In 1980-81, Scania introduced the new Program Scania range of trucks. Encompassing trucks in the 16-36 tonne gross weight range, it was based on far-reaching modularisation not only of engines, gearboxes, propeller shafts and final gears, but also chassis components such as axles, frames and especially cabs. This enabled Scania to respond to market demands for solutions tailored to different transport needs, while satisfying demands for more economical production. Using a limited number of components, Scania could build an almost unlimited number of truck variants.

The new range had been preceded by methodical development work. As early as 1974, Scania's long-term planning department had been assigned to study existing and future demands in various market segments. Once these had been analysed, it was possible to begin technical development, which was crucial to Scania's continued competitiveness. The man in charge was a far-sighted engineer, Stig Ericsson, who assumed a position as head of chassis design and production.
 
Scania pursued its modular development work consistently and systematically. In disciplined fashion, pre-production engineers accepted the constraints that the modular philosophy obviously imposed on their freedom. Their work was richly rewarded, as the new cab range in particular demonstrated. In principle, three different cab families were replaced by a single modular family. As a result, customers were offered greater variety while the number of items in the full cab range shrank by 70 percent. The number of sheet metal parts, which required expensive investments in press tools, was reduced to a minimum and average working hours per cab fell by about 30 percent.

The new Program Scania range marked the return of efficient modular thinking as one of the cornerstones of Scania's corporate philosophy. Due to thorough modularisation, Scania trucks were characterised by high quality and cost-effective production. This paved the way for comparatively high margins and the best profitability in the industry.

When Scania's 2-series was introduced, Stig Ericsson assumed the post of technical director of Scania. He became the head of all technical departments, which he alone represented in Scania Division management. He had extensive technical know-how. His vision encompassed not only product development, but also shorter production lead times, computer-aided design, flexible production automation, shorter order-to-delivery times, reduction of tied-up capital in stores and inventories and global sourcing. Under his leadership, Scania pursued intensive technical development on many fronts throughout the 1980s.

In 1987-88, Scania introduced the 3-series, awarded the "Truck of the Year" award in 1989. In the 3-series, Scania further refined its modular thinking. The company was able to manufacture "made-to-measure" trucks based on customer orders.

In a dialogue with the dealer, each customer could specify individual demands. Together, they were able to design a truck - component by component and part by part. The result was a "made-to-measure" truck, with a unique combination of components and equipment. Computers broke down this unique truck order into its constituent elements. This immediately resulted in sub-orders for frame members, axles, a cab, transmissions and an engine from component manufacturers. These would be assembled a few weeks later on a predetermined date at one of Scania's chassis workshops.
 
All 3-series components had been designed with the aid of computers, which also generated other information, such as data on how each component should be attached - whether to drill holes in the truck frame, what kinds of bolts, nuts and washers were needed and so forth.

Frame designs vary greatly from one truck to another, so a frame cannot be manufactured before the truck has been specified. There are variations in the dimensions of the various members, but above all, in the hundreds of holes to be drilled in the ribs and flanges of the frames. The number, placement and sizes of these holes depend on the type of truck, engine, gearbox, cab, axles, wheelbase and equipment.

In Södertälje, a highly automated hole-drilling line was completed as early as 1985. It was a 170-metre-long, flexible manufacturing system that could work entirely unmanned for hours at a time. Frame member elements arrived from Luleå a day or so before the holes were to be drilled. When it was time to start manufacturing the frame, an automated pick crane fetched the proper side member at a "pick centre". Computers automatically translated the order specification into a unique set of holes to be drilled in the members.

Put simply, this meant that if a customer had ordered a given piece of equipment, the machinery would automatically drill suitable holes for it in the frame members. After sand-blasting and painting, the frame members continued into the assembly shop, where the other truck components awaited it.