PRESS INFO

8 June 2017

Scania’s new generation of V8s – the technology behind

this major step forward
The range of improvements that Scania’s new generation of V8 engines deliver
represent a step change in the benefits they bring to customers. A major
improvement in fuel saving, a reduction in overall weight, lower costs for
maintenance and repair, and increased uptime are all attributes that every truck
owner values.

Behind this major move forward is the additional fine-tuning of Scania’s modular-
based, 16-litre engine platform, along with the smart application of advanced
technology. Reducing diesel fuel consumption by 7 to 10 percent is remarkable, and
highly welcome at a time when the utmost priority is being given to the shift towards
sustsainable transport solutions.

The new generation of engines is based around the same engine block and base
configuration as its predecessor, but that’s where the similarities end. The most
significant change is that the exhaust gas collectors now run separately up to the
turbo, whose turbine side is directly fed from two directions from the respective
cylinder banks. The system is known as a Rotated Twin Scroll FGT turbo.

The fact that three of the engines (the 730 version being the exception) use Selective
Catalytic Reduction (SCR) only for the aftertreatment of exhaust gases means that
the V8 engines now have a fixed geometry turbo unit that is more robust and lighter
than a variable turbo. The turbo is now mounted directly on the engine block, bet-
ween the cylinder banks, giving it a stable and vibration-proof operating environment.

Straighter intake and higher pressure

Major changes have also been made to the induction and injection processes. The
air intake is now straighter and the fuel distribution system is a so-called single rail
variety, with simpler draw through a central high pressure pipe and longer distribution
pipes that also provide better access during servicing. The maximum pressure for the
fuel distribution system is now lower at 1,800 bar, due to the use of SCR technology
for aftertreatment.

Once the fuel arrives in the cylinders via the newly developed injection system,
helped by an XPI high-pressure pump that has just two pistons, increased
compression and a maximum cylinder pressure as high as 210 bar are applied –
important features for reduced fuel consumption.

Lower internal friction

The cylinder head, the pistons, the piston bolts, the crankcase and crankshaft, as
well all the bearings have been reworked to provide better sealing and reduce

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friction. These changes have taken place within the context of Scania’s modular
system for cylinder units, meaning that most of the parts are shared with Scania’s
other engine platforms.

Scania’s latest generation of Euro 6 V8 engines comes in four different power levels. A complete
overhaul and the use of new technology has reduced fuel consumption by 7 to 10 percent.

“The improvements in the new V8 generation cover everything from new

components, such as the turbo unit, to optimisation of things like the choice of
material for bearing tracks and other small refinements,” says Roger Olsson, Chief
Engineer for Scania V8.

“We have made refinements and improvements by implementing smarter solutions

and better packaging, with the result being that we’ve exceeded even our own goals.
It all comes down to a well-harmonised interplay between the hardware and software,
and improved calibration. However, amid all these logical changes, I can’t help but
mention that the new exhaust gas collectors mean that the classic V8 sound has
made a comeback. It’s not louder, but…yes, it’s just right.”

Scania’s new V8 generation relies on a robust fixed geometry turbo (FGT) in which the exhaust gas
turbo is fed from two directions (a system known as rotated twin scroll) via the green-marked exhaust
gas collectors for each cylinder bank.

Advanced engine breathing system in the 520

Large engines with relatively low power outputs can experience problems with
aftertreatment because the engine pumps through too much air in proportion to the
excess heat that it generates. Scania engineers have solved this problem in a simple
and elegant fashion in the 520 horsepower engine by using a technology that was
invented by American engineer Ralph Miller in the 1950s.

The use of special camshaft profiles ensure the intake valves remain open a little
longer than normal during the compression phase, meaning that the engine actually

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gets less air. That means it is able to maintain a higher working temperature, to the
benefit of the SCR system. The solution of creating an engine that works according
to the Miller cycle is a great example of Scania’s ability to produce simple solutions
that add customer value without increasing costs.

