolant consisting of water, antifreeze (ethylene glycol)
and corrosion protection. See the following table for the part number for Scania Ready Mix 50/50.
Scania concentrate
Designation Contents Part no. Volume
Coolant Antifreeze and 1 894 323 5L
corrosion protection
(concentrate)
Coolant Antifreeze and 1 894 324 20 L
(concentrate)
(concentrate)
Coolant Antifreeze and 1 894 326 1,000 L
(concentrate)

Cooling system
Scania Ready Mix 50/50

Designation Contents Part no. Volume
Coolant Antifreeze and 1 921 955 5L
(50/50)
(50/50)
(50/50)
Coolant Antifreeze and 1 896 695 1,000 L
(50/50)
Topping up
Coolant must only be topped up with pre-mixed coolant. The pre-mixed coolant can either be concentrate
mixed with clean freshwater or pre-mixed coolant from the factory.
IMPORTANT!
Containers used for mixing coolant must be intended
for the purpose and free from any dirt or
contaminants. When not in use, they must be kept
closed to avoid collecting dirt and dust.
Use only pure fresh water that is free from particles, sludge and other impurities.
NOTE:
Within the coolant change interval, coolant may only
be reused if it has been cleaned of dirt, sludge and
particles. If the coolant is contaminated with oil or
fuel, it must not be reused.
Admixture of Scania antifreeze and corrosion protection in water

The coolant should contain 35-55 per cent by volume Scania antifreeze (ethylene glycol) and corrosion
protection. The percentage varies depending on the need for antifreeze.
A minimum of 35% by volume of Scania antifreeze and corrosion protection is needed to provide
sufficient corrosion protection.
Measure the content of ethylene glycol (antifreeze and corrosion protection) using one of the following
instruments:
Part no. Designation

588 805 Refractometer
588 226 Refractometer

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 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 protection is at least 35 per cent by volume.
Minimal ice formation in the coolant sometimes causes disruptions without any risk of damage. For
example, the auxiliary heater may not work for up to an hour after the engine has been started.
Antifreeze and corrosion protection concentration table

Freezing -21 -24 -30 -38 -45 Cooling
point °C system
volume
Ethylene 35 40 45 50 55 Litres
glycol (vol.
%)
11 12 14 15 17 30
12 14 16 18 19 35
14 16 18 20 22 40
16 18 20 23 25 45
18 20 23 25 28 50
19 22 25 28 30 55
21 24 27 30 33 60
23 26 29 33 36 65
25 28 32 35 39 70
Ethylene 26 30 34 38 41 75
glycol
(litres) 28 32 36 40 44 80
30 34 38 43 47 85
32 36 41 45 50 90
33 38 43 48 52 95
35 40 45 50 55 100
37 42 47 53 58 105
39 44 50 55 61 110
40 46 52 58 63 115
42 48 54 60 66 120
44 50 56 63 69 125

Cooling system
Oil quality requirements for hydraulic cooling fan

Viscosity class Ambient Volume (litres) Oil grade Factory filling
temperature
SAE 0W-30 <-30°C to +30°C
SAE 5W-30 <-30°C to +30°C Engine oil with
specification Engine oil 5W-40
SAE 5W-40 <-30°C to >+40°C 9-13
ACEA class A, B
SAE 10W-40 0°C to >+40°C or E
SAE 15W-40 0°C to >+40°C
< = less than

> = greater than

Air conditioning
Air conditioning
Refrigerant
WARNING!
The refrigerant may cause frostbite on contact with
skin. Always use protective equipment when handling
refrigerant.
IMPORTANT!
Only R134a refrigerant may be used.
IMPORTANT!
Work on the cooling system must be carried out in
compliance with the legislation of the country in
question.
Always use the requisite special equipment when working on the air conditioning.
Trucks using refrigerant R134a should use the Scania receiver dryer. For the crew cab with additional AC
there is an additional receiver dryer.
The amount of refrigerant is stated on a sticker on the vehicle air conditioning unit, situated behind the
front grille panel.
Compressor oil
IMPORTANT!
An opened package of compressor oil must be
disposed of correctly after use. It must not be saved.
For information about oil volumes, see Workshop Manual group 18.
Trucks
For refrigerant R134a, use PAG oil.

Air conditioning
Bus
POE oil must be used for Bock and Bitzer brand compressors. PAG oil must used for Zexel TM-31 model
compressors.
For other compressors, contact the manufacturer.
Manufacturer Oil type

Bock POE oil
Bitzer POE oil
Zexel PAG oil
Other components Contact the relevant manufacturer

