COMPONENT - FKG

THE 

VEHICLE 

COMPONENT 

FKG - FORDONSKOMPONENTGRUPPEN 

Subcontractor 

Hybrid research 

Vehicle technology 

ISSN-1652X 

6-10 

Studs grip 

on bare ice 

Hans Reich: 

Top managers must support 

lean processes

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FKG - Fordonskomponentgruppengruppen 

AB 

AB 

The Scandinavian 

The Vehicle Scandinavian Component is issued 

Vehicle six times Component a year in Swedish is issued 

six 

or English. 

times a year in Swedish 

or English. 

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Bror Nilssons gata 4, 

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gata 4, 

Phone +46-31-711 89 01. 

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Fax 

Publisher: 

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Svenåke 

89 04. 

Berglie, 

President of FKG - Fordons- 

E-mail: info@fkg.se 

komponentgruppen AB. 

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+46-703-410 Publisher: Svenåke 123. Berglie, 

E-mail: 

President 

svenake.berglie@ 

of FKG - Fordons- 

fkg.se 

komponentgruppen AB. 

Mobile Editor-in-Chief: phone: 

+46-703-410 Tege Tornvall. 123. Box 126, 

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svenake.berglie@ 

Leksand. 

Phone +46-247-137 25. 

fkg.se 

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+46-70-628 87 76. 

Editor-in-Chief: 

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Tege 

telia.com 

Tornvall. Box 126, 

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Advertising: 

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Copyright: C FKG 2010. 

ISSN-1652-862X. 

Printed Copyright: copies: C FKG 3,200 2010. 

Swedish and 800 English 

Printed copies: 3,200 

Audited circulation: 3,430 

Swedish and 800 English 

Audited circulation: 3,430 

CONTENTS 6/10 

All texts in this issue are by the editor (TEGE) 

and express his views, if not marked otherwise. 

Cover: Faurecia exhaust components at Elmia. 

6 Active suppliers at active show. Automotive 

suppliers were much to the fore at this year’s 

Subcontractor show at Elmia in Jönköping. 

Many suppliers had face-to-face meetings 

with vehicle makers and other suppliers. 

Close to 1,200 exhibitors attracted more 

than 13,000 visitors. 

10 Popular show. Tools, automation and robots 

were the main theme of this year’s Technical 

Fair in Stockholm with many automotive applications 

and a focus on saving weight and 

resources. 

11 Vital auto industry. Defending and strengthening 

the Swedish automotive cluster was 

the theme of a panel discussion before the 

opening of Stockholm’s Technical Fair. 

11 EU support. European vehicle producers and 

their suppliers have substantial R&D funds 

available from the 7th industrial Framework 

(FP7) of the European Union. 

12 Strong Indian growth. The Indian vehicle 

market records about 16 per cent growth 

per year. State support and heavy infrastructure 

investments are pushing this development. 

14 More cars for urban living. Key speakers 

from the German automotive industry at 

trade magazine Automobilwoche’s congress 

predicted growing global vehicle sales and 

changing customer trends towards urban 

living and needs. 

16 Future for electricity. Volvo Car’s former 

R&D head Hans Folkesson is a strong advocate 

for hybrid and electric vehicles in his 

new role as chairman of the Swedish Hybrid 

Center, SHC. The strength of such vehicles is 

urban and short distance driving, he claims. 

17 Integrated nano surface treatment. Integrating 

nano surface treatment into machining 

processes cuts costs and time for powertrain 

production. This new method has been created 

by innovation company Applied Nano 

Surfaces, ANS. 

18 Saab opens for new suppliers. After leaving 

the GM family, Saab is now free to choose 

more Nordic suppliers. 

19 Smaller and safer cars. Speakers at the Car 

Day of Swedish daily business paper Dagens 

Industri spoke of trends for smaller and 

safer cars for the future, and longer ranges 

for electric vehicles. 

25 SVEN: Only studs grip on bare ice. 

Editorial cooperation 

The Vehicle Component 

now cooperates with 

Automotive Sweden, 

sharing material both 

ways. Short news will 

be found in Automotive 

Sweden’s newsletter and 

on FKG’s website. 

/Tege Tornvall, 

Editor-in Chief. 

Välkommen till årets viktigaste dagar 

för framtidens service marknad! 

På Automässan hittar du nyheterna, trenderna, 

leverantörerna och idéerna som inspirerar dig till 

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På stora scenen avlöser experterna varandra 

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seminarieprogrammen bjuder på fördjupning och 

insikt i aktuella ämnen. 

Fullständigt program, praktisk information 

och ditt kostnads fria entrékort hittar du 

på www.automassan.se. Vi ses i vimlet! 

SKANDINAVIENS STÖRSTA MÖTESPLATS FÖR 

FoRDoNS- och VERKSTADSbRANSchENS EFTERMARKNAD 

19–22 januari Svenska Mässan, Göteborg 

Verkstadsutrustning • däck & fälgar • r eserV delar & tillbehör 

V erktyg • s tyling • y tbehandling • b ilVård • tVättar • tjänster 

ArrAngörer: sAmArbetsPArtners: 

OPerAtIV ArrAngör: 

THE VEHICLE COMPONENT 6/10 3

From One Project Leader to Another. 

Software developed with over 20 years’ experience in 

project management within the OEM and supplier industry. 

Working in project management 

involves managing time, quality 

and costs as well as optimizing 

these parameters. After working 

with project management in the automotive industry 

for over 20 years, we have experienced problems 

from the inside and in doing so seen the limitations 

of existing systems. With this experience we have 

TESTDRIVE 

www.leqm.se 

Test your own project data in our software. 

We convert and demonstrate free of charge. 

Contact Anders Engström +46 (0)31 742 32 52. 

developed software that for the fi rst time gives you 

total control over – and thus assuring – the entire 

project. We have brought together all our knowledge 

and experience in one place and in easily accessible 

applications that have been developed by project 

leaders for project leaders. And from one project 

leader to another, this sounds pretty optimal, 

don’t you think? 

LEQM_Annons_Oss_Projektledare_Th1 1 10-11-22 14.55.23 

XXL Reklam & Kommunikation

Something wrong 

in credit terms 

Svenåke Berglie 

Managing Director FKG - 

Scandinavian Automotive Suppliers 

svenake.berglie@fkg.se 

“Get 

data interchange 

After the recent Go Global supplier visits to India and Brazil, Nordic 

suppliers most certainly will begin operations there. In the 

Brazil project, the eleven participating companies focus on heavy 

vehicles with meetings with Volvo, VCE, Scania, Daimler, Iveco, Case 

New Holland, Fiat Auto and MAN. One has also visited trailer producers, 

and one a car maker 

The Bazilian automotive industry is growing fast. All indicators point 

to substantial 4-5 per cent growth. The Nordic supplier association FKG 

and its Brazilian equivalence Sindipecas have a long history of coopera- 

enabled” 

tion. At our meeting, Sindipecas reported full speed in both industry 

and investments. 

data interch 

Naturally, we discussed Brazilian conditions such as cost level, 

logistcs, customs, etc., and also payment terms. We were surprised to 

find that the most frequent payment term of the Brazilian automotive 

“Get data interchange 

industry is 30 days. It should really be no surprise, as 30 days has been 

the Phone: common industrial +46 credit (0)322 period for 93525 decades. It is Fax: also normative +46 for (0)322 649035 Mobile: +46 (0)70 7238733 

how the EU commission wants public sectors to pay their suppliers. 

“Get 

The automotive Web: industry www.di-international.com 

has deviated from this for long with credit Email: sales-se@di-international.comenable 

periods changing from market to market. The south of Europe has 

had long periods of 90-180 days. France for long had 90 days plus free 

enabled” 

delivery month = 105 days. Lacking payment discipline adds 20-30 more 

days to this. The German “norm” is 45 days with payment on the 25th 

of the month after the delivery month. The Nordic automotive industry 

data interchange 

generally practices 30-60 days. 

Phone: +46 Phone: (0)322 +46 (0)322 93525 Fax: +46 +46 (0)322 (0)322 649035 649035 Mobile: +46 Mobile: (0)70 7238733 

But something has happened. French legislation now limits credit 

+46 (0)70 7 

Web: www.di-international.com Email: sales-se@di-international.com 

periods to 60 days, rather unexpected. But in other regions of the auto- Web: www.di-international.com “Get Email: sales-se@di-international.co 

motive industry, credit periods are extended, often through the entire 

supply chain. Big raw materials suppliers can oppose long credit periods, 

but suppliers on lower levels often get squeezed. This plague is now 

spreading to other business fields. 

I recently spoke with some tool makers, who had got the “generous” 

offer of making tools and get all payment when the tools are approved 

after production has started. When is this? The given plan could fail. 

www.pwc.com/se enabled” 

They may have to wait one year or even two. There are no guarantees. 

Capital costs money, and long credit terms require financing in the 

part of the chain where it is most expensive. Everyone fights to reduce Färre 

capital in stocks and equipment. We measure use of equipment and 

space and try everything to be “lean”. But for receivables, Phone: +46 slow (0)322 turnover 93525 Fax: +46 bokstäver, 

(0)322 649035 Mobile: +46 (0)70 7238733 

is what is practised. 

