In the future, every transport can be electric. And for a more sustainable world, many of them will have to be. Scania’s wide range of electric trucks, buses and engines are available here and now, ready to reduce the CO2 footprint of your operations.
Every year, Scania will launch at least one new electric solution, in order to cater for all transport needs, including long-haulage.
Battery electric trucks
- 100% emission free operation
- 100% of the time
- Up to 250 km range on a single charge
- Wide range of applications
- For short and medium range routes
Plug-in hybrid trucks
- Combined strength of electric and combustion engine powertrain
- Fully automated switching between combustion engine and electric operation
- Up to 60 km of electric range
- Use of both regenerative and external charging
- Charging of 80% capacity in just 35 minutes
Battery electric buses
- Zero tailpipe emissions
- Fast in-route charging
- High battery capacity
- Sustainable, efficient and quiet mobility
- For the modern city of today and tomorrow
Battery cell technology
As vehicle electrification is rapidly advancing, continued development battery cells is needed in order to be tailored our customers’ heavy transport.
Scania has partnered with Northvolt in the Swedish company´s production for battery cells. Scania also plans to invest well over 1 billion SEK in a battery assembly plant in Södertälje, Sweden. The 18,000-square metre facility will be fully operational by 2023, assembling battery packs tailored for Scania’s modular production.
Simultaneously Scania also builds a new battery laboratory at its research and development facilities in Södertälje. The laboratory will be in full operation in late 2021 and include three test halls for battery cells, modules and packs.
Hydrogen fuel-cell technology
The trucks, which are fully electric, are fitted with an electric powertrain, and energy is converted to electricity from hydrogen gas in fuel cells on board the vehicles. The fuel cell-powered truck also has a battery for moments when extra power is needed, and when the vehicle needs to recuperate electric power from brake energy.
This technology is interesting when battery electric vehicles are constrained by technical or operational circumstances such as payload, range or space on chassis.
The drawbacks of this technology is the total energy efficiency which is considerably lower than BEV, along with the key question on where and how hydrogen is produced. A decisive factor of the future of this technology is the availability and price of green hydrogen in the future.