Fuel
Fuel
Diesel
WARNING!
Diesel is harmful to the skin and eyes. Wear
protective gloves and eye protection when handling
diesel.
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 performance.
Quality requirements
If the engines are to attain their stated performance characteristics and comply with the emission
requirements of the authorities, the diesel used should comply with one of the following specifications:
• European standard EN 590 or equivalent
• Diesel complying with Swedish environmental classification SS155435
EN 590 and SS155435 specify a maximum of 7% EN 14214 biodiesel, but Scania approves up to 10%
mixtures of EN 14214 biodiesel.
The diesel standards EN 590 and SS155435 specify a maximum of 10 ppm sulphur (ultra-low sulphur
diesel). Older versions of the standards permit higher sulphur content. For more information on permitted
sulphur content, see the preface to the relevant maintenance programme.
Sulphur content
Engines with an EGR system are more sensitive 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 system leads to permanent
engine damage. This is because sulphur is led back into the system via the exhaust gases and then cools
and forms sulphuric acid.
Even a single tank of diesel with high sulphur content will cause permanent engine damage.
IMPORTANT!
Idle vehicles with engines with an EGR system that
have mistakenly been filled up with fuel that has a
higher sulphur content than they can handle. Let the
engine idle for 60 seconds before switching off the
engine. This reduces the risk of engine damage.
Refill the vehicle with low sulphur fuel as soon as
possible.
For more information on the sulphur contents that are permitted, see the preface to the relevant
maintenance programme.
Admixture of Biodiesel EN 14214

Contact your distributor for more information.
Further information on Biodiesel EN 14214 can be found in the Biodiesel section.

Fuel
Temperature dependent
Diesel is usually supplied in different grades depending on the expected ambient temperature, i.e.
summer or winter diesel. At temperatures lower than those specified for the diesel, paraffin wax may
precipitate from the fuel and clog filters and pipes. If this happens, the engine cannot be started and
malfunctions may occur. Depending on the quality of the diesel, this could happen at temperatures as
high as ± 0°C. National requirements can result in the fuel having different low temperature
characteristics in different markets. Mixing in biofuel increases the risk of paraffin precipitation.
Refuelling with the right fuel quality is essential, but it is often hard to know the quality of the fuel. One
recommendation is to refuel in the same climate zone that the vehicle will be cold starting in.
Unfortunately, this does not always help. Paraffin precipitation can be seen under the filler cap as a thin
caking in the surface layer. The engine may start, but will stop fairly soon because the filter will become
clogged.
If the vehicle is driven in a climate which is colder than it is normally driven in, contact your distributor for
information about the fuel.
If the current fuel is not suitable for the expected temperature, and diesel that satisfies the temperature
requirements is not available, an electric fuel heater may be installed as a precaution. The fuel heater
may raise the temperature 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 clogged, it must be renewed since the fuel heater is not able to
dissolve paraffin that builds up there.
Use of kerosene
For one-off acute cases, the low temperature characteristics of the diesel can be improved by adding
kerosene to the diesel as a precaution. Max. 20% by volume may be added. When refuelling, add the
kerosene first, so that it mixes thoroughly with the diesel.
Note that a mixture of kerosene with low sulphur diesel has no effect on low-temperature properties.
IMPORTANT!
Kerosene may only be used on individual occasions.
Additives other than kerosene are forbidden. This is
because using additives or repeatedly using
kerosene causes damage to the engine.
Petrol and alcohol

Mixing petrol or alcohol with the diesel is not permitted. Use of petrol and alcohol causes wear to the
engines. In the worst cases, a single refuelling can lead to engine damage.
IMPORTANT!
With a mixture of diesel and petrol, the risk of the fuel
tank exploding quickly increases.
Water and micro-organisms

Only small amounts of water are permitted in fuel. For diesel (EN 590) max. 0.02% and for biofuels (EN
14214) max. 0.05%. These amounts of water do not affect engine function. Long-term and unsuitable
storage of fuel that results in more water accumulating may lead to growth of micro-organisms (bacteria
and fungus).
The micro-organisms grow in the interface between water and fuel. They may form a brown or black slimy
film and discolour the fuel.
Micro-organisms can clog the fuel filter so that the engine runs unevenly or stops. They can also pass
through the filter and form damaging coatings on different parts of the injection system.

Fuel
Water separating fuel filters are a major customer requirement in markets with fuel quality problems. A
water separating filter is an option for PDE and HPI engines. The filter is standard equipment for engines
with XPI. Water separating filters for vehicles with PDE and HPI engines are also fitted with a drain tap,
while those for XPI engines have no drain tap. In these engines, the water is channelled back to the fuel
tank.
However, water separating filters are no guarantee that there will not be water in the fuel. The small
amount of water that can precipitate in diesel (< 0.02%) passes through the filter, but is relatively
harmless. Large amounts of water are separated up to a certain point. If the fuel pick-up unit sucks in
pure water at the bottom of the tank the filter will collapse, allowing water and dirt to pass into the engine.
Over time, this can cause engine damage.
Check the fuel tank during maintenance. If the fuel tank contains water, it must be removed. The reason
for this is to prevent water from being transported through the fuel system which can damage the engine.
Decontamination
The vehicle fuel system must be completely cleaned of 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 liquid is left in the
system after cleaning.
Always renew the fuel filter. In the event of serious or long-term contamination, the injectors and fuel
pump may also need to be renewed.
Locate the source of the contamination. Establish and rectify the cause of the contamination so that it
does not recur. It is usually fuel that has been stored for a long time, with little movement, without draining
the condensation, e.g. in a container, barrel or farm 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 may damage the fuel system and is not
recommended.
IMPORTANT!
Fuel additives may contain substances that are
harmful to the environment and health. Take care to
follow the manufacturer’s instructions for handling
and dosing.
Fuel properties
Permitted limits for e.g. density, viscosity, cetane rating and filtration ability of diesel are indicated in the
European standard EN 590.
Density
Fuel density is measured in kg/m³.
Hot 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 may
also cause a reduction in engine power.
Viscosity
The viscosity is a measurement of how viscous or fluid the fuel is. The density and viscosity normally
correspond to one another.
Cetane rating
The cetane rating is a measure of the ability of the diesel to ignite. If the cetane rating is below the
recommended values according to EN 590, the vehicle may be difficult to start. In extreme cases, engine
damage may occur.