Web: www.di-international.com Email: sales-se@di-international.com 

Honestly, has anyone outside the circle of creative finance depart- mer nytta 

ments done a total analysis of the effect of long credit terms? If you 

take the balance for given, would it not be better to have your capital in 

development and equipment investments than in receivables? Would 

not such a distribution of your capital allow more product develop- 

Nu går vi från 22 bokstäver till tre, 

ment, efficiency work and, consequently, lower total cost for your final 

från PricewaterhouseCoopers till 

products? 

Something is fundamentally wrong in the de- 

PwC och fokuserar ännu mer på 

dina affärsmöjligheter. 

mand for ever longer credit terms. Has the time 

come for legislation in Sweden as in France? 

Läs mer om vad vi kan göra för dig 

på pwc.com/se eller ring Ulf Nordelöf, 

0709-29 11 33. Välkommen! 


Active suppliers 

at active show 

Perhaps as many as half of all close to 1,200 exhibitors at this year’s Elmia Subcontractor 

show are supplying parts, systems or services which end up in or contribute to 

road-going vehicles. The total number of Swedish automotive suppliers is estimated 

at around 1,200, but the majority are of course small companies with small volumes. 

Still, automotive suppliers 

and automotive applications 

were much to the fore 

at Elmia. After the deep market 

slump recently, they are now recovering 

towards former levels. 

Quite a few exhibitors had 

products and systems for fasteting 

and joining on show. Many 

others displayed various types of 

springs and springing solutions. 

Walking through Elmia’s four 

halls, I found much of interest. 

Here follows a sample. 

Adiator’s managing director Rikard 

Rockhammar. 

l Adiator specializes in advanced 

electromechanical systems 

such as actuators for various 

electronic functions in vehicles. 

Among its customers are Scania, 

the Volvo group, VW, Delphi and 

Kongsberg Automotive. Headquartered 

in Stockholm, it has its 

production site in Sölvesborg in 

south Sweden. 

l Arkivator in Falköping northeast 

of Gothenburg produces 

metal powertrain and other components 

mainly for heavy vehicles 

by cutting, drilling, turning and 

milling. With three more factories 

in Sweden and one in China, 

the company also serves other 

industry sectors and turns over 

about 700 million SEK. 

l Aros Quality Group is a public 

industrial conglomerate with 

16 separate companies in five 

countries, including China. The 

group employs 2,000 people and 

turns over 1.7 billion SEK. Eight 

companies produce mechanical 

and electromechanical components 

and systems for automotive 

applications. 

The group is headquartered in 

Västerås west of Stockholm. 

Father and son Bert and Jonas 

Ovesson. 

l ATC Tape Converting in Järfälla 

outside Stockholm is part of 

the Nossevo industry group and 

specializes in industrial tapes for 

fastening, joining and decorational 

purposes. Adhesive joining 

is one way of reducing weight in 

vehicle bodies and interiors. 

l Bendiro in Falkenberg on the 

Swedish west coast supplies roll 

formed components and roll forming 

equipment for automotive 

and other industrial needs. 

It is owned by Ortic in 

Borlänge northwest of Stockholm, 

an innovation company 

which has developed and now 

produces a 3-dimensional roll 

forming system for complex sheet 

metal forms, ideal for supporting 

structures in vehicles. Bendiro 

markets these systems globally. 

3-dimensional roll forming line. 

l Bufab is an industry group, 

focused on fastening solutions 

and small metal components for 

automotive and other industrial 

applications. Bufab offers products 

both by trading and from 

inhouse production. 

The group turns over about 

2 billion SEK with customers 

and sites around the world. Its 

Swedish operations are located 

to Värnamo, Hallstahammar and 

Svartå. 

Solweig Fransson heads family business Gnosjö Automatsvarvning. 

6 THE VEHICLE COMPONENT 6/10

l Carrab produces pressed and 

stamped metal components as 

well as plate and spiral springs 

for vehicles and other applications. 

It belongs to the Indutrade 

group and is located in Ålem in 

south Sweden. 

l Ewes Stålfjäder produces a 

wide variety of metal springs for 

automotive and other applications, 

including draw, torsion 

and compression springs as well 

as leaf, gas and tool springs and 

band and thread components. 

The company is based in Bredaryd 

in south Sweden and employs 

about 100 people. 

l Fundo Components in 

Charlottenberg close to the 

Norwegian border spcializes in 

tilt and low pressure die casting 

of complex aluminium components 

for vehicle, powertrain and 

Gunnar Axelsson, 

new head 

of Fundo. 

other industrial applications. It 

is a sister company of Perfekta in 

nearby Arvika and Solna Pressgjuteri 

close to Stockholm, both 

also supplying the automotive 

industry. 

l Meconet is a Finnish supplier 

of metal springs and stamped 

and deep drawn metal components 

from prototypes to volume 

production for automotive and 

other customers. Based in Vantaa 

close to Helsinki, it has factories 

in Finland and Estonia and turns 

over 25-30 million € with about 

200 employees. 

l Medeso is a software specialist 

for efficient product development 

by advanced 3-dimensional simulation. 

Privately owned, it assists 

its customers in implementing, 

developing and using software for 

mainly automotive product development. 

It is based in Västerås 

west of Stockholm and employs 

some 30 qualified people. 

l Modellteknik in Eskilstuna 

southwest of Stockholm develops 

and produces design and casting 

moulds, patterns and models for 

prototypes and small volumes of 

automotive and other compo- 

Lars Hagsson and Roger Andersson 

from Modellteknik. 

nents and tools in metals and 

polymers. With a staff of close 

to 20, the company is privately 

owned. 

l The Mora group around lake 

Siljan 250-300 km northwest of 

Stockholm counts several suppliers 

to the automotive industry, 

notably painting specialist Falk 

Jan Frisk from Falk Lack 

Lack and metal component maker 

Mattsson Metal in Mora and 

fine mechanics specialist Kuggteknik 

in picturesque Leksand. 

l National Gummi in Halmstad 

on Sweden’s west coast produces 

rubber and polymer components 

by extruding, injection 

moulding, thermoforming, stam- 

Sales account manager Johan Rössel, 

National Gummi. 

ping, water cutting, lamination 

and contour sawing for tightening 

and damping applications 

in most vehicle areas except the 

engine bay. Turnover is about 20 

million €. 

l Nolato Lövepac is part of the 

public Nolato group, which is 

based on various applications of 

Continued on page 9. 


Growing sales 

for suppliers 

This year’s subcontractor show at Elmia in Jönköping 

on Nov. 9-12 marked an upturn in sales and volumes 

for Swedish automotive suppliers. Some 1.200 exhibitors 

from 29 countries attracted more than 13,000 

visitors during four intensive days. Close to 18,000 m 2 

of exhibitor area was a new record. 

According to project manager 

Jonas Ekeroth, the 

show was a success with 

both exhibitors and visitors. This 

also goes for the face-to-face 

business meetings arranged for 

suppliers with other suppliers as 

well as vehicle makers. 

- The actual outcome of these 

meetings and business contacts 

made in stands is now evaluated 

in our regular exhibitor and visitor 

polls, but our impression is it 

was at least equal to earlier years, 

says Jonas Ekeroth. 

Elmia Subcontractor is the 

largest show of its kind in the 

Nordic region. Next year’s show 

is planned for Nov. 8-11. 

TEGE 

Ultralight composite 

By replacing conventional round 

cross section threads with flat textile 

bands, innovation company 

Oxeon can make more efficient 

industrial textiles as the base for 

lighter and stronger composite 

materials. Co-owner Fredrik 

Blycker lectured on the new 

material at Elmia’s subcontractor 

show in Jönköping recently. 

It is called TeXtreme and is 

an ultra-light band-woven carbon 

fibre-reinforced composite. So 

far produced in small volumes, 

it is used in Formula 1 and other 

Fredrik 

Blycker, 

co-owner 

of Oxeon. 

advanced racing cars and in 

aerospace and space applications 

but is also making its way into the 

automotive industry via advanced 

high performance cars. 

The company is based in textile 

city Borås east of Gothenburg 

and turned over 24 million SEK 

in 2009 with an exceptional 

growth rate. Rapidly growing 

volumes are expected to reduce 

the price and further boost sales 

in the automotive industry’s quest 

for lower weight. /TEGE 

Roll formed 

roof structure 

Volvo Cars will use new 3-dimensional 

roll forming equipment 

from specialist Ortic to form a 

supporting profile on the roof of 

a coming new model. It will need 

a complex form to give extra 

support to an open roof version ot 

the new model. 

3-dimensional roll forming is 

Gas from manure 

An energy-efficient method for 

making vehicle gas from manure 

has rendered entrepreneur and 

inventor Per-Olof Karlsson in 

Jukkasjärvi in the far north 

of Sweden this year’s SKAPA 

scholarship. He was presented the 

award at Stockholm’s Technical 

Fair on Oct. 19. 

He received not only a 

diploma and a symbolic statuette 

but also a cheque for SEK 

300,000 for further development 

of his method. The idea is to 

use farming manure, household 

leftovers and similar sources for 

production of biogas for vehicles 

and other uses. 

