Euro 6 engines introduced into Scania’s new truck generation

Euro 6 engines introduced into Scania’s new truck generation

Thirteen different Euro 6 engines have so far been introduced into Scania’s new truck generation, with power outputs of 280 to 730 horsepower, based on three different engine families. Going on sale in June, these were followed by most of the axle and gearbox configurations required to customise construction vehicles, fully-fledged forestry vehicles and heavy haulage tractors, where the focus is on features such as robustness and productivity.

“As is well known in the industry, construction vehicles are the real all-rounders of the truck world, with an almost limitless number of different tasks and challenges to cope with”, says Anders Lampinen, Product Director, Construction, Scania Trucks. “But regardless of the application concerned or where you are driving in the flow of different processes that are so characteristic of the construction segment, as a Scania customer you must always feel that you get an optimally fuel-efficient powertrain adapted to the task”.

In June, Scania showcased a completely new generation of 16-litre V8 engines, which offer a reduction in consumption of 7 to 10 percent, among other things, depending on the type of application for which they are used. The improvement in the V8 engines is mainly based on the fact that they have undergone the corresponding modifications that were first showcased on Scania’s best selling 13-litre engines when Scania’s new truck generation was premiered in autumn 2016.

The modifications include, the fact that with a few rare exceptions Scania now uses only selective catalytic reduction (SCR) for exhaust gas after-treatment, thus allowing the engines to be made both lighter and more robust with a fixed geometry turbocharger, and without exhaust gas recirculation in the form of an EGR system.

Updated 9-litre engines

Scania’s third engine family was also given a corresponding overhaul with robust, five-cylinder 9-litre engines in three different power levels during the early summer of 2017. Here too it is possible to recoup significant fuel savings in the order of 3 percent.

The new features consist of new engine software and a reconfigured combustion chamber. One important change is that the oil cooling is now thermostat-controlled.This contributes a 1 percent fuel saving, since the oil can generally be allowed to maintain a higher working temperature. The cooling fan is fitted directly on the crankshaft and no energy-intensive upshifting is required.

What all the DC09s now have in common is that like all* the other engines in the new truck generation, they only use a fixed geometry turbocharger (FGT) and the engines use only selective catalytic reduction (SCR) for exhaust gas after-treatment.

“Scania has very good experience of combining a fixed geometry turbocharger and SCR for exhaust gas after-treatment,” Lampinen says. “These are energy-efficient, robust and highly reliable engines, which deliver the power in many construction and distribution vehicles day after day”.

Other modifications that help to reduce consumption are an increased compression ratio (from 18.0:1 to 19.0:1), a cylinder pressure increased to a maximum of 190 bar (180 bar for the 280 version) and a more efficient combustion chamber.

Strong and robust

The DC09 is an engine that is thoroughlytried and tested. It has been part of the Scania range for a long time and has been through a number of changes of generation, which has ensured that it always remains at the leading edge in terms of consumption and driveability.

Due to the fact that it delivers 1,700 Nm at 1,050 r/min, with a rapid torque build-up from idling, it does a first-rate job in everything from thousands of heavily laden distribution vehicles to many construction vehicles in which the DC09 is found to be just right for this type of demanding operation, with train weights of around 30 tonnes.

The DC09 family shares its technology and design with its six-cylinder siblings in the DC13 in all material respects. Its balance shafts and the introduction of an asymmetric crank pin pitch (ACPP) counteract the tendency of five-cylinder engines to vibrate, so that it now runs just as smoothly and silently as a six-cylinder engine.

Its natural clientele are those who need the power, robustness and low consumption, but who for reasons such as weight do not want to go the whole way to a six-cylinder engine.

A taste for biodiesel

In June the first engines running on alternative fuels also made their entry into the new truck generation in the form of the DC09 320 and DC09 360. With the right specification, both of these can run on diesel or 100 percent FAME (such as rapeseed methyl ester, RME) or any mixture of the two fuel types.

The current 320 and 360 biodiesel engines are the first of many Scania alternative fuel engines. All of Scania’s Euro 6 diesel engines are already certified for a mixture of up to 10 percent biodiesel in their basic configuration, without any impact on maintenance requirements.

Pure biodiesel always produces significantly lower carbon dioxide emissions compared with conventional diesel. Some types of alternative fuels, such as hydrotreated vegetable oil (HVO), can produce a reduction in CO2 of up to 90 percent. All of Scania’s Euro 5 and Euro 6 engines in current production can be run on HVO without any restriction, regardless of generation.

“Scania’s range of alternative fuel engines has a unique breadth, and there are a lot more in the pipeline,” says Henrik Eng, Segment Director, Urban, Scania Trucks. “The switch to sustainable transport solutions is a priority area for Scania in which we are working both long-term and on a ‘here-and-now’ agenda”.

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