New engine build Scania DC1601 for our semi truckpuller.

Last week testing for FIA Truck Race where as for this year we have to run a HVO diesel.
Not going into detail about this bio diesel but think we get a great performance level out of it with changing engine settings and still improvement possible with a fuel and turbo system upgrades on the D26E6B engine turning it into an A or even A+ spec engine.

Last day spend on the track focus was on getting the correct engine power setting for the track conditions brining the lap time down a lot more than expected mainly keeping traction getting faster corner exit time as a result.

For those who think you can not run Lambda one all the time I have news we run these race engine from 13.8AFR low RPM max toque till hi end between 14,5 and 15 AFR. It’s all about correct combustion chamber fuel system fuel pressure and timing. Why so lean? Well like the rest we have to run a 63mm inlet restrictor in front of the turbo compressor restricting air mass and power and we can not smoke so it’s all about the details getting to that point. You can call it good or bad but if it smokes it’s losing power so that’s making a fuel mass set-up les complicated still have to go over a ton of ECU and data log data to find improvement on performance.
Bases on fuel we now make 5300Nm and 808Kw x 1.36 for hp makes 1099hp and even op top end @ 2452Rpm we make 801Kw so this 63mm inlet restrictor in front of the turbo compressor dos do it’s work well.

[ame="http://www.youtube.com/watch?v=Z9FIeqkBVZk"]Fia Truck Race Testing Most part 1 - YouTube[/ame]
[ame="http://www.youtube.com/watch?v=iKhyCdrsoXE"]Fia Truck Race Testing Most part 2 - YouTube[/ame]
[ame="http://www.youtube.com/watch?v=cxZ8pSXl_oM"]Fia Truck Race Testing Most part 3 - YouTube[/ame]
 
D26E6A+ Race engine ready and already on it’s way to it’s new owner.

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First engine that we build this year is tested in the Race Truck last week, man what a power house 6000Nm way over 1300Hp based on fuel, no smoke and wastegate makes 30Kpa EMP to boost possible on this set-up so extremely happy hitting 500Kpa manifold pressure or 4Bar gauge pressure. Small but very effective changes make this 2021 EVO better than expected.

D26E6B engine build in progress. Still waiting for parts to come in.
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What a race weekend @ Brands Hatch Race Circuit Truck Racing.

We done really well with 3 wins, 3 second places out of 5 races and a new track record all done with the D25E6 race engines in A division. Where almost over a second faster in qualification with the D26E6A+ engine and second truck on the grid with a D26E6B engine being 0,9 seconds slower. Difference between the A+ en B version engine is the fuelpump and turbo and a wastegate making it possible to run more torque and carry more boost up in to hi RPM. Difference is about 250Hp (1350Hp) more and 700Nm more torque so around 6000Nm out of a 12.4L engine. just have a look @ the NR1 green/black Mercedes race truck. Combination truck, driver team and engine makes it fastest on track.

How to get this massive performance? It’s all in the detail on injection hardware and combustion chamber and a good control strategy on the ECU system. And yes it’s still a race engine and you need to maintain it spending a load of time with the team please look @ your data your having fuel problems as for dirt and other restriction in the fuel system as it’s mapped to max fuel capacity from the CR pump there is to margin left.

Still work in progress. Next generation CR pump with the goal les power consumtion from the CR pump and able to deliver 6000Nm of fuel and carry more fuel on top end RPM as we run out of fuel on the A+ engine as the CP9 pump is unable to keep up for fuel demand.