Suitable 

structures for 

roll forming. 

generally well suited for giving 

complex forms to supporting 

structures in vehicles. Ortic in 

Borlänge northwest of Stockholm 

is now marketing this solution to 

the world’s automotive industry 

via its recently acquired subsidiary 

Bendiro in Falkenberg on 

the Swedish west coast. /TEGE 

Per-Olof Karlsson has invented 

a method where carbon 

dioxide of digestion gas is dissolved 

into water, leaving pure 

biogas (methane). With his wife, 

he runs a local industry group for 

subcontracting as well as development 

and small series production 

of house-own products. 

To exploit his new giogas 

process, they have now created a 

separate company, Biosling. 

SKAPA is a foundation 

created to support technical innovations. 

www.stiftelsenskapa.se , www. 

articnova.se/biosling. 

TEGE 

Inventor Per-Olof 

Karlsson. 


Elmia continued from page 7. 

polymer technology. Lövepac in 

Skånes Fagerhult in south Sweden 

specializes in engine sealing 

and tightening applications. 

Reinhold Waldeier and Krister 

N y m an . 

l Parker Hannifin is a leading 

global provider of motion 

and control technologies for 

various industrial and technical 

applications, About one third of 

its annual 10 billion $ revenues 

come from the automotive area, 

mainly from tightening and 

sealing of hydraulic systems in 

heavy vehicles. 

Its Swedish branch is based 

in Västerås west of Stockholm 

and employs some 30 qualified 

people. 

l Proton Finishing is one of five 

business sectors in an industry 

group of 14 companies with automotive 

and other industrial custo- 

Outokumpu speaks for stainless. 

mers. The finishing operation in 

Värnamo in south Sweden offers 

surface treatment by electrolytic, 

electrostatic, chemical and immersion 

processes. With about 

400 employees, the group turns 

over some 400 million SEK. 

l Talent Plastics is a group 

of companies developing and 

producing plastic components by 

injection moulding and extrusion 

for automotive and other applications. 

Before recently acquiring 

Bladhs Plast in Bredaryd in south 

Sweden and Profilspecialisten 

close to Gothenburg, the group 

had six sites in Sweden and two 

in Estonia. 

Wide choice from TR. 

l TR Fastetings is a Britishowned 

global specialist in 

various fasteting components and 

systems, both producing its own 

products and trading products 

from other companies. With 850 

employes around the world, it 

gets 60 per cent of its 126 million 

€ revenues from automotive 

applications. Its Swedish office is 

in the Stockholm area. 

l Trelleborg Sealing is part of 

the big Trelleborg group and 

systems under high pressure by 

rubber and polymer parts and 

systems. 

Such sealings not only keep 

tight but also dampen and protect 

automotive and other systems 

and modules from vibrations and 

shocks. 

Trelleborg’s sealing operation 

turns over about 5 billion SEK 

globally, close to one fifth of the 

group’s global revenues. 

l VDL Automotive is a Dutch 

industry group with two major 

sectors. One develops and produces 

buses with annual revenues 

around 600 million €. The other 

is a subcontractor to automotive 

and other industries with revenues 

of about 400 million €. 

l The Xano group has three of 

its member companies in the 

automotive sector: Cipax, Mikroverktyg 

and Segerströms. Cipax 

at Skebobruk north of Stockholm 

makes rotational moulded 

polymer products. Mikroverktyg 

in Södertälje manufactures 

precision engineering powertrain 

cogs and gears. Segerströms in 

Eskilstuna makes pressed and 

machined metal components. 

TEGE 

specalizes in sealing hydraulic Sune Lantz heads the Xano group. 

Efficient 

production 

Adding value and reducing waste 

and costs is a theme both for 

EU:s FP7 programme and for the 

Swedish project Produktionslyftet. 

A driving force behoind this 

is former Saab manager Hans 

Reich. At Elmia’s Subcontractor 

show, he said Swedish top managers 

must practice and support 

lean thinking in their companies. 

Hans Reich wants Swedish managers 

to think lean. 

Haldex split 

in three 

Next year, Haldex will be split in 

three separate public companies, 

one for each of the group’s major 

areas. CEO Joakim Olsson will 

retire for other missions. 

Joakim Olsson will leave Haldex 

next year 


Popular 

show 

At Stockholm’s Technical 

Fair on Oct. 19-22 

this year, more than 300 

exhibitors attracted more 

than 22,000 visitors. It 

focused on tools, automation 

and robots with the 

automotive industry as a 

major aoolication field. 

Promising 

R&D projects 

With its FFI programme 

(Strategic Vehicle 

Reseach and Innovation), 

the Swedish state supports 

automotive innovation projects in 

five areas: 

l Energy and environment 

l Vehicle and traffic safety 

l Vehicle development 

l Sustainable production 

l Efficient transports. 

With an annual budget of 

close to 500 million SEK, the 

programme supports a number of 

promising R&D projects in these 

fields. The general condition is a 

50/50 basis: supported companies 

put a corresponding sum in the 

project, and academic research 

should also be involved. 

Several projects were presented 

at Stockholm’s Technical 

Fair recently. A dominating role 

is played by supplier companies. 

Supplier dominance 

Svenåke Berglie of the Nordic 

supplier association FKG stated 

that suppliers account for: 

l 75 per cent of the value of 

modern cars 

Vinnova head 

Charlotte 

Brogren. 

l 60 per cent of all new vehicle 

technology 

l half of all R&D investments 

in the automotive industry, 

He also stated that the global 

automotive industry as a whole 

forms the 6th largest economy 

of the world with 50 million 

employees. Of these, 12 million 

work in the EU. Annual automotive 

investments are about 33.5 

billion €, of which 20 billion in 

R&D. 

- But there is also an installed 

global overcapacity of 30 per 

cent, said Svenåke Berglie. 

While the world will need 

more vehicles in the future, they 

will have to offer new technology 

with mote efficient use of resources 

both when produced and 

when used. The FFI programme 

is intended to support such 

technologies. 

Aiming at more efficient 

production was the MERA programme 

(Manufacturing Engineering 

Research Area) between 

vehicle producers and suppliers. 

This is now succeeded by a cluster 

project between Saab, Volvo 

Car, Scania, the Volvo group, 

FKG and supplier and research 

partners. They cooperate within 

ten specific areas. 

Lighter vehicles 

Vital for less fuel consumption 

are lighter vehicles with more 

high strength steel and other 

lighter materials as well as lighter 

and more efficient engineering 

and design solutions. One 

project in this area is SpotLight, 

focused on resistance spot welding. 

For more efficient machining 

of lighter high strength materials, 

adiabatic (non-heat) electromagnetic 

pulse stamping can reduce 

the need for robots and raise 

product quality. 

For cost- and resourceoptimalized 

transports, Swedish 

stakeholders have a Green 

Corridor Vision from the north 

of Sweden along the coast via 

Stockholm and mid Sweden with 

outlets to Norway, Denmark and 

the Continent through Gothenburg 

and the Skåne region. 

Longer truck-trailer combinations 

can carry more load and 

reduce the number of trucks on 

long-haulage routes – and consequently 

also fuel consumption 

and emissions. 

A Swedish project works for 

extending 18.75 m combinations 

on EU roads to 25.25 m length, 

as in Sweden. This can increase 

maximum load from 40 to 60 

tonnes and reduce the number of 

trucks by one third. 

Even longer combinations 

are studied for timber transports 

in north Sweden with up to 30 

m length and 90 tonnes of load. 

This could also reduce the number 

of trucks by one third. 

Sustainability 

To meet the need for more transports 

with less consumption and 

emissions, Scania and the Volvo 

group as well as their suppliers 

are driving sustainability projects 

in the areas of powertrain, practical 

use and user administration 

and communication as well as 

more efficient production. 

Telematics and IT are efficient 

tools for optimized use 

of vehicles for transports. The 

Sigyn project aims at creating an 

integrated transport architecture 

between vehicles, their users, the 

public infrastructure and other 

stakeholders. 

The common aim for all FFI 

projects is to make more efficient 

use of limited resources for 

development, production,use and 

finally recycling of road vehicles. 

TEGE 


Auto industry 

vital for Sweden 

Sweden’s four vehicle producers, about 1,200 suppliers to the automotive industry 

and many universities, R&D institutes and consultants in the automotive field 

form one of the world’s few clusters capable of both developing and manufacturing 

roadgoing vehicles. 

This cluster is of vital importance 

to Sweden as 

an industrial and welfare 

nation. This was the message of 

a morning hearing before Stockholm’s 

Technical Fair was opened 

on Oct. 19. It was arranged by 

business magazine Affärsvärlden 

and featured the following panel 

of leading profiles from the automotive 

industry: 

l Svenåke Berglie, head of the 

Nordic automotive supplier 

association FKG 

l Joakim Olsson, CEO of systems 

and component supplier 

Haldex 

l Ola Asplund, analysis head of 

industry trade union IF Metall 

l Anders Hultmark, CEO of 

component supplier Arkivator. 

They all stressed the need 

for Swedish vehicle producers 

and their suppliers to keep 

R&D, product development and 

production in Sweden and said 

that wages in low cost countries 

are fast rising. This fact and 

logistic problems often eliminate 

the economic gains of low-cost 

production, they agreed. 

Keeping staff 

- There are great and fast fluctuations 

in the global automotive 

market. Keeping competent staff 

in hard times is difficult, said Ola 

Asplund. 

