Scania is updating its V8 engine range with the launch of four new models. Available in variants of 530, 590, 660 and a record 770 horsepower, the new engines deliver significant fuel savings of up to 6 percent when combined with Scania’s new gearbox range.
The 770 horsepower unit will be available for production in late December 2020 with the 530, 590 and 660 horsepower variants units following in February 2021, with the first examples of the new engines set to enter service in the UK during the first quarter of the year.
“Our V8 engine has a tremendous following and these new models are sure to attract interest from operators across a variety of sectors,” comments Vincente Connolly, UK Sales Director for Scania (Great Britain) Limited.
“The range is ideally suited for heavy haulage customers and those working in the most arduous conditions, such as forestry and other on-off road applications.
“Our V8 is also extremely popular among long-haul operations who run at high gross train weights for extended periods of time. Then, of course, there are operators looking to make a statement with a flagship model for their fleets. The Scania V8 has long been the preference of many here – it’s an engine which definitely stirs the emotions! – and the new range-topping 770 horsepower variant is sure to raise the aspirational bar even higher.”
Significant fuel savings with an according reduction in carbon footprint
The total fuel savings for vehicles equipped with a new V8 engine can reach six percent – or even more – under the right conditions when the new G33CM Opticruise gearbox (which can be specified on 530, 590, 660 horsepower V8 variants) is included in the powertrain.
Engine-derived fuel savings in the region of two percent are the result of extensive fine-tuning and development by Scania’s engineers, involving technologies in the forefront of internal combustion engine development.
Among them, and provided by more than 70 new components, are reduced internal friction, higher compression ratios, improved aftertreatment-systems and a new powerful Engine Management System (EMS). In accordance with the fuel savings, the new engines offer a corresponding reduction in emissions of carbon dioxide.
The new engines also feature a wider torque spread (see table at foot of this release) which allows the rear-axle gearing to be altered for lower revs. This enables fuel savings of up to three percent, depending on the application and operating conditions. The final one percent saving comes from the improved design of the new gearboxes.
The European picture
Scania’s new V8 engines will also play an important role for European operators. “A typical long-distance truck in Europe covers around 150,000 kilometres per year,” says Alexander Vlaskamp, Scania’s Executive Vice President, Head of Sales and Marketing. “A reasonable saving on markets where longer and heavier combinations are permitted can be in the vicinity of 3,000–4,000-litres annually for a truck with our new V8 – a tremendous achievement in every respect.
“It is natural that trucks with Scania’s V8 engines are highly in demand in countries where greater gross train weights are permitted – particularly in the Nordic countries. But also countries such as Italy and Spain, and certain markets outside Europe, opt for V8s, due to hilly terrain with many steep and challenging roads.
“We have a clear picture of where the first 770 horsepower trucks will start making a difference. There is a strong rationale for ordering such a truck. These customers are looking for the best total operating economy, well aware of the fact that more payload means better efficiency, increased revenue and higher residual value. But I know that some of our customers also will become extra heartened by the sheer joy and emotion of operating such a magnificent working tool!”
Scania’s V8 Engine Range – Technical Data
The ongoing development of Scania V8 engines by the company’s team of engineers continues into the 2020s, resulting in even more fuel-efficient engines suited for the most demanding transportation tasks.
Scania V8 technology at its peak: Fuel savings of up to 3%
“We build upon Scania’s vast V8 experience and continue to improve what generations of skilled engineers have learnt, created and achieved before us,” says Göran Lindh, Chief Engineer for Scania’s V8 engines.
“There are no quantum leaps, it is all about refining things and adding the latest technology. The new Engine Management System (EMS) enables a smarter and more advanced engine control software with higher accuracy. We can, for instance, calculate more precisely how much fuel is needed, and when.”
The EMS interacts with the Aftertreatment Management System (AMS). Both are critical when it comes to meeting the current and coming Euro 6 regulations regarding nitrogen oxides (NOx) and particulate matter – not only when the truck is new, but also over time as the legal demand is for at least seven years or 700,000 kilometres.
Scania has added a new solution where AdBlue fluid is injected twice; once directly after the exhaust brake, with a second dose at the regular position within the silencer itself. With the extra dosing, the evaporation of the AdBlue is improved during low load cycles as the temperature is higher near the outlet manifold. With the extra dosing, the aftertreatment strategy is improved and contributes to better fuel efficiency.
The updated V8 range is now equipped with a new high-pressure fuel pump where the pumping elements are individually controlled via Active Inlet Metering (AIM). The overall pressure and inlet control are enhanced with improved diagnostics for increased uptime and performance.
The new pump is also optimised for minimising
engine oil consumption, and the compression ratio and maximum cylinder pressure have been raised to further improve combustion and fuel efficiency.