Fuel
Filtration ability
This refers to the lowest temperature at which the diesel can be used without clogging the fuel filter and
fuel lines.
Calculating engine power

The engines are tested in the factory using fuel with a density of 840 kg/m³.
If fuel of a different density is used, the change in power can be calculated using the following formula:
Necorr = Power with fuel in question

Ne = Specified power
P = Density of the fuel in question in
kg/m³ at +15°C
840 = Density of the fuel used in
factory tests
Example: Density of the fuel in question: 810 kg/m³. Specified engine power: 500 hp.
This formula does not take viscosity into account, which also has a minor effect on engine power.
Special applications for Industrial and Marine

engines
Use of fuel oil in stand-by generator sets
Long-term storage of diesel, where the diesel comes into contact with water, may lead to the growth of
micro organisms (bacteria and fungus). To avoid this in fuel used in stand-by generator sets, Scania
permits the use of fuel oil according to DIN 51603-1 and ÖNORM C 1109.
Use of fuel oil is only permitted for stand-by generator sets and under the following conditions:
• The fuel must not be stored or used in temperatures below -10°C (14°F).
• The engine must not be equipped with an SCR system.
DMX and DMA diesel

IMPORTANT!
Use of DMX and DMA diesel is not permitted for
engines with SCR systems.

Fuel
DMX and DMA diesels normally cause increased wear on the injection system. As a result of the high
sulphur content in these types of diesel, the engine oil is also affected. The engine oil must have as high
a Total Base Number (TBN) as possible.
When the engine is taken into operation the engine oil must be analysed every 50 hours to 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.
REQUIREMENT!
For engines running on DMX and DMA diesels, the
engine oil must have a TBN of at least 12.
Biodiesel
Scania currently approves 2 types of biodiesel:
• FAME in accordance with EN 14214
• HVO in accordance with EN 15940
FAME EN 14214
The designation RME is also used for FAME EN 14214.
Use of FAME EN 14214 in Scania engines

Scania permits up to 100% FAME EN 14214, depending on engine type. For more information about the
FAME EN 14214 quantities approved for different engines, see the preface for each type of vehicle –
document 00:16-01, 00:21-50 or 00:17-30.
Normal diesel in accordance with EN 590 can contain up to 7% FAME EN 14214 from the diesel supplier.
There are types of diesel equivalent to EN 590 but which contain a great content of FAME EN 14214.
Scania approves up to a 10% admixture of FAME EN 14214 for all engines. More information on diesel
quality requirements can be found in the Diesel section.
A higher FAME EN 14214 admixture 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 intervals,
see the preface to maintenance programme.
The following 2 options for FAME operation have been approved:

• FAME in accordance with EN 14214
• A mixture of diesel EN 590 and FAME EN 14214

Fuel
With the exception of the following vehicles and engines:
Exceptions from FAME use

The following vehicles and engines must not use diesel with a higher admixture of FAME EN 14214 than
as stated in EN 590 (max. 10% FAME EN 14214):
• Emergency vehicles.
• Vehicles that have downtimes greater than two months.
• Industrial engines with XPI.
• Buses with HPI engines.
• XPI engines that are not prepared/approved for biodiesel.
Conditions for operation with FAME EN 14214

The following requirements must be satisfied if Scania diesel engines are to be run on more of an
admixture than according to EN 590.
1. For Euro 6 engines, there are a number of engine types approved for an admixture higher than 10%.
These are described in the preface to maintenance programme. For Euro 5 engines and lower
emission classes, all engines are approved for an admixture higher than 10%. This is conditional on
their having been adapted for FAME EN 14214. This adaptation means using appropriate fuel filters
and maintenance intervals.
2. Biodiesel that is used as an admixture or as a 100% product must conform to EN 14214. The
customer must cover costs related to fuel quality if the fuel does not conform to EN 14214.
The customer must cover costs related to fuel quality if the fuel does not conform to EN 14214.
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 additional requirements:
– Max. 4 mg/kg ash constituents.
– Max. 1 mg/kg phosphorus.
Maintenance intervals for exhaust gas aftertreatment are calculated based on Biodiesel EN 14214 with
additional requirements.
The customer must cover costs related to fuel quality if the fuel does not conform to EN 14214 with
additional requirements.
4. Shorter oil change intervals for engine oil.
The boiling point of FAME EN 14214 is higher than for diesel, which means that the fuel does not
evaporate if it gets into the oil sump. To avoid the risk of running on thin oil, the oil changes must be
carried out more frequently. Extended oil change intervals are not possible.
For more information about change intervals for engine oil and renewal intervals for engine oil filters and
fuel filters, refer to the documents for the relevant types of vehicle: 00:16-01, 00:21-50 or 00:17-30.
5. Engine oil viscosity class and level.
For PDE and HPI engines, the oil viscosity class must be xW-40.
However, XPI engines may have a higher viscosity class than xW-40.
xW-30 grade oils are unsuitable due to the fuel dilution effect.
The engine oil level must be checked regularly.
If the oil level exceeds the maximum level, the oil must be changed.
Properties of FAME EN 14214