Haldex and many other companies 

kept their key staffs during 

the recent crisis. This makes 

them better prepared to meet 

returning demand. For cars, volumes 

are almost back to normal, 

and for heavy vehicles they have 

recovered from one third to two 

thirds with a continued growing 

trend. 

- As we live under strong com- 

petition, we must focus on our 

strengths, said Svenåke Berglie. 

This means advanced technology, 

high quality and safe 

deliveries to avoid price-volume 

discussions for high-volume standard 

components. Some vehicle 

makers, such as the Volvo group, 

want suppliers to develop and 

offer innovations. Others, such 

as Scania, want their suppliers to 

concentrate on their processes. 

- High delivery precision is 

vital. We must follow our customers 

to new markets, and find new 

customers and markets for future 

growth, said Anders Lundmark 

and stated that the world needs 

more transports and vehicles. 

One problem is a stronger 

Swedish currency with costs in 

SEK and sales in other currencies. 

But global companies do 

business in many currencies for 

a better balance, and Sweden 

FKG head 

Svenåke 

Berglie. 

Union man 

Ola Asplund. 

Anders 

Hultmark from 

Arkivator. 

still has a cost advantage from 

repeated earlier currency devaluations. 

Currency advantage 

- During the recent crisis, we had 

an advantage of 15-20 per cent 

from earlier devaluations, said 

Anders Lundmark and claimed 

this has made Swedish vehicle 

makers and suppliers less motivated 

for hard cost reductions. 

This leaves a great potential 

for further efficiency gains and 

innovations, driven by both legal 

and market demands. The panel 

believed that Sweden will still 

have automotive manufacturers 

and suppliers in 2030. But it will 

require continued support to 

meet global competition. 

Joakim Olsson said that Haldex 

has now introduced its fifth 

4-wheel drive generation - at 60 

per cent lower cost. He stressed 

the continued importance of 

high competence with better 

training and education. 

- To keep our independent 

automotive industry, we must 

protect and support our cluster. 

This was done in competing 

countries during the crisis, but 

not here, said Svenåke Berglie. 

In this, he was seconded by 

Ola Asplund: 

- Our minister for finance believes 

we should turn to making 

wind farms instead, but we must 

use our strength, which is developing 

and producing vehicles for 

a growing global demand. 

After the seminar, Svenåke 

Berglie and Joakim Olsson 

officially opened the Technical 

Fair, which had a strong focus on 

tools and automation with many 

automotive industry applications. 

TEGE 

EU 

suppor t 

More support is provided 

by the 7th industrial 

Framework Programme 

(FP7) of the EU with a total budget 

of 5 billion € 2008-2013. It is 

split into ten separate areas with 

about 15 per cent for transport 

projects. But only 13-30 per cent 

of their respective budgets have 

so far been used 

- This opens excellent possibilities 

for Nordic suppliers to apply 

for supporting R&D funds, said 

Johan Anker fromTeknikföretagen, 

the association of Swedish 

manufacturing industries. He 

advises Swedish applicants to 

contact Vinnova, the Swedish 

research and innovation agency. 

One important field is efficient 

manufacturing. For this, 

the EU has intiated its Manu- 

Future programme, Industrial 

Transformation by Knowledgebased 

Manufacturing. Similar to 

Lean thinking and the Swedish 

programme Produktionslyftet, 

it focuses on reducing costs and 

adding customer value. 

Johan Anker 

told about EU 

funds. 

Other European stakeholders 

in automotive R&D are the 

following; 

l EUCAR, European Concil for 

Automotive R&D 

l CLEPA, European Association 

of Automotive Suppliers 

l EARPA. European Automotive 

Research Partners Association 

l ERTRAC, European Road 

Transport Research Advisory 

Council 

l ERTICO, Intelligent Transport 

Systems and Services for 

Europe 


India: 

16 per cent more 

vehicles per year 

In recent years, India’s vehicle market has grown significantly and in 2009 reached impressive sales of more 

than 11 million units. The value of the Indian automotive industry is estimated at over USD 28 billion. The 

annual growth in recent years has been 16 per cent. The country is currently one of the world’s fastest growing 

automotive markets, and intensive work is underway to achieve a continued high, but also sustainable growth. 

Text: S.R Venkatesan, Invest Sweden, India 

Towards a world-class 

automotive industry 

The Indian government has taken 

many strategic decisions to support 

a strong automotive industry. USD 

380 million will be invested to create 

a world-class venue for vehicle 

testing and validation, as well as 

infrastructure for research and 

development. The goal is to make 

S. R. 

Venkatesan. 

the growth of India’s automotive 

industry compatible with global 

standards. Infrastructure investments 

in the major Indian vehicle 

cluster shall create an “Automotive 

Center of Excellence”. 

Recently, the Indian Parliament 

adopted a very ambitious program 

to develop the world’s second largest 

network of roads and highways. 

With a distance of about 70,000 

km, national highways will link 

Domestic 

trucks for 

Indian market. 

all India from north to south 

and from east to west. This will 

increase the average road speed 

with new demands on both 

vehicles and roads. 

Working closely with state 

enterprises and other stakeholders, 

the Indian department of 

industry will create a vision document 

for developing the Indian 

automobile industry. 

Safety an increasingly 

important issue 

Out of India’s about 40 million 

vehicles on the road, nearly 75 

per cent are two-wheeled. With 

more new vehicles, higher speeds 

and more dense traffic, safety is 

increasingly important. A safety 

plan for both passenger cars and 

commercial vehicles will be 

incorporated by regulations and 

public notices. Vehicle inspection 

and maintenance become 

increasingly important. 

Since April 1 this year, more 

stringent emission standards 

(“Bharat stage IV (Euro 4)”) are 

being applied in 13 of the largest 

cities. Fuel quality must also be 

in line with these standards, and 

manufacturers and oil companies 

work fast to meet the new 

requirements. In addition, SIAM 

(Society of Indian Automobile 

Manufacturers) has taken further 

initiatives for labeling values for 

fuel consumption. 

New requirements for 

future vehicles 

With a growing middle class and 

easier access to bank loans, more 

families can afford a car. In pace 

with improved highways and 

increasing demand for consumer 

goods, mobile phones, housing 

etc., the market for commercial 

vehicles is also growing. This 

will in turn increase demands for 

efficient logistics, material flow 

and reliable deliveries. 

Good roads and more heavily 

laden vehicles mean a paradigm 

shift in commercial vehicle 

transports with a very clear 

trend from two-axle operation 

to multiple axle operation. For 

passenger transport in major 

cities, there is a growing demand 

for convenience, safety, shorter 

travel time and fuel efficiency. 

With higher average speeds, new 


trucks and buses need advanced 

technologies to meet new safety 

and performance requirements. 

Good opportunities in 

India 

Most global automotive actors 

are on site in India, either on 

their own or through local Indian 

partners. Volvo AB is present in 

India since 1998 and now has 

three production facilities in 

Bangalore. Scania is cooperating 

with Indian Larsen & Toubro 

and is selling commercial vehicles 

to the Indian mining and 

construction industries. Volvo PV 

has a wholly-owned subsidiary 

Tata Nano, 

low-cost car. 

in India. SAAB and Hagglunds 

are also present. A number of 

Swedish suppliers are also established 

- Autoliv, Haldex, Semcon, 

SKF and Trelleborg are a few of 

them. Ericsson is one of the most 

successful Swedish companies 

in India. 

There are many forms of 

partnerships and strategic alliances 

with the Indian automotive 

industry. There are many positive 

signs of continued growth for 

both passenger vehicles and commercial 

vehicles on the Indian 

automotive market. All actors in 

the Indian market must have a 

good balance between technology 

and cost advantages to achieve 

critical mass and seriously gain a 

foothold in the market. 

Swedish companies establishing 

themselves in India must see 

the benefits of a steadily growing 

mass market, have the courage 

to take decisions on types 

of cooperation, and formulate 

clear strategies for their business 

model. To be successful in the 

long term, they must also drive 

and lead the technology development 

and provide innovative and 

cost effective solutions in production 

and development. 

Rather than remain on the “top 

of the pyramid” in limited volume 

markets, Swedish companies are 

offered many interesting challenges 

in India for optimizing 

technology, price, customer value 

and deeper customer connection 

to reach down to the “base of the 

pyramid”. Formulating a clear 

business strategy and creating 

“win-win” situations for all parties 

involved is a good way into India’s 

mass market. Swedish companies 

succeeding in this have great po- 

tential to gain a foothold in India 

and achieve profitable growth. 

Examples of cooperation 

Today, Swedish SP (the Technical 

Research Institute of Sweden) and 

ARAI (the Automotive Research 

Association of India, the Indian 

equivalent of SP) are cooperating. 

They have signed a memorandum 

of understanding (MoU) in a 

number of areas including vehicle 

fires. In May 2010, SP arranged a 

workshop in the area at ARAI in 

India. 

Objectives for 2016: 

l To make India first choice for 

designing and building cars. 

l To achieve USD 145 billion 

return for the automotive industry, 

or more than 10 per cent of 

GDP. 

l To create employment for 25 

million people in India’s automotive 

industry. 

To achieve the above objectives, 

the business sector plans to invest 

about USD 40 billion for the coming 

years. 

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Military 


On Road 


For your comfort

More cars 

for urban living 

If no new economic crises occurs, the global new car market is expected to grow 

from today’s about 57 million cars to 80 million in 2020 and 120 million in 2030, 

according to Audi’s marketing and sales head Peter Schwarzenbauer in his speech 

at the German trade magazine Automobilwoche’s congress recently. 