“Mechanically-speaking, it’s a relatively simple solution that achieves the same effect
as if we had shrunk the engine’s actual displacement by about a litre,” says Olsson.
“The Miller cycle works wonders for both aftertreatment and reducing fuel
consumption, with the only disadvantage being that the build-up of torque slows
down marginally from idle. But in reality the difference is difficult to perceive, and
instead it’s just striking what a perfect engine this is for long-distance trucks of 30
tonnes and over, where weight is not an issue. If you’re operating a heavy combi-
nation, if the road is hilly, or the average speed is high, then the new 520 engine is
both a piggy bank and a power plant.

Efficient aftertreatment
All four V8 variants configured for Euro 6 use a compact and completely integrated
exhaust silencer that manages aftertreatment. It contains an oxidisation catalyst, an
AdBlue mixer, two particle filters featuring short filters and asymmetrical walls for
reduced back pressure, three parallel SCR catalysts, and three ammonia slip
catalysts. Despite all this, the entire unit is only 630 millimetres wide and doesn’t take
away valuable space from features such as the tanks on the side of the frame.

“Using SCR only for aftertreatment provides us with a number of advantages,” says
Olsson. “One obvious difference is that even fewer and lighter components are
required. This, in turn, makes it easier to optimise for the lowest possible fuel
consumption, due to there being fewer parameters and components to take into
account. And the change to a turbo unit with fixed geometry from the previous
variable turbo provides increased efficiency, due to reduced gas-exchange losses.”

Smart components
Internal improvements through factors such as reduced friction, higher compression,
and improved gas exchange account for about two percent of the reduction in fuel
consumption. A further important aspect is that the engines are fitted with
components and auxiliary systems that reduce energy consumption – so-called
parasitic losses – by switching off when they don’t need to be operating, and instead
adapt themselves to whatever the present energy requirements happen to be. The
new generation of engines gets by extremely well with a quiet, two-cylinder XPI fuel
pump, which weighs less and requires less energy to operate.

Another smart component is the oil pump. A thermostat controls whether the oil goes
directly to sensitive parts during a cold start or, when the right working temperature
has been reached, via the oil cooler. The thermostat means oil pressure builds up
faster when the vehicle is started, and a higher oil temperature can be maintained
than previously, reducing friction and fuel consumption. The oil pump’s flow can be
varied through an oil jet that affects a pressure-sensitive valve. This means that the
oil pump provides the right pressure and flow whatever the revs, rather than
delivering an unnecessarily high oil pressure (which burns fuel) at high revs.

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The engine’s cooling system operates along similar principles. With an advanced
thermostatic monitoring system and a variable-capacity water pump, the engine is
able to maintain a working temperature that is several degrees warmer than the
previous generation was able to do to without the risk of overheating. The higher
working temperature contributes to reduced fuel consumption by reducing friction.

One auxiliary system that also follows the principle of requirement-driven operation is
the compressor, which supplies the braking system with compressed air. It is now
mounted at the rear of the engine directly on top of the flywheel housing and the
simplified drive system (the fuel pump is driven in a similar way), combined with the
automatic shut-off function that operates when no additional air is required together
contribute 0.5 percent of the reduced fuel consumption.

A mix of technologies
The engine that reigns over Scania’s engine programme is the iconic 730, which with
torque of 3500 Nm is primarily aimed at customers with the ultimate power
requirements. Here, Scania has chosen to mix new technologies with solutions that
have been used in previous generations. The 730 has the same newly-developed
aftertreatment system as the three other V8 engines, but retains a variable turbo and
a system relying on both EGR and SCR for aftertreatment. Meanwhile, like its
siblings, the 730 is also equipped with a water pump that can be disengaged.
However, it retains the same injection system as before, while some of the other
auxiliary systems remain unaltered as well.

“We have chosen this strategy because of the wide range of challenges such a
powerful engine needs to address,” explains Olson. “It operates under extremely
varied conditions, sometimes dealing with combined vehicle weights of 60 tonnes or
more; then perhaps the vehicle is being driven back in the other direction unladen.
Customers who need the power and driveability the 730 offers are happy with today’s
solutions, and seldom have the same focus on optimally-low fuel consumption as
those who are carrying out lighter types of transport activities. But compared with a
previous-generation 730 engine, the new 730 still offers fuel savings of up to 5.5
percent over a comparable truck from the previous generation.”