General
The properties of FAME EN 14214 differ from the properties of diesel. It is important to cooperate with an
experienced fuel supplier when FAME EN 14214 is used.

Fuel
High temperatures
NOTE:
At temperatures above +38°C, FAME EN 14214 fuel
together with flammable materials can auto-ignite.
Low temperatures
FAME EN 14214 has poorer low-temperature characteristics than diesel. National requirements for FAME
EN 14214 can result in the fuel having different low temperature characteristics in different markets.
The properties 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 temperature. The fuel may
exhibit precipitation that clogs filters and fuel systems. Scania recommends switching to diesel that
complies with standard EN 590 when temperatures are about ± 0°C. If biodiesel is to be used at lower
temperatures, please consult the relevant fuel supplier.
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 properties.
Contaminants
FAME EN 14214 may contain contaminants, that block particulate filters and poison catalytic converters.
The European biodiesel standard FAME EN 14214 stipulates the requirements on concentrations of
contaminants for biodiesel. For a Euro 6 engine, the amount of contaminants in FAME EN 14214 must be
less than the level permitted according to the standard. Good quality FAME EN 14214 conforms to the
supplementary requirements set out by Scania without any problems:
• Max. 4 mg/kg ash constituents.
• Max. 1 mg/kg phosphorus.
Storage of FAME EN 14214

FAME EN 14214 has a maximum storage life of 6 months from the date of production to the expiry date.
The fuel is affected by light, temperature, water, etc. during storage, which affects its properties and
service life. FAME EN 14214 also has lower stability against oxidation than diesel EN 590. This may
result in a thickening of the fuel and clogging of parts of the fuel system, e.g. the fuel filter. Bacterial
growth may occur during storage in a tank under unfavourable conditions. Avoid storage in barrels or
auxiliary tanks, except when fuel turnover rates are high. Check that the tank is clean whenever refuelling
takes place.
If the vehicle has been refuelled with FAME EN 14214 and is stationary for a long period, condensation
water can form in the fuel tank and result in bacterial growth.
Consumption, performance and emissions

FAME EN 14214 has a lower energy content than diesel EN 590. This can affect performance and fuel
consumption. The different chemistry of FAME EN 14214 also produces different exhaust gases to diesel
EN 590. Measurements have shown that FAME EN 14214 can have the following effect:
• Emissions of nitrogen oxides are increased. For Euro 6 engines, however, these are just as low as for
diesel
• Emissions of hydrocarbons, carbon monoxide and particles are reduced
• Fuel consumption is increased, typically by approx. 8%
• Engine efficiency is the same as for diesel EN 590

Fuel
Other things that can be affected by running the engine on FAME EN

14214
Optional equipment
It is important that bodywork auxiliary equipment can also be run on FAME EN 14214 if it runs on the
same fuel as the vehicle engine. Certain types of accessory, such as Eberspächer and Webasto engine
heaters, cannot be run on FAME EN 14214 and consequently need a separate fuel tank.
Bodies
In order for the vehicle to be run on FAME EN 14214, the bus bodybuilder or bodybuilder must use
materials that are resistant to FAME EN 14214 in the fuel system.
FAME EN 14214 fumes

FAME EN 14214 fumes can impact the surrounding environment. The materials in e.g. side skirts and
panels above the refuelling point may degrade.
Deviations
If deviations occur when running the vehicle on FAME EN 14214 rather than diesel, these must be
reported to a Scania distributor so that they can be reported to the factory.
Switching between diesel EN 590 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.
Switching from FAME EN 14214 to diesel EN 590

Renew the fuel filter when switching from FAME EN 14214 to diesel EN 590. For vehicles with XPI
engines, switch to a fuel filter adapted for EN 590 diesel.
If the vehicle is run alternately on FAME EN 14214 and EN 590 diesel, follow the maintenance intervals
for FAME EN 14214.
Switching from EN 590 diesel to FAME EN 14214

FAME EN 14214 has cleansing properties and can dissolve deposits from diesel in the fuel system. This
requires extra steps when switching from diesel EN 590 to FAME EN 14214 as follows:
• Change the engine oil, renew the oil filter and clean the centrifugal oil cleaner at the time of the switch
and after 1,000 km. After that, renewal and cleaning is done at each oil change
• Renew the fuel filter when changing the oil at the time of the switch and twice every 1,000 km. For
vehicles with XPI engines, switch to a fuel filter adapted for FAME EN 14214
The fuel filter must then be renewed as specified in the tables in the Preface for maintenance programme
00:16-01, 00:21-50 or 00:17-30.
HVO EN 15940
HVO (hydrotreated vegetable oil) is a paraffinic diesel, produced by hydrotreatment, which is extracted
from different sources.
Hydrotreated fuels are free of sulphur and aromatics.