[ame="http://www.youtube.com/watch?v=LkBidFvYbHE"]Friday testing Brands Hatch Race Circuit Truck Racing Rian Smith - YouTube[/ame]
[ame="http://www.youtube.com/watch?v=u447tJ5TusQ"]Friday testing Brands Hatch Race Circuit Truck Racing Rian Smith part2 - YouTube[/ame]
[ame="http://www.youtube.com/watch?v=pznN-fW0Tvk"]Race 1 Brands Hatch Race Circuit Truck Racing Rian Smith - YouTube[/ame]
[ame="http://www.youtube.com/watch?v=oGfXUt2jgR4"]Race 2 Brands Hatch Race Circuit Truck Racing Rian Smith - YouTube[/ame]
/www.youtube.com/watch?v=z85P0-awQpg

all race of the weekend
[ame="http://www.youtube.com/watch?v=hqWHIv6GYGY"]BARC LIVE | Race Show | Brands Hatch | June 6 2021 - YouTube[/ame]
[ame="http://www.youtube.com/watch?v=d_uyDz6ED_Q"]BARC LIVE | Race Show | Brands Hatch | June 5 2021 - YouTube[/ame]
 
Last weekend we done FIA ETRC Hungaroring. You can call it the F1 of truckracing.

This year we have to run on HVO diesel fuel and according to the date sheet on this type of fuel we need to inject 6% more fuel for the same power delivery so we done the mapping on the Most race track so time ago setting the engine up to run Lambda1 without any data compare from the race organisation so hard to tell if there are differences in engine performance.
Hungaroring we get the data and the compare in as most race teams are on track so yes the engine is very strong outperforming even some factory supported engines even with a B specification fuelpump limiting max fuel quantity on low and mid end power. Bad thing is with the power/torque increase running on HVO fuel it throws off torque limiting as its sets to about 5000Nm and now having >5400Nm breaking traction very easy ending up with massive wheel spin even over 100Kmh so the driver really has to nurse it power as power sliding isn’t fast at all. Let me put it this way with the current engine performance driving fast is more demanding on the driver. A good driver will use the power when needed able to power steer with the back of the truck when needed and controls power on what the truck and track can handle on traction.

Next up is getting the last generation D26E6A+ engine we build ready for FIA as well that involves dialling in this engine to a smaller turbo with a 63mm inlet restrictor. With this engine we currently lead the UK championship and also second place truck runs one of my engines. Will not be easy as always very limited time both by me and the team running this truck so hope for the best that we get some track time to get the data in to max out performance to reliability.

These truck do the same 20 to 100 miles hour as a Porsche 911 GT3RS just to get some idea on acceleration.

[ame="http://www.youtube.com/watch?v=tzdE7NjhOy8&t=2517s"]RACE 1 LIVE | ?? | 2021 Hungaroring - YouTube[/ame]
[ame="http://www.youtube.com/watch?v=YRQ4hHcZoXY"]RACE 2 LIVE | ?? | 2021 Hungaroring - YouTube[/ame]
[ame="http://www.youtube.com/watch?v=SxCyDg_9mnY"]RACE 3 LIVE | ?? | 2021 Hungaroring - YouTube[/ame]
[ame="http://www.youtube.com/watch?v=zu3vtFk6kxY"]RACE 4 LIVE | ?? | 2021 Hungaroring - YouTube[/ame]
 
Cummins QSX15 on the wheel dyno. Did dial the number on my ECM running this engine using a remote desktop and looking @ the data log from the run to make changes. Engine is still standard on the fuel system and the cam on the CR pump are bad but still get 1080Hp on the wheels with a slipping clutch so this truck pulling team is happy for now but has a load of work to do.
Going to build some XPI CR pump with 33% more fuel delivery and plan is to remove the air compressor on this engine and fit a second CR pump in it’s place.
Injector are still stock as well and we have other ones that are 30% bigger and looking into getting latest generation XPI hi power injectors that are 24% bigger than the ones that are 30% over stock so plenty of fuel there for the future.

[ame="http://www.youtube.com/watch?v=ps-ixddJ_pI"]Cummins QSX15 in DAF truckpulling truck on dyno - YouTube[/ame]
 
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British truck racing on Saturday.

[ame="http://www.youtube.com/watch?v=-yxSctsZqKg"]BARC LIVE | Race Show | Thruxton | July 3 2021 - YouTube[/ame]

British truck racing on Sunday.