A breakdown of fuel consumption

Customers who choose a new V8 engine can thus look forward to everything from
lower noise levels (such as transmission noise) to the right kind of sound in term of
the legendary rumble. Add to that lower weight, simplified maintenance, and more
robust construction, and it becomes obvious that the new generation represents a
major step forward when it comes to real customer value. But what about the
reduced fuel consumption? How is it even possible to achieve a reduction in fuel
consumption such as the promised 7 to 10 percent?

“If you split up the contributions that different aspects make, then it all falls naturally
into place,” says Olson. “Everything has been thoroughly tested and gone over in
theoretical and practical assessments. We have such extensive and longstanding
experience with our V8s that we know exactly where different measures and

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investments will provide the best returns in terms of fuel savings for customers. In
rough terms, it looks like this, depending on which variant we’re talking about and the
type of application that it’s used for:

1. Internal changes involving increased compression, higher cylinder pressure,

reduced friction and so on. Contributes 1.5-2 percent.
2. The shift from EGR/SCR to SCR only and a fixed geometry turbo provides
higher efficiency and maintains exhaust temperatures so that requirements for
raising the temperature are reduced. Contributes about 1.5 percent.
3. The new aftertreatment system provides improved AdBlue vaporisation
performance, optimised aftertreatment of substrates, and less pressure loss.
Contributes around 1.5 percent.
4. The new disengageable auxiliary systems contribute 1.5 to 2 percent for
customers with normal, representative driving patterns.
5. Last but not least, customers also receive the benefits of all the aerodynamic
changes that initially came with Scania’s new truck generation. These
contribute roughly 2 percent for typical long-distance customers.

“When you add it all together, it means that most customers, regardless of their
application, should normally be able to reduce their fuel bills by seven percent or
more – and in many cases without even needing to factor in the wins from the
aerodynamics in the new truck generation,” says Olson.

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Technical data

DC16 116 DC16 117 DC16 118 DC16 108

520 hp 580 hp 650 hp 730 hp
Type V8 configuration
Displacement 16.3 litres 16.4 litres
Firing order 1-5-4-2-6-3-7-8
Cylinders 90° V8
Cylinder heads 8
Valves per cylinder 4
Bore x stroke 130 x 154 mm
Camshaft Miller Normal
Compression 22.2:1 20.3:1 17.4:1
Fuel injection Scania XPI
Emissions handling Scania SCR Scania EGR/SCR
Exhaust brakes 297 kW @ 2400 r/min 320 kW @ 2400 r/min
Oil capacity 43 litres
Max power 520 hp (382 kW) 580 hp (427 kW) 650 hp (479 kW) 730 hp (537 kW)
@ 1900 r/min @ 1900 r/min @ 1900 r/min @ 1900 r/min
Max torque 2700 Nm @ 3000 Nm @ 3300 Nm @ 3500 Nm @
1000-1300 r/min 950-1350 r/min 950-1350 r/min 1000-1400 r/min

For more information, contact:

Roger Olsson, Chief Engineer, Scania V8 Engine Range, Scania R&D
Tel: +46 70 086 59 39, Email: roger@olsson@scania.com

Örjan Åslund, Head of Product Affairs, Scania Trucks

Tel: + 46 70 289 83 78, Email: orjan.aslund@scania.com

Scania is a part of Volkswagen Truck & Bus GmbH and one of the world’s leading manufacturers of
trucks and buses for heavy transport applications. Scania is also leading provider of industrial and
marine engines. Service-related products account for a growing proportion of the company’s
operations, assuring Scania customers of cost-effective transport solutions and maximum uptime.
Scania also offers financial services. Employing some 44,000 people, the company operates in about
100 countries. Research and development activities are concentrated in Sweden, while production
takes place in Europe and South America, with facilities for global interchange of both components
and complete vehicles. In 2015, net sales totalled SEK 95 billion and net income amounted to SEK 6.8
billion. Scania press releases are available on www.scania.com

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