Fuel
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 mixtures of HVO EN 15940 other
than those in accordance 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.
Switching between various fuels

Switching between fuel types should be approached with caution. When switching to or from FAME EN
14214, the vehicle SOPS file must be updated to get the correct maintenance intervals and parts. When
switching between HVO EN 15940, FAME EN 14214 and diesel EN 590, the fuel filter needs to be
renewed.
Properties of HVO EN 15940

• – HVO must comply with EN 15940 requirements.
• HVO EN 15940 means no changes to the extent of maintenance, unlike diesel EN 590.
• Examples of marketing names are BioMax, 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 fine to use HVO EN 15940 in colder climates.
• HVO EN 15940 works well in auxiliary heaters.
• 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 compared to 800-845 kg/m³ for diesel EN 590).
• Scania recommends not mixing fuels from different markets. A fuel that is not mixed by a fuel
manufacturer, may not have the same guaranteed quality compared to Scania standards. If there is a
switch from e.g. FAME to HVO or fossil diesel, run the tank until it is empty before filling with the new
fuel type.
• HVO has less environmental impact compared to fossil diesel.
Ethanol
Scania only approves ED95 ethanol as fuel for ethanol engines.

Fuel
Ethanol in hot climates

There may be problems starting in hot climates. Starting problems are caused by the fuel boiling in the
fuel system when the engine is switched off. If the vehicle is fitted with a booster pump, this is used when
starting.
Ethanol in cold climates

Starting the vehicle in colder climates, below -20°C, increases the amount of white smoke and
condensed moisture significantly. Always use the engine heater in cold conditions. The engine heater
counteracts engine wear when starting the vehicle from cold and therefore increases the engine service
life.
Quality requirements for ethanol

The fuel must be of the type ED95. For both technical and environmental reasons, no other type of
ethanol is recommended.
The fuel consists of approximately 95% azeotropic denatured ethanol and 5% ignition improver.
Azeotropic means that the ethanol is at such a high concentration that it is not possible to remove any
more water.
Content of ethanol fuel:
• Ethanol (E95)
• Ignition improver (Beraid 3 555)
• Lubrication improver (Ethomen)
• Colourant (only in Sweden)
• Corrosion protection
• Denaturant.
Comply with local regulations when using denaturant.
NOTE:
Do not use methanol or methylene as they will clog
the nozzle holes.
Gas
Vehicle gases such as natural gas and biogas are 85-95% methane. The gas is colourless and
odourless. However, odorants are added so that any gas leaks can be detected more easily. The quality
of the gas is important to engine operation, service life and performance. In order for the engine to attain
its specified performance and to comply with the emissions requirements, the fuel must comply with ISO/
DIS 15403.
The engine is fitted with lambda control which means that the engine management system adapts
automatically to different types of gas and grades of gas within the approved range. Natural gas and
biogas can be mixed without a manual setting being made. In case of large differences in gas quality,
automatic adaptation takes place with a slight delay. The engine should therefore be used through its
entire driving cycle in order for the adaptation to be fully completed.

Fuel
Gas quality requirements, trucks and buses

The gas must comply with one of the following standards, depending on whether natural gas or biogas is
being used:
• ISO/DIS 15403 Natural gas class H: Wobbe index upper 46.1-56.5 MJ/Sm3
• Biogas Swedish standard SS 15 54 38: Wobbe index lower 45.5 (type A) 48.2 (type B) MJ/Sm3 (~ Wobbe
index upper 50.6 (type A) 53.6 (type B) MJ/Sm3)
Sm3 (Standard cubic metre) is measured at the following temperature and pressure:
Tu = 273.15 K, Pu = 101.325 kPa.
If the gas quality does not comply with the specification above, Scania cannot guarantee that the engine
will work and produce the right performance and emission level.
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.
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 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
Quality requirements for natural gas, industrial engines
IMPORTANT!
The operator is responsible for using the correct type
of gas to ensure that local laws are complied with.

Fuel
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 calorific 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 heat
1,500/1,800 rpm number value (MJ/Nm3)1
333/372 kW PRP Natural gas 70 23.5
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. Lower calorific value at the reference state of 15°C (59°F) and 101.325 kPa.
Other quality requirements

Requirements 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 Max. 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 content 12% (w/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 calorific 1% Ch4/30 s 0.5% Ch4/30 s
value
1. The values apply even 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 pressure:

Fuel
Tu = 273.15K, Pu = 101.325 kPa.