Had a very good Truck Race weekend this weekend. Been to Lausitzring Germany for Friday testing the racetruck of Rennabteilung der Heinrich Hecker KG and the team was able to find the hard needed traction hitting 3e place on Saturday twice.

British truck racing this weekend. Must say lost track on how many podium places we get in A as well as B division. Rian Smith extending his lead in the championship taking a load of wins and Stuart Oliver taking a load of second places so we clearly getting good engine performance out of these D25E6 engines. LOL. Must say great team sport working with all of the teams supporting them when needed.

[ame="http://www.youtube.com/watch?v=BmSM6QXeiAk"]BARC LIVE | Race Show | Thruxton | July 4 2021 - YouTube[/ame]
 
Baya Aragon Rally. Dakar Speed with there International Scania ending up getting second place in the rally 33 min after Macik that has essential the same basic truck with only the cab and engine and some more cosmetics being different. These two are way faster than the rest with 3e place more than a hour behind them.

Baya Aragon is used as a shakedown for the Dakar Rally and we use it as we have done some modifications to the engine so you could say the 1.1 version is tested and needs to be evaluated. Main modification is the exhaust system and silencer. Without the silencer the exhaust it’s just to loud sticking out the side of the truck. Also not happy a bout the AT gearbox as it can not keep up with the engine in the lower gears as RPM shoots up way to fast unable to use the full toque potential until 4e gear. Acceleration is still very fast for a 9,5 ton Rally truck but I can be faster by 0,3 seconds coming out of a low speed turn. If you support champions you need to think like them.

[ame="http://www.youtube.com/watch?v=YOK1savsfYs"]Baja España Aragón 2021 | Trucks - YouTube[/ame]
 
Breaking in a D26E6B A ready semi Truck Race Engine.

With a bit of delay finally I was able to complete the D26A6B truck race engine to go to the UK for truck racing.

Covid dos slow us all down. Even getting the material to make the special pars for this engine was not easy better say was close to impossible. All I can ask from the race teams that want to order these engines please order in time or it going to be a No or not ready in time.

This engine is a A ready engine hi power as build for UK truck racing no inlet restrictor so in the future a bigger turbo that needs a wastegate can be fitted. For FIA and France truck racing we can do the same only fitting a more modern turbo that also needs a wastegate and as a smaller more efficient turbine on the turbo for faster spool-up and more and easy to make low end power.
Engine is also build to run on HVO fuel making more power with the 63mm inlet restrictor.

As last the parts are in to build an bigger more efficient hi pressure fuelpump. Still need to machine the last parts and put to pump together and start testing. With this pump we hope to get the fuel delivery needed to run more torque/power so we can build a proper D26E6A+ engine.
The current A+ pump in use is only good for max torque running on it’s max on top end power and not very efficient taking away engine power and very expensive as well so with the new pump we hope to improve on all fronts.

More news. We are working on a plan with a new partner for leasing our race engines. For UK we also think about building a B division engine and no it will not perform like a A division engine as the fuel system and ECU will not make this possible also keeping the running cost down as well as cost for rental.

[ame="http://www.youtube.com/watch?v=wZyC7KMUT-M"]Breaking in a D26E6B A ready semi Truck Race Engine part 1 - YouTube[/ame]
[ame="http://www.youtube.com/watch?v=mA6zCAZLQAo"]Breaking in a D26E6B A ready semi Truck Race Engine part 2 - YouTube[/ame]
 
Yesterday I have done a Mercedes G class with OM606 engine tuned with VNT turbo a big Dieselmeken EDC fuel pump controlled by a Baldur DSL1 ECU.

Mercedes OM606 is a legend among small diesel engines able to make easy over 500Hp power on stock engine and yes bigger fuelpump in combination with S200 or S300SX-E turbo still able to use it as a daily drive with a lot of oumpff if needed. LOL.