But the strongest growth 

will come from the premium 

and low cost segments, 

not from today’s big volume 

medium class segment. The 

global manufacturing overcapacity 

of about 30 per cent mainly 

concerns the latter segment. 

By 2030, the premium 

segment will have more than 

doubled from today’s 5 million 

cars to 11 million by 2030, according 

to Audi. Most of these 

cars will still come from today’s 

established brands. Audi alone 

targets 1.5 million cars by 2015 

for a market share of close to 20 

per cent. BMW and Mercedes 

have similar aims. Together, they 

will cover close to two thirds of 

Who makes the car? 

Major Component System Summaries 

Audio & Telematics 

$ 325 per Vehicle 

Description Radios, CD + DVD 

players, TVs, nav. 

systems, docking 

stations 

Current outsourcing High 

Concentration Medium 

Growth Potential Medium 

Electronics Electrical 

$ 1,750 per Vehicle 

Description Battery, lighting, 

door lock 

security, systems, 

dashb., wire 

harn., electr. 

architecture 

Current outsourcing Medium 



Engine 


Description Power plant 

(pistons, bearings, 

valves timing, 

pump chains, etc 

Current outsourcing Low 

Concentration Low 

Growth Potential High 

Climate Control & Engine Cooling 


Description Compressor, 

condensers, fans, 

radiators 



Growth Potential Low 

Steering 


Description Joints 

columns, gears 

and knuckles 




Transmission 

$ 1.255 per Vehicle 

Description Transmissions, 

clutches, 

gears 



Growth Potential High 

the world’s premium market with 

the rest for Jaguar, Volvo, Saab 

and others to fight for. 

Tight for volume cars 

Established medium segment 

volume brands will also grow, 

but much less. Their share of the 

total market has dropped from 82 

per cent in 1985 to less than two 

thirds today, according to Arndt 

Günter Kirchhoff from the big 

German supplier Kirchhoff. 

Passenger Restraints 


Description Airbags, belts, 

safety electronics 

& passive components 


Concentration High 


Axles, Driveshaft & Components 


Description Power to wheels 

from engine + 

transmission 




1901 

Mercedes 

Simplex: 

same architecture 

as 

today. 

For comparison, he produced 

the following interesting 

statistics: 

Market share in % 

per segment 1985-2015 

Year/ 

segment 

1985 1995 2005 2015 

% % % % 

Premium 16 17 22 26 

Volume 82 79 67 54 

Low cost 2 4 11 20 

In absolute numbers, premium 

cars will grow from about 

5.2 million units in 1985 (of a 

Body Glass 


Description Windshields, 

windows, sunroof 

glass 




Braking 


Description Mech. parts (calipers, 

pads, drums, etc) + components 

such as actuators 

+ sensors 




Body & Structural 


Description Undergrinning, 

body frames, class 

A stampings 




Suspension 


Description Shock absorbers, 

control arms, 

springs, stabilizers, 

seats 




total market of 32.5 million) to 20 

million in 2015. Volume cars will 

grow from 27 to 43 units, and low 

cost cars from 0.3 million to 16 

million. 

Still, volume cars will more 

than double their sales, but in increasingly 

hard competition with 

pressed prices and high costs for 

high tech development, driven by 

both legal and market demands. 

Indeed, tomorrow’s cars will 

not be quite the same. Several 

global trends influence what cars 

will be demanded in the future. 

Less status in cars 

Several speakers at Automobilwoche’s 

congress pointed to the 

following factors: 

l A large and growing number 

will live in urban surroundings. 

Today, about half of the 

world’s 6.8 billion inhabitants 

live in cities. By 2030, 60 per 

cent will live in cities, and in 

Interior 


Description Seats, 

instr. panel, 

arm rests, 

headliners, 

occupant 

pieces 




Fuel Systems 


Description Parts from 

fling cap to 

fuel injector 




Wheels & Tire 


Description Wheels, tires, 

tub caps + 

related pars 




Exhaust 


Description Brackets, 

cat. conveyers, 

clamps, 

valves. 

mufflers 





Short range for electric vehicles. 

2050, 75 per cent of a total of 

more than 9 million will live in 

cities. This equals today’s total 

population just in cities. 

l Not only will a majority live in 

cities. Ever more will live in 

mega cities. By 2015, there will 

be at least 26 mega cities with 

more than 10 million inhabitants. 

Most of them will be in 

the East, and all will need new 

types of personal transport. 

l The status and fascination of 

cars will diminish and also 

change its focus. Owning your 

personal car will be less important. 

More cars will be shared 

or leased for flexible use when 

needed. Cars will be developed 

to meet new ways of use and 

living. 

l Hybrid and electric cars will 

gain ground for urban driving. 

With about 80 per cent of all 

car trips shorter than 50-60 

km, batteries can be loaded 

between trips. Combustion 

engines will be used mainly 

for long distance and intercity 

driving. 

Event calendar 

Less fuel consumption 

But still, most cars will have combustion 

engines either uniquely 

or in hybrid combinations for the 

foreseeable future. The environmental, 

practical and economic 

need to save fuel and both legal 

and market demands will drive 

vehicle and engine makers to 

further optimize combustion engines 

for ever lower consumption. 

Engines will also be developed 

for a variety of fuels: fossil or abiotic 

as well as bio and synthetic 

fuels. High pressure direct injection, 

turbo charging, variable 

valves and compression ratios and 

lower friction will be used for 

downsizing. Further on, fuel cells 

will allow electric engines to be 

used also for longer distances. 

Cars will also have more 

electronic functions for control of 

car mechanics and functions, for 

driver assistance, for driver and 

passenger infotainment and communication, 

and for communication 

between vehicles and with 

the surrounding infrastructure. 

TEGE 

6-7/12 Gothenburg Truck & Bus World Forum; 

www.tnbworldforum.com 

 

19-20/1 Hjo, Sweden Integrated collision safety course; 

www.trafficsafety.se 

 

19-22/1 Gothenburg Automässan car show; 

www.svenskamassan.se 

15-17/3 St. Petersburg Technical fair; 

www.ptfair.ru 

4-8/4 Hanover Industrial fair in 13 bransches; 

www.hannovermesse.de 

14-16/6 Valencia European Automotive congress; 

www.stauto.org/inicio 

 

19-24/9 Hanover EMO international tool/assembly fair; 

www.emo-hannover.de 

8-11/11 Jönköping Elmia Subcontractor; 

www.elmia.se 

LASTBIL. 

HT Svarv tillverkar axlar till i stort sett de flesta av 

världens lastbilar. 

Specialstålet som de använder kapas i vår 

anläggning. Till exempel varmvalsad respektive 

skalsvarvad rundstång, kalldragen stång, slipad 

axel. Både korta och långa serier. 

På köpet blir HT Svarvs produktion mer flexibel 

samtidigt som deras investeringsbehov i lokaler och 

maskiner minskar. 

Behöver du balk, rör, stång, profiler och plåt i 

stål, rostfritt eller aluminium? Välkommen att se allt 

som vi kan erbjuda på www.begroup.se 


More electric 

cars 

Hans Folkesson is a convinced advocate for electric 

vehicles. He is the chairman of the Swedish Hybrid 

Vehicle Center (SHC), has a solid background in the 

Swedish and international automotive industry and 

speaks animatedly about the future. 

Karma luxury car. 

“The automotive industry is now 

in an exciting pioneer phase. 

Ideas come and go in all directions. 

Many will succeed, many 

won’t. Amidst dead ends and 

blind alleys, one thing is quite 

clear - cars become more electrified. 

So far on a rather modest 

scale. Electric engine cooling 

fans instead of belt drive, electric 

power steering, etc.. 

The big change comes when 

powertrains go electric, and this 

is happening now, step by step. 

The end goal is clear - a car that 

runs primarily on electricity. 

Some cars will include a ‘range 

extender’, a small combustion 

engine running at optimized 

speed when batteries run down. 

Acceleration won’t take your 

breath away, but fuel consumption 

is very low.” 

What was ‘high tech’ just 

recently, like start/stop function 

Batteries 

require space. 

with braking energy recovery, 

will very soon be standard. Mild 

hybrids become full hybrids 

and will work in electric mode 

much longer. Such cars are now 

coming out on the market. In two 

years, several ‘plug in’ hybrids 

will hit the market, running 

primarily on electricity, . Their 

batteries can be charged in regular 

electrical outlets, and the car 

works very similar to an electric 

vehicle up to 40-50 km ranges 

between charges . Pure electric 

vehicles will also come on a large 

scale - but there are problems to 

solve and deal with. 

Although all electricity is 

not green, Hans Folkesson is 

convinced of the advantages of 

electricity: 

l An electric motor converts 

more than 80 per cent of 

supplied energy to operation, 

while a combustion engine 

generally falls below 20 per 

cent. 

l Electric motors can also be 

used as generators and utilize 

braking energy. 

l Electricity is easy to distribute 

and offers great freedom in 

automotive design and construction. 

l Electricity can, with known 

technology, be produced 

entirely without emissions. 

l Electricity now costs SEK 

0.125/km, compared to diesel 

at SEK 0.6/km. 