Exhaust system
Exhaust system
Exhaust system
Reductant for SCR
IMPORTANT!
The operator is responsible for using the correct type
of reductant to ensure that local laws are complied
with.
Reductant 32.5% by weight of urea

Reductant is a solution consisting of urea and water, and is usually called AdBlue®, DEF, ARLA 32 or
AUS 32, depending on the market. For SCR, the reductant is added to the exhaust gases upstream of the
catalytic converter. As a result, the emissions of nitrogen oxides are reduced.
REQUIREMENT!
If the SCR system should be operated with 32.5% by
weight of urea, the reductant should be specified in
accordance with ISO 22241 in order to comply with
the emission requirements set by the public
authorities.
Volume
For the filling volume and the total volume for different tank sizes, see Workshop Manual section 00-26
Reductant tank.
Properties
Reductant in accordance with ISO 22241 is a solution consisting of urea and water containing 32.5% by
weight of urea. The solution will freeze at approx. -11°C. When the solution freezes, ice and liquid always
maintain the same concentration. Always store reductant at a temperature between -11°C and 30°C.
The recommended % by weight of urea Limit value according to ISO 22241

32.5% 31.8-33.2%
Reductant is normally colourless if no dye has been added. Reductant is not harmful to the skin. Nor is it
toxic in small quantities, but it tastes very unpleasant.
Reductant is extremely corrosive, especially to aluminium and copper. Reductant has a low surface
tension and rapidly spreads over large areas, which then become very slippery. For this reason, wash off
any spillages on metal and electrical connections as soon as possible. Water works very well for cleaning
purposes. Please use hot water.
If reductant seeps into electrical connections or electrical cables, these must be renewed.
Reductant can dry out and form white or greyish brown crystals or deposits. Dense deposits which have
been formed as a result of heat may need to be scraped off or heated to more than 500°C.
Further information about reductant is provided in the Workshop Manual, main group 03.

Exhaust system
Reductant 40 per cent by weight of urea

IMPORTANT!
Reductant with a 40 per cent urea mixture can only
be used in exhaust gas aftertreatment management
systems for certain marine engines.
REQUIREMENT!
If the SCR system should be operated with 40 per
cent by weight of urea, the reductant should be
specified in accordance with ISO 18611 in order to
comply with the emission requirements set by the
public authorities.
Properties according to ISO 18611

Reductant in accordance with ISO 18611 is a solution consisting of urea and water containing 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. Reductant that complies with ISO 18611 also has the same properties as reductant that
complies with ISO 22241.
The recommended % by weight of urea Limit value according to ISO 18611

40% 39-41%

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

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.
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.
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 fitted with power take-offs, the oil
volume must be increased; see the section Power
take-offs.

Transmission
Type Volume (litres) Comment

G670 ZF, Ecolite 6 S 1200 TD 7
G701 ZF, Classic Line S6-1550 13
GR801 10 Water oil cooling adds 1.0.
GR801 in K/N buses 10 Air oil cooling adds 2.0.
GR801R 11
GR900, GRS890/900, 16
GRSO900
GR900R, GRS890R/900R, 17
GRSO900R
GRS920 16
GRS920R 17
GR875/R, GRS895/R, 13-15 The larger volume applies to
GRSO895 /R, E-GRS895 gearboxes with a high-mounted
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: approx. 30
Gearbox – Torque converter with
gear-changing clutch – Retarder Total 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
G33CM/R 11 1 litre is added for liquid and air-
cooled oil coolers.
2 litres are added for gearboxes
with retarders.

Transmission
Factory filling
Gearbox type Oil grade Comments

G670 ZF, Ecolite 6 S 1200 TD 1
G701 ZF, Classic Line S6-15501 ZF TE-ML 02 02E From January 2017 onwards
GR875, GR875R, GRS895, STO 2:0 G
GRS895R, GRSO895,
GRSO895R
GR801, GR801 in K/N buses, STO 2:0 G
GR801R
GR900, GRS890/900, STO 2:0 G
GRSO900, GR900R, GRS890R/
900R, GRSO900R
GRS920, GRS920R STO 2:0 G
GR905, GRS905, GRSO905, STO 2:0 G
GRSO925, GR905R, GRS905R,
GRSO905R, GRSO925R,
GSRO935R
E-GRS895 in hybrid vehicles2 MTF 4250 (75W-90) Same oil system for gearbox
and electric machine.
GRS895 in hybrid vehicles2 STO 2:0 G Separate oil system for gearbox
and electric machine.
GTD800/900/901 Transfer ZF TE-ML 19C
gearbox1
GTD950 Transfer gearbox ZF TE-ML 19C
GRSOH901R, ZF Transmatic1 ZF TE-ML 02H Same oil system for gearboxes,
retarders and torque converters
with gear-changing clutches.
Opticruise, longitudinal stroke ATF oil Also applies to low range
damper dampers on buses.
1. ZF's list of lubricants can be downloaded from the ZF website. Use the link: https://aftermarket.zf.com/go/en/aftermarket-portal/technical-information/
lubricants/.The current data sheet from ZF is called TE-ML 02.
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.
Viscosity class requirements

GRSOH901R, ZF Transmatic
ZF’s list of lubricants can be downloaded from the ZF website. Use the link: https://aftermarket.zf.com/go/
en/aftermarket-portal/technical-information/lubricants.
Select the product and download the associated datasheet with information about the recommended oil
grade.