An important aim when designing modern, high-performance engines is to reduce internal friction. By reducing internal losses, substantial gains have been achieved.
While the use of thinner, more effective modern oils is a factor here, the improvements in advanced long-life oils in recent years are not sufficient on their own; the engine itself must also be developed to capitalise on the possibilities: “Raising the pressure and the power output requires that several components inside the engine, including gears, pistons, rings, cylinder heads and valves, are refined and reinforced,” says Lindh.
“This necessitates advanced fine-tuning and improvements to reduce internal losses, especially since we also wanted to extend maintenance intervals and strengthening durability. I am proud to say that we have managed to reconcile these somewhat conflicting objectives”.
A new King of the Road
The range-topping member of Scania’s V8 family is the new DC16 123 engine. With its output of 770 horsepower it replaces the previous highest output model which provided 730 horsepower. A major difference between them is that the 770 horsepower V8 is based on the same, updated platform as the rest of the new V8 range. “Here the biggest difference is evident,” says Lindh.
“The increased power comes together with significant fuel savings, savings that we were able to reach thanks to the introduction of the latest technologies. It has a Selective Catalytic Reduction (SCR) only after-treatment system, a robust, fixed geometry turbocharger and the same kind of single-bank exhaust manifolds as the other three V8s”.
The shedding of some components and simplifying others has lowered the weight by 75 kilogrammes compared to its predecessor. Another new feature is that for increased responsiveness, the 770 horsepower power unit has a unique, fixed geometry turbocharger with ball bearings rather than traditional journal bearings.
“The new single-bank manifolds actually come with a perk,” explains Lindh. “Not only are they lighter and more efficient, but they also contribute to the distinctive V8 sound that so many Scania customers and V8 fans appreciate. It does not generate more noise, rather it is the result of how the exhaust gases are allowed to collide due to the firing order, and inside the manifold on their way out.”
Power at demand
Regardless which of the four new Scania V8 units is chosen for an application or specific transportation task, all are strong bearers of the heritage and reputation for reliability, robustness and power built by Scania’s V8s over more than five decades: “These are truly magnificent engines, with a short, sturdy crankshaft and smooth power delivery from the multicylinder configuration. Our famous Scania V8s are without comparison when both transport efficiency and load carrying capacity are in the equation,” concludes Göran Lindh.
Scania introduces a range of high-tech gearboxes
Scania is introducing a new range of gearboxes, representing an investment of €400m. The range will retain the well-established Scania Opticruise branding, and will ultimately replace all current automated Scania Opticruise solutions.
- New range of automated manual transmission (AMT) gearboxes, designed for drivability and sustainability
- Gearboxes with a wider spread, one percent less fuel consumption and less noise
- Lighter, improved gear-shifting, handles up to 3,700 Nm of torque
- All-aluminium houses, reduced internal losses and economy gear ratios
- Improved retarder capacity and a range of smart power take-offs available
- Ensures internal combustion engine (ICE) solutions continue supporting sustainable transport
The first member of the new range – G33CM Opticruise – is linked to the updated Scania V8 engines (see release 20-19) and Scania’s high-output 500 and 540 horsepower 13-litre engines. With its benchmark capabilities, the new AMT range has been designed to ensure Scania’s successful, low-rev and fuel-efficient powertrains maintain their premium standing within the transport industry over the coming decade.
“This introduction adds yet another vital Scania component to remaining highly competitive in ICE-based powertrains all the way up to 2030,” says Alexander Vlaskamp, Executive Vice President, Head of Sales and Marketing. “The new gearbox range is a prime example of Scania’s technological excellence, bringing increased fuel and transport efficiency to our customers in a sustainable way.”
Scania has a long and proud tradition in offering automated manual gearboxes under the Scania Opticruise name, which was first introduced in the early 1990s.
As Alexander Vlaskamp explains, this latest investment is firmly in line with Scania’s commitment to continuous improvement: “The development of a new range has been absolutely necessary,” states Vlaskamp. “Our new gearboxes offer the improvements that are needed for more efficient and sustainable road transport in the coming decade. A core feature is the wider spread of ratios, making them better suited to meet our low-rev engines with extended economy-gearing and reduced fuel consumption.”
With sales starting in October 2020, the first version of the new gearboxes can be coupled with three of Scania’s four new Euro 6 V8s and two inline six engines. The first vehicles with a G33CM-based Scania Opticruise solution will be produced in February 2021.
Scania’s new gearbox range explained
The development of Scania’s new automated manual transmission (AMT) range of gearboxes has been a major undertaking starting from scratch. The new range, which retains the long-established and well-known Scania Opticruise branding, has no components in common with the existing range.