Heavy vehicles account for 

much of the transport sector, and 

hybrid vehicles are well suited for 

urban stop-and-go traffic. Hans 

Folkesson expects the following 

to happen: 

“Hybrid drive for buses and 

garbage trucks is already on the 

market and is an interesting 

option also for mid-size delivery 

vehicles. For long-haulers, the 

situation is a bit different. An 

intriguing scenario would be to 

electrify freeway networks and let 

heavy traffic run on electricity 

with power supply through overhead 

lines and pantographs or, 

in the future, inductive transfer 

Electric 

man: Hans 

F o lke s s o n . 

through the road surface. This 

will require new trucks with big 

electric motors and small diesel 

engines for use on other roads 

and for transferring. This may 

sound utopian, but the idea is 

based on fully known technology 

and is much cheaper amd flexible 

than building a railroad.” 

Concerning Sweden’s stand 

in the ‘electric race’, Hans Folkesson 

says: “We have the competence 

and a strong automotive industry, 

but we split our resources 

in many areas. More collaboration 

leads to faster results. Safety 

is one of many strengths of the 

Swedish automotive industry. We 

can become a leader in hybrid 

and electric vehicle safety as well, 

but this will demand large and 

collective ventures, which we 

unfortunately don’t see today.” 

More safety tends to add 

weight to vehicles, against new 

demands for energy saving. This 

dilemma can be solved with 

increasingly lighter constructions. 

Sweden is well positioned 

in high-strength steel but must 

move on - and quickly. Saab and 

Volvo Car are entering interesting 

hybrid and electric vehicle 

projects but must must move fast 

to keep pace with competitors. 

Hans Folkesson: 

“Even if we won’t be able to 

develop all areas, like batteries, 

we have to build competence 

even in these areas to understand 

what’s going on and focus on 

the right things. Today’s motorists 

compare fuel consumption 

instead of horsepower. Energy 

efficiency builds brands. 

The Swedish Hybrid Vehicle 

Center was founded early 2007 

with funds of SEK 97.5 from 

industry and commerce, universities 

and the Swedish Energy 

Authority - 1/3 each. Its aim is 

to push development in areas 

important for electric vehicle 

development in Sweden. Its first 

period ends in 2010. Targeting 

increased funding for the next 

period, SHC:s eight senior 

researchers and fourteen doctoral 

students will now intensify their 

research. SHC will very soon 

present a progress report, not to 

be ignored. 

To meet skepticism against 

electric vehicles, Hans Folkesson 

says. “All change meets 

resistance. For the automotive 

industry, electric power entails 

substantial change but also offers 

substantial opportunities. That 

this transformation is coming, 

we need not doubt - the future 

of our climate, environment 

and children and grandchildren 

depend on it.” 

/Hans Nyman, Automotive Sweden 

Tesla sportscar. 


Less fuel consumption 

with nano surface treatment 

For use in engines, transmissions and similar heavy 

wear and friction applications, metal parts must have 

efficient surface protection or treatment. 

One of the world’s most efficient 

such dry lubrication 

nano composite methods 

is by tungsten (wolfram) disulfide, 

which is usually applied by after 

treatment in a separate process. 

But it can now be integrated 

into conventional machining 

processes, saving both time and 

costs. This is done by a patented 

process, developed by the Swedish 

innovation company Applied 

Nano Surfaces, ANS. 

In this integrated process, a 

tungsten tool is put in contact with 

the metal surface to be protected 

under pressure and heat, generated 

by the process itself. The tungsten 

ANS head Mattias Karls 

(right) with researcher 

Jonas Lundmark. 

Increased security • Improved competitive strength • Minimized total cost 

Improved competitive strenght 

tool is used as a feed in a tribochemical 

reaction with sulfur from 

the process fluid, leading to the 

formation of tungsten disulfide on 

the workpiece surface. 

- The process is very accurate 

and precise, working only at the 

contact spot between the tungsten 

tool and the metal surface, says 

Mattias Karls, managing director 

and part owner of ANS. 

University roots 

The company is sprung from the 

university of Uppsala, 70 km north 

of Stockholm, and presently employs 

a staff of seven. Most of them 

are researchers, further developing 

the technology and finding new 

applications for it. They are also 

researching other ways to reduce 

friction, fuel consumption and 

use of energy in engineering and 

industrial processes. 

With more than 240 plants over the world, Bodycote is the worldleading company 

within the business areas of heat treatments, material testing, metallurgical 

coatings and hot isostatic pressing. 

Bodycote in Sweden support you all the way from productdevelopment to 

final production. As a global partner you have local access to an international 

network of unique competence and capacities. 

By taking advantage of Bodycote’s unique benefits most companies can add 

new possibilities into their business and improve the competitive strength. 

- Our method can be used 

for all applications where metals 

move in contact with each other, 

says Jonas Lundmark, one of the 

researchers. 

The company was recently 

created to exploit the patented 

method to deposit tungsten disulfide. 

Besides a group of private 

owners, the 6th Swedish AP 

pension fund has also invested in 

the company, which turned over 

2,8 million SEK in its second 

year with revenues from ongoing 

customer projects. /TEGE 

P. O. box 124 • SE-424 23 Angered • Tel: +46 31 332 19 00 • Fax: +46 31 331 90 87 • www.bodycote.se 


Saab can now choose 

its suppliers 

When Saab left GM, it opened up new avenues for partnerships with Nordic 

suppliers. Procurement changed from GM:s centrally managed global purchasing 

department to a small, flexible and quick-acting purchasing division at Saab. 

This gives small and midsized Nordic suppliers the chance to regain direct contact 

with automakers. Such reasoning made the Nordic automotive supplier trade 

association FKG and Saab decide in April to launch a pre-study to determine 

how suppliers and Saab could work together to develop projects for lower vehicle 

weight. 

Project manager Peter 

Bryntesson at REC (Resident 

Engineering Co) 

says it all began by telling a large 

number of suppliers about the 

project and about Saab’s thoughts 

for future lightweight innovations. 

Several suppliers were then 

visited for further discussions, 

and the “lighter vehicles” project 

got its ultimate objective and a 

name, “Supplier structure for 

lighter vehicles.” 

Peter Bryntesson says the automotive 

industry must make vehicles 

up to 40 per cent lighter to 

meet coming CO 2 requirements. 

This moves weight-saving right 

Victor Muller. 

to the top of automaker agendas 

around the world. So far, weights 

have rather grown despite much 

talk. Now is time for action. 

Fifty suppliers, five universities, 

Saab and FKG have had 

two meetings at Innovatum in 

Trollhättan this autumn for workshops 

and discussions on how to 

Next new Saab: 9-4 X crossover. 

make vehicles lighter. Creativity 

flowed among 120 participants, 

and many realized that cooperation 

among suppliers can lead to 

exciting proposals. 

They came up with 270 suggestions 

for measures to make vehicles 

lighter. Some suggestions 

can be implemented immediately, 

while others demand R&D 

initiatives. Many concern products 

and ideas which demand 

new collaborative patterns. 

Setting requirements has 

become an important issue - it 

has to be decided if the vehicle 

must reach 230 km/h or if 160 

is enough. The higher the top 

speed, the more difficult and 

expensive it will be to reduce 

weight. The project concerns 

the entire vehicle apart from 

the driveline. Seven focus areas 

were singled out from the 270 

suggestions - seat concepts, wheel 

suspension, front structure, 

“cockpit”, floor structure, body 

parts in new materials, and roof 

concepts. 

The now-implemented study 

is a pre-study financed by FKG. It 

was wrapped up this November, 

and funding applications are now 

submitted to Strategic Vehicle 

Research and Innovation (FFI) to 

drive the project toward realization. 

FFI funding will come on a 

50/50 basis from the government 

and the automotive industry. 

Project manager Peter 

Bryntesson believes that this new 

way of working will set free the 

creative energy of Nordic suppliers. 

Saab’s openness and desire 

Jan Åke 

Jonsson. 

for serious, long-term collaboration 

create conditions for an exciting 

future. FKG head Svenåke 

Berglie believes this new way of 

working will open opportunities 

for small and midsized suppliers. 

During Saab’s GM years, 

these suppliers were shut off as 

Tier 2 or 3 suppliers from direct 

contact. Only the largest Swedish 

suppliers, such as SKF and 

Autoliv, could match GM’s global 

purchasing organization. But 

the new Saab reopens avenues 

of contact, which will give rise 

to a number of exciting projects 

and partnerships. Naturally these 

will be of interest to Saab but will 

almost certainly also offer suppliers 

opportunities with other 

automakers. 

“Driving development in 

collaboration with Saab is a guarantee 

that we’re focusing on the 

right things”, concludes Svenåke 

Berglie. 

/Hans Nyman, Automotive Sweden 


Smaller cars 

in future 

Smaller, lighter and more frugal cars. Alternative 

fuels. Handsfree ’phones. Alcolocks. These were some 

of future trends foreseen at the annual Car Day of 

Swedish business daily Dagens Industri on Oct. 28. 

Peppy VW Up! 

Longer ranges wanted 

for electric cars 

In a survey among executive car 

drivers, 54 per cent were positive 

to driving electric cars in 

the future. But virtually all of them 

wanted at least 100 km range before 

reloading the batteries. More 

than three out of four wanted at 

least 200 km. 