Transmission
Other manual gearboxes
IMPORTANT!
the next oil change.
Automatic gearboxes
Allison
Oil volumes
Add approx. 0.9 litres of oil if the vehicle is fitted with a retarder.
Type Volume (litres) Factory filling

GA750/MD3060 GA751/ During oil change incl. filter: ATF TES 295
MD3066 GA765/MD3000 approx. 20
GA766/MD3200 GA767/
MD3500 Total volume: approx. 30
GA851/HD4060 GA852/ During oil change incl. filter:

HD4560 GA866/HD4000 approx. 34
GA867/HD4500 GA868/
HD4500 (F Bus) Total volume: approx. 50
For more information about lubricants, see: https://www.allisontransmission.com/parts-service/approved-

fluids.

Transmission
Voith
Oil volumes
DIWA.5 During oil change incl. filter: Synthetic oil, see document
approx. 24 H55.6336441
1. For oils with change intervals of up to 60,000 km, download the document on the Voith website, www.voith.com. Also refer to other information about
oil change intervals and oil grades.
For more information about lubricants refer to www.voith.com.
ZF
Oil volumes and oil grades
ZF's list of lubricants can be downloaded from the manufacturer's website. The commercial designations
can be found on the ZF website in the documens "List of lubricants-TE-ML 14" (for Ecomat) and "List of
lubricants-TE-ML 20" (for Ecolife).
• Ecomat: The ZF type designation begins with 6HP.
• Ecolife: The ZF type designation begins with 6AP.

Automatic gearbox ZF, Ecomat During oil change incl. filter: 15 According to the information in
ZF data sheet "TE-ML 14E"
Automatic gearbox ZF, Ecomat. Total volume: 30
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.
Automatic gearbox ZF, Ecolife During oil change incl. filter: 24 According to the information in
ZF data sheet "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 hotter than +45°C.
Electric machine – electric vehicle

Electric machine for electric vehicle
Type Volume (litres) Oil grade
Electric machine approx. 15 STO EV

Electric machine, hybrid 4.5 Shell Spirax S6 ATF A295

Transmission
Electrical air compressor for hybrid/electric vehicles

Castrol Alphasyn T46 or
Electrical air compressor 1.4
Chevron Cetus PAO 46
Clutch
Component Applies to Volume Comments

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

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
EK730/740/750 3.0 gearbox.
EK750F: the clutch unit 0.2 ATF oil

Transmission
Retarder, Scania
Information about retarders for ZF and Allison is available along with the specification for each 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 operation of the
retarder.
The ducts can become clogged with sludge.

Scania Retarder type 1 During oil change incl. filter: 5 -
Total volume: 7.5

Scania type 2 retarder During oil change incl. filter: 7.7 STO retarder/ ATF oil compliant
with Allison C4 or Dexron III.
Total volume: 7.9

Transmission
Axles and hubs

Component Type Volume in litres Factory filling

R560/660/665/780/782 12.5
R753/885 13.0
RP731 13.5
Central gear RP735 8.0 STO 2:0 A
RP736 10.5
RP835 9.3
RP900 11.0
RB660/662 14.0
RBP731 17.0
Central gear RBP735 11.7 STO 2:0 A
RBP736/835 12.0
RBP900 14.0
RH731 0.8
Hub reduction gears STO 2:0 A
RH735/835/835i/H9SR 2.0
ZF portal axle1 ADSA 450= ZF AV 33 See type plate ZF EcoFluid X
The AV series does not SAE 80W-90
have differential locks
and is described as
follows in ZF’s
information: without
multi-disc self-locking
differentials.
1. ZF's list of lubricants can be downloaded from ZF's website, www.zf.com, in the document "List of lubricants – TE-ML 12".
Viscosity class requirements, all operation types
IMPORTANT!
The viscosity classes in the figure below may be used in all operation types.

Transmission
Only applies to oils approved in accordance with STO 2:0 A.
Permitted viscosity classes, operation type 0:0, 0 and 1

IMPORTANT!
The viscosity classes 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 question is approved. See the preface for trucks and buses,
Transmission section.

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

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, G, At temperatures > -20°C:
R and T series 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 and Pentosin CHF202
electric: P, G, R and S series
Hydraulic system: Rear 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 tipper HV 46 DIN 51 524 HVLP
approx. 47 L
truck, LOHR (10.53)
Hydraulic system: 2-way tipper HV 46 DIN 51 524 HVLP
approx. 55 L
truck, CIF (10.53)
Hydraulic system: Rear tipper ISO VG 15 (-40°C to -10°C) ISO
truck (15 m3, 16 m3, 20 m3) 6x4 and 6x6: approx. 52 L. 8x4: VG 22 (Northern Europe) ISO
approx. 79 L VG 32 (Southern Europe) ISO
VG 46 (+40°C to +50°C)
truck (18 m3) VG 22 (Northern Europe) ISO
approx. 79 L
VG 32 (Southern Europe) ISO
VG 46 (+40°C to +50°C)
truck (12m3) VG 22 (Northern Europe) ISO
approx. 100 L
VG 32 (Southern Europe) ISO
VG 46 (+40°C to +50°C)
Lubricant for components