- Designed for an optimal match with Scania’s low-rev engines
- Fuel savings of approximately one percent
- 60kg lighter than current gearboxes, due to smaller format and aluminium housings
- A total of three shaft brakes provide excellent gearshift performance
- Pneumatic shifting, economy gear ratio and eight reverse gears available
- Lower noise, meeting all foreseeable regulations
- Less internal friction, dry sump that reduces oil splash and losses
- Improved maintenance intervals and greater speed and accuracy of gear change
With their wealth of performance enhancements, the new AMTs have been designed to remain competitive throughout this decade.
“I dislike the worn cliché about starting from a blank sheet of paper, but that was actually the case here,” says Jimmy Larsson, Senior Manager, Head of Gearbox Development, Scania Research and Development.
“The team’s assignment was to develop gearboxes that could handle all the diverse demands of the next decade, especially in fuel consumption, drivability and sustainability. Also, with the new range vehicles with high gross train weights can use fast axle gearing while still maintaining the required startability.”
Scania has a long standing tradition of offering powertrains with low-revs and high torque as key elements for achieving low fuel consumption. This is because if it has the torque and capability to propel the truck at low engine speeds, less fuel will be used, simply as fuel needs to be injected into a cylinder on every fourth piston stroke.
“I dislike the worn cliché about starting from a blank sheet of paper, but that was actually the case here”Jimmy Larsson, Senior Manager, Head of Gearbox Development, Scania Research and Development
In practice, this entails highly complex computations with a multitude of factors to consider. If the engine speed can be maintained at between 1,050 rpm to 1,150 rpm while cruising, significant amounts of fuel can be saved compared to higher revving drivetrain configurations.
The combination of the high torque from the new engines and the wider spread of total ratios in the gearbox make this attainable. The new gearbox also features an overdrive gear to maintain the engine speed level without compromising drivability.
A prominent feature of the new gearboxes is their fuel-saving capability. This is because Scania’s engineers have particularly focused on internal friction when designing and developing the new range. The planned target was achieved, with internal losses due to friction reduced by 50 percent.
This was accomplished through polishing some of the gears, by using low viscosity manual transmission fluid (MTF) oil and by setting aside the lion’s share of the oil in a separate, dry sump-like part on top of the gearbox.
This reduces internal oil splash since the gears are not continuously exposed to oil. Certain cog areas which are vulnerable to hard wear when absorbing force are supplied with extra oil by spray pipes for increased cooling and lubrication. The oil change intervals of the new AMT gearboxes have been greatly improved, due to higher precision and the use of larger oil filters and high-quality oil.
All aluminium and quiet
The first gearbox in the new range, G33CM is a 14-speed unit comprising 12 gears plus crawler and overdrive, and is 60 kilogrammes lighter than the current gearboxes, mainly due to its all-aluminium housings and smaller overall dimensions.
Another key achievement is lowered noise, a prerequisite for meeting future regulations. The average noise reduction is 3.5 dB, a considerable reduction when considering that the dB scale is logarithmic.
The new gearboxes are shorter than the most commonly used current Scania gearbox, the GRS905. By only using two synchronisers, (compared to seven), between low and high range split, the new gearboxes are shorter and sturdier, with shafts capable of handling more torque. This also enables opportunities to use gears with slightly wider cogs that can handle more load and are more durable.
However, removing synchromesh gears also places higher demands on the gearbox management system and the overall gear-shifting strategy. Accordingly, an all-new electronic control system has been developed to manage the pneumatic actuators and the three shaft brakes that are instrumental for swift, smooth and accurate gearshifts.
Eight gears for reverse
In the new Scania AMT range, the company’s engineers have adopted a new approach to reversing. In most gearboxes, engaging reverse entails letting a separate cog wheel rotate the mainshaft in the opposite direction.
In the new Scania range, the planetary engagement at the output shaft is used instead, and reversing is effectuated by locking up the planetary wheel carrier. This solution allows having eight gears for travelling in reverse at higher speeds (optional).
Power take-off (PTO) solutions
Scania’s new AMT range comes with a selection of newly-developed PTO solutions to fulfil a wide variety of tasks. A total of nine PTO options will be available, characterised by increased performance, less drag losses and great flexibility via modularity. The EG (gearbox) PTOs are driven directly by the layshaft and are pressure-lubricated by the gearbox.
EK (flywheel-driven) PTOs will consist of a separate unit, mounted between the engine and the gearbox. Four different ratios will be available and the output tower is possible to mount in three different positions.
“All-in-all, we have every reason to believe that our new gearbox range is state-of- the-art for powerful truck engines,” says Alexander Vlaskamp, Executive Vice President, Head of Sales and Marketing at Scania. “Our AMTs will support our customers in fulfilling their transportation tasks in a seamless and sustainable way for many years to come.”