And this means practically useful 

ranges in everyday driving, not 

maximum ranges under favourable 

conditions. 

The survey was presented at this 

year’s Car Day of Swedish business 

daily Dagens Industri. 

In their efforts to promote a 

switch to electric and leaner and 

cleaner cars, most European 

countries have various economic 

support forms. The following were 

mentioned at this year’s Car Day 

of Swedish business daily Dagens 

Industri: 

l Austria: 50 per cent less VAT, 

free parking/battery loading, 

public infrastructure 

l Belgium: Lower road taxes, 15 

per cent subsidy for green cars 

l Denmark: No tax and free park- 

ing/battery loading for electric 

cars per 2012 

l Finland: Free parking for 

electric cars 

l France: Up to 5,000 € subventkon 

for green cars, road tax 

reduction 

l GB: 50 per cent lower VAT, up 

to5,000 € subsidies, free parking/battery 

loading 

l Germany: Public infrastructure 

for loading 

l Ireland: Up to 5,000 € subsidies 

for electric cars, no taxes 

l Italy: No tax in several 

regions, up to 65 per cent subsidies, 

lower insurance rates 

l Netherlands: Lower regional 

taxes, up to 4,000 € subsidies, 

R&D support for electric cars 

l Norway: Infrastructure support, 

no tax/VAT for electric 

cars, regional subsidies 

l Portugal: public infrastructure 

for battery loading 

l Sweden: Suggested 4,000 € 

subsidy for electric cars, parking 

benefits. 

TEGE 

Safer cars 

– less fatalities 

In recent years, Sweden has 

substantially reduced its number 

of fatalities and severe injuries on 

its roads. The annual death rate 

is now about 350 with a slightly 

falling trend. In relation to Sweden’s 

total vehicle fleet (about 5 

million) and distances driven, 

this constitutes a world record, 

claims Claes Tingvall, safety 

head of the Swedish Transport 

Administration. 

At this year’s Car Day of 

Swedish business daily Dagens 

Industri, he said the main factor 

behind this is the ongoing transformation 

of ordinary roads into 

Fewer 

fatalities 

on Swedish 

roads. 

Dominating 

road transports 

No less than 95 per cent of all 

Swedish personal transports 

go by road. By distances, road 

transports account for 85 per 

cent. Outside of the Stockholm 

area, road transports account for 

97 and 92 per cent, respectively. 

Trains, ships and aviation share 

the rest. 

This was revealed at this year’s 

Car Day of Swedish business 

daily Dagens Industri. This is 

partly due to Sweden’s large 

surface, long distances and feeble 

population. But the situation 

is similar in all industrialized 

countries - and becoming similar 

in developing countries, 

Safety head 

ClaesTingvall. 

2+1 roads with 1- or 2-lane halves 

separated by barriers, He also 

said the recent economic crisis 

has reduced traffic volumes and 

speeds, and praised new cars for 

increasingly higher safety. 

For the future, he claimed 

that safer cars would account 

for most of the total reduction 

of fatalities and severe injuries. 

With limited public budgets for 

sufficient improvement of roads, 

the costs and responsibility will 

be put on vehicle producers, owners 

and users. 

TEGE 

Ulf Perbo 

has left Bil 

Sweden. 

In his speech at the Car Day, 

Ulf Perbo of the trade organisation 

Bil Sweden claimed that 

Swedish road transports carry an 

unproportionally high burden 

of energy and fuel taxes both 

in Sweden and other European 

countries with even higher taxes 

to expect from the EU. 

TEGE 


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NR 6-2010 

FORDONSTEKNIKERNAS 

INFORMATIONS- 

OCH DEBATTORGAN 

Sven är medlemsorgan för 

Sveriges Fordons tekniska 

förening, SVEA, vars 

målsättningar är att: 

- göra fordonsteknikernas 

stämma hörd i den allt 

tätare samhällsdebatten 

om olika fordonstypers och 

transportmedels för- och 

nackdelar, såväl nationellt 

som globalt, 

- skapa ett nätverk för 

snabb spridning av fordonsteknisk 

information inom 

yrkeskåren samt 

- attrahera duktiga ungdomar 

som arvtagare till 

dagens fordonsztekniker. 

Ordförande: Lars-Gustaf Hauptmann, 

Färåsvägen 14, 428 37 Kållered. 

Tel. 031-795 35 21, 

mobil 0731-40 25 09. 

E-post: lg@hauptmann.se 

Kansli: Rönnbärsgång 7, 436 54 Hovås. 

Tel 031-16 99 85. 

Fax: 031-16 93 75. 

E-post: info@sveafordon.com. 

Hemsida: www.sveafordon.com 

Korporativa medlemmar 2008 i SVEA: 

Autoliv ,BT Products, Fluent Sweden, 

Ingemanssons, Müller BBM Scandinavia, 

RT Labs, Sv Volkswagen, Saab Automobil, 

Scania, Volvo Technology, Volvo Car, 

Volvo Truck Corp, XDIN AB 

Ansvarig utgivare: Svenåke Berglie 

Dubbelspel 

om vinterdäck 

Halvard Nilsson, f.d. utvecklingschef för däck hos Gislaved Däck, 1972-1994, 

belyser spelet om vinterdäcken som myndigheter och politiker bedriver, ett 

dubbelspel eftersom miljö-och hälsoaspekter vägs mot trafiksäkerheten utan att 

samhälleliga beslutsunderlag har tagits fram såsom miljöbalken föreskriver. 

Varför vinterdäck? 

Vinterdäck används av en enda orsak 

och det är att få ett bättre grepp på 

vinterväglag, dvs. på snö och is. Friktionskoefficienten 

på våt is kan vara så 

låg som 0,05 jämfört med 8,0 på torr 

asfaltsväg. 

Dubbdäck innebär att de används 

endast vintertid. Så har det varit sedan 

60 år tillbaka, men nu när det blir en 

ökad andel dubbfria däck så uppstår 

en annan situation. Dubbfria däck kan 

användas, fullt lagligt året runt, med 

allvarliga konsekvenser för trafiksäkerheten 

sommartid. 

Däck-och dubbutvecklingen 

1975 kom den första dubbdäcksutredningen. 

Radialdäcken tog successivt 

över marknaden och det tillsammans 

med en utveckling mot kortare 

dubb ledde till mindre vägslitage. 

Dubbarna blev lättare, samtidigt som 

väghållarna förbättrade kvalitén på 

beläggningarna. Efter det konstaterade 

Väg-och Transportforskningsinstitutet 

(VTI) i Linköping 

att vägslitaget var på en acceptabel 

nivå. Sedan dess spar väghållarna på 

kostnaderna genom att välja bort de 

slitstarka beläggningarna. 


Faktaruta 

om partiklar 

PM10 innebär 

partiklar med en 

aerodynamisk 

diameter av 0,01 

mm. Bilavgaser 

är runt 10 nm, 

alltså 1000 gånger 

mindre. En sfärisk 

partikel på 10 µm 

väger en miljon ggr 

mer än en (samma 

material) som är 

0,1 µm. PM10 mäts 

i massa. Därför 

påverkar grövre 

partiklar betydligt 

mer än de små. 

De små kan alltså 

finnas i miljontals 

per liter luft utan 

att nämnvärt 

påverka massan. 

ETC/ACC TP 2009/3 

Början till aktioner 

mot dubbdäcken 

Sedan ett antal år har miljö-och hälsa 

uppmärksammats framförallt beroende 

på dubbdäckens slitage av vägbeläggningarna. 

Ett visst slitage är ofrånkomligt, 

men det är långt ifrån de nivåer 

som forskare vill hävda. 2005 kom VTI 

med en rapport från projektet Weartox, 

där de körde slitageprov med dubbdäck 

i en speciell maskin, PVM en 70 årig 

maskin gjord för att testa fram bättre 

vägbeläggningar. Nu användes maskinen 

istället för att få fram hur mycket 

partiklar man kunde producera genom 

att låta dubbarna skrapa bort beläggningen. 

Maskinen har en svängradie 

på 2,5 meter, alltså avsevärt mindre än 

den hos en bil. Tack vare att fotavtrycket 

har en längd på runt 15 cm så 

tvingas dubben röra sig i sidled genom 

fotavtrycket, först åt det ena hållet, 

sedan tillbaka igen. Detta är en helt 

onaturlig rörelse, utan likhet med det 

som sker på vägbanan. Ändå berättades 

i media att dubbdäck orsakar upp till 

40-50 gånger mer PM10 än odubbade 

däck. Rapporten fick ett stort genom- 

slag och var början till den häxjakt som 

sedan har bedrivits av myndigheter och 

politiker mot dubbdäcken. 

Slitageförsök på vägen 

Senare har försök gjorts med bilar 

såväl i Sverige som i Finland där man 

har samlat upp partiklar framför och 

bakom hjulen. Dessa försök visar att 

slitaget på vägen är endast en bråkdel 

av det i PVM-maskinen. Förhållandet 

är ungefär 1 till 20 och bekräftar att absolutvärden 

från slitage i VTI:s försök i 

PVM inte har något med normal trafik 

att göra. 

EU-direktivet 

EU-direktivet som gäller luften ute på 

gatorna säger bland annat att gränsen 

50 µg m-3 inte får överskridas mer än 

35 dagar per år. Detta gäller således 

PM10, alltså alla partiklar upp till 10 

µm, inklusive avgaspartiklar. Idag sker 

överskridanden på flera gator i Sverige, 

men mest på Hornsgatan i Stockholm. 

Tittar man på en karta över Europa så 

ser man att de stora problemen finns 

i Centraleuropa (röda prickar) där det 

inte finns några dubbdäck. Sverige 

har aldrig sökt dispens från direktivet, 

vilket har lett till ett besvärligt läge där 

det nu är angeläget för politikerna att 

hitta en snabb lösning. 

Helsingfors har större andel 

dubbdäck än Stockholm men 

klarar EU-direktivet 

I Finland sökte man dispens från EUdirektivet 

och fick tid på sig att hitta 

lösningar för att klara PM10-nivåerna. 

På en internationell konferens i Stockholm 

i oktober visade en talare från 

Finland hur de har lyckats. I Helsingfors 

klarar man sig idag med mindre än 

35 överskridanden per år sedan 2007. 

De har fortfarande en stor potential att 

öka andelen dubbfria däck utan att förbjuda 

dubbdäck. I Sverige ropar man 

bara på förbud mot dubbdäck. 

Partiklar i luften dödar 

Forskare hävdar att PM10 orsakar 

förtida död hos ett antal personer 

varje år. Det har talats i pressen om 

100 liv om året där livet kan förkortas 

2-3 månader, men det saknas bevis 

för att dubbdäcken bidrar till detta, 

det finns ju flera källor till partiklar i 

luften. I faktarutan förklaras orättvisan 

med mätningen av massan hos PM10. 

Nanopartiklar kommer huvudsakligen 

från förbränning och i en liter luft 

på gatan kan det finnas ibland >100 

miljoner partiklar. Dessa tränger lätt 

ner i lungorna där de täcker stora ytor. 

De grova mineralpartiklarna som 

dubbdäcken orsakar fastnar i regel i 

luftvägarna. 

Siffran 100 liv per år som förkortas 

med 2-3 månader skall ställas mot det 

antal liv som sparas i trafiken tack vare 

dubbdäcken. Trafikverket publicerade 

i samband med trafiksäkerhetsdagarna 

i Tylösand i år intressanta uppgifter. 

Risken att råka ut för en dödsolycka 

reduceras med 42 % med dubbdäck 

jämfört med dubbfria vinterdäck. 

Enligt uppgifter från VTI sparar dubbdäck 

10 liv om året och eftersom varje 

dödsolycka beräknas minska levnadstiden 

med i snitt 37 år, så innebär det 

en förlust av 370 levnadsår totalt per år. 

En trafikolycka kan drabba människor 

i alla åldrar, även små barn. 

Hornsgatan 

Hornsgatan i Stockholm är den gata 


kring vilken mycket av dubbdäcksdebatten 

har förts. Gatan är dock inget 

bra exempel på en typisk trafikerad 

gata i Sverige. Dagligen färdas runt 30 

000 fordon på gatan, som är smal och 

kantad med höga hus. Avgaserna och 

alla andra föroreningar stängs lätt in 

mellan husväggarna. Mätstationen är 

placerad mycket strategiskt i en uppförsbacke 

strax efter en gatukorsning. 

Bilarna som ofta står stilla för rödljusen 

accelererar iväg uppför backen med ett 

påtagligt slip på drivhjulen, som ökar 

slitaget samtidigt som avgaserna spys 

ut. På andra sidan gatan får bilarna 

bromsa in före korsningen med bromsslitage 

och partikelbildning som följd. 

Dubbdäcksförbudet minskade 

trafiken på Hornsgatan 

Förbudet mot dubbdäck startade 1 januari 

2010 med mycket kort varsel, den 

ansvarige politikern Ulla Hamilton 

(M) hade bråttom. Detta ledde till att 

bilisterna inte hann förbereda sig och 

runt 40 % av bilarna kördes med dubbdäck 

under försöksperioden. En enkät 

visade att många körde med dubbdäck 

i ren protest. Däremot minskade trafiken 

med cirka 20 %, vilket naturligtvis 

gav en förbättring av miljön. De med 

dubbdäck, som valt andra vägar, har 

däremot fått åka läng re sträckor för att 

nå sin destination, med ökade utsläpp 

som följd. 

I Uppsala får dubbade bilar köra 

på en parallellgata till förbudsgatan, 

Kungsgatan. Gatan bredvid är delvis 

gågata och där tampas bilarna med 

gående, cyklister och cykelställ och 

krukor, som placerats ut i gatan. 

Situationen är närmast tragikomisk. 

Man undrar hur kommunpolitikerna 

har tänkt. 

Nu vill politikerna och Stockholms 

stads miljöförvaltning ha dubbförbud 

över hela Stockholm. De ser en chans 

att spara pengar på gatuunderhåll, men 

kanske underskattar de ändå det behov 

av isbekämpning och snöröjning som 

kan uppstå den dagen alla kör odubbat. 

Odubbade däck polerar snön och isen 

och det blir således halare för varje bil 

som passerar. Det kommer sannolikt 

att ta ett par år innan den största effekten 

av detta märks, innan vägytan 

har blivit riktigt slät igen. 

Den andra allvarliga konsekvensen 

av ett totalförbud av dubb i Stockholm 

är att det leder till en utfasning av 

dubbdäck i hela regionen, samtidigt 

som många kommer att köra med vinterdäck 

hela året med ökade risker för 

trafikolyckor även sommartid, kanske i 

tron att de är ”åretruntdäck”. 

Antisladd (ESP) ersätter 

inte dubbdäck 

Trafikverkets utredning som nämnts 

ovan har gjorts på bilar utan antisladd. 

Det har sagts från Trafikverket att om 

man har en bil med ESP så kan man 

mycket väl välja odubbade vinterdäck. 

Detta skulle kunna tydas som att ett 

sådant system ersätter dubbdäck, men 

inget kan vara felaktigare. Varje bil och 

dess system är beroende av däckens 

friktion mot underlaget och kan inte 

ersätta det faktum att dubbar kan 

dubb la friktionen på extremt hal is. 

Dubbantalet minskar 2013 

De Nordiska länderna har kommit 

överens om att minska det tillåtna antalet 

dubb i personbilsdäck tillverkade 

efter den 1 juli 2013 till högst 50 per 

meter rullningsomkrets. Detta innebär 

för en volymdimension som 205/55R16 

en minskning med hela 26 % från 130 

dubb till 96 dubb i detta fall. 

VTI ifrågasätter nu 

miljöpolitiken i en ny rapport 

I en ny rapport R690, publicerad i 

oktober 2010 ifrågasätter två forskare 

nu den miljöpolitik som bedrivs mot 

bland annat dubbdäcken. I korthet här 

några punkter från VTIs webbsida:l 

De allvarligaste hälsoeffekterna orsakas 

av partiklar från förbränning 

l Samma EU-krav i Sverige som i 

Centraleuropa trots annan sammansättning 

hos partiklarna 

l Det är förbränningspartiklar som 

visat sig vara farligast och därför 

motiverat EU:s normer 

l I Sverige utgörs en stor del av 

mineralpartiklar som orsakas av 

dubbdäck (PM10) 

l Det är inte självklart att räkna in 

partiklarna från dubbdäcksslitage i 

de svenska halterna 

l Sverige har inte utnyttjat de undantag 

som EU medger 

l Naturvårdsverket har konstaterat att 

överskridandet skulle minska om 

partiklar mättes som små partiklar 

istället för större 

l Ansvariga förvaltningar har vid 

utformning av åtgärdsprogrammen 

inte tagit fram underlag för att avgöra 

vilka åtgärder som ger störst effekt 

till lägst kostnad, trots att detta 

är ett uttalat krav i miljöbalken 

Slutsatsen är att samhällsekonomiska 

beslutsunderlag har varit 

frånvarande vid utformningen av 

svensk politik för lokal luftkvalitet. 

Halvard Nilsson Gislaved 10-11-18 

Medianvärdet 

för vinterdäck i 

Aftonbladets vintertest 

2010 visar 

bromssträckor med 

olika däcktyper 

på is. Autobahndäck 

är tidningens 

benämning 

på däck gjorda 

för i första hand 

den kontinentala 

marknaden. 

Märkningen 

skiljer sig inte 

mellan däcken 


Seat Back Seat Rest Back Rest 

Seat Back Seat Toe Rest Back Link Toe Rest Link 

Seat Back Seat Rest Back 

Under 

Rest 

Body Under Body 

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Seat Back Seat Toe Rest Back Link Toe Rest Link 

Under Body Under front bumper beam Seat Body Tracks Seat Tracks 

and crash boxes Space Under Body Frame Space Under Body Frame 

Toe Link 

Running Board Running Board 

Space Toe Link Frame Space Frame 

front bumper beam Seat Tracks Seat Tracks 

and Under crash boxes Body Under front bumper beam Seat Body Tracks Seat Running Tracks Board Running Board 

and crash boxes Space Frame Space Frame 


front bumper beam Seat Tracks Seat Tracks 

and crash boxes 


Posttidning B Port payé Economique B 

Avsändare/Returadress: Fordons Komponent Gruppen AB, 

Bror Nilssons gata 4, SE-417 55 GÖTEBORG, Sweden 

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