Because lubricating grease is not a liquid, 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

Chassis
Lubrication Grease Institute) which categorises grease into different classes, covering semi-fluid to the
almost totally solid.
Component: Type Lubricant Remarks

Chassis lubrication, Tail lift, Bus Vehicles with ACL: Lithium See Chassis lubricating grease
body grease with consistency of for further information on grease
NLGI 0-2 Vehicles without ACL: quality.
Lithium grease with a
consistency of NLGI 2
Box truck Lithium grease
Wheel hub Lithium complex grease with a See Wheel bearing lubricating
consistency of NLGI 2 grease for further information on
grease quality.
Wheel hub, BPW axle Grease that meets the
specification for wheel bearing
grease (8371W)
Brake system Special grease part no. Grease for the brake shoe
1 547 556 anchor bolt bearings.
Propeller shaft See 00-00-0007 Chemicals. For lubricating e.g. universal
Scania Multi Web/General/ joint crosses and slip joints.
Spare parts/00-00 Vehicle
assembly
2-way tipper truck: LOHR, CIF Lithium grease See Chassis lubricating grease
for further information on grease
Rear tipper truck: 12 m3, 15 m3, Lithium grease quality.
16 m3, 18 m3, 20 m3
Concrete mixer truck Lithium grease with a
consistency of NLGI 2
Windscreen wipers: Lithium grease with a
OmniExpress consistency of NLGI 2
Specifications for lubricating grease

Chassis lubricating grease
Lubricating 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.

Chassis
Requirements and testing standards

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

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

Lubrication points receive a greater amount of washing action when lubricating 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.

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/ Requirement Test methods Notes

Parameters
Thickening agent Lithium complex Thickening agents other than lithium complex are
permitted 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 Min. 150 mm2/s ISO 3104/ASTM D445 1 mm2/s = 1 cSt
+40°C
Penetration at +25°C, 265-295 or 245-275 ISO 2137/ASTM D217 Complies with NLGI
worked 60 times class 2 or 2.5
Shell Roll stability 50 h/ Max. +70 ASTM D1831
80°C
Corrosion protection 0-0 IP 220/ISO 11007/DIN
(SKF Emcor Test), 51802
distilled water
Roller bearing Approved SKF R2F, test A and Alternative to DIN
lubrication1 test B (140°C) 51819-2 See note1.
FE8, 750 rpm, 30 kN, DIN 51819-2 (FAG test Alternative to SKF R2F,
160°C, taper roller rig FE8) see note1.
bearing1
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.
Properties/ Requirement Test methods Notes

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

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What are the main components discussed for engine lubrication?

What are the main components discussed for engine lubrication?

What lubrication requirements are specified for wheel bearings?

What lubrication requirements are specified for wheel bearings?

Issue: 3 en-GB

Fuel, lubricants and fluids

Cooling system ........................................................................................................................... 9

Air conditioning ........................................................................................................................ 15

Exhaust system ........................................................................................................................ 30

Changes from the previous issue

Transmission Oil grades

Issue: 3 © Scania CV AB, 1 (45)

Issue: 3 © Scania CV AB, 2 (45)

Issue: 3 © Scania CV AB, 3 (45)

Industrial and marine engines

Issue: 3 © Scania CV AB, 4 (45)

Gas engines Scania LDF-4

Oil change intervals

Sulphur content in fuel

Industrial and marine engines

Issue: 3 © Scania CV AB, 5 (45)

Viscosity class requirements for 7, 9, 11, 12 and 13 litre engines

Issue: 3 © Scania CV AB, 6 (45)

Viscosity class requirements for 16 litre engines

Truck and bus engines with or without particulate filter

Industrial and marine engines

Issue: 3 © Scania CV AB, 7 (45)

Industrial and marine engines with retrofitted particulate filter

Reduced and normal oil Extended oil change intervals

Oil analysis, industrial and marine engines

Issue: 3 © Scania CV AB, 8 (45)

Volumes for trucks and buses

Volumes for industrial and marine engines

Component Type Volume in litres

Volumes for hybrid bus

Component Type Volume in litres

Issue: 3 © Scania CV AB, 9 (45)

Volumes for hybrid truck

Component Type Volume in litres

Countries with high altitudes

Issue: 3 © Scania CV AB, 10 (45)

Coolant quality requirements

Antifreeze and corrosion protection

Issue: 3 © Scania CV AB, 11 (45)

Scania Ready Mix 50/50

Admixture of Scania antifreeze and corrosion protection in water

Part no. Designation

Issue: 3 © Scania CV AB, 12 (45)

Antifreeze and corrosion protection concentration table

Issue: 3 © Scania CV AB, 13 (45)

Oil quality requirements for hydraulic cooling fan

< = less than

Issue: 3 © Scania CV AB, 14 (45)

Issue: 3 © Scania CV AB, 15 (45)

Manufacturer Oil type

Issue: 3 © Scania CV AB, 16 (45)

Admixture of Biodiesel EN 14214

Issue: 3 © Scania CV AB, 17 (45)

Petrol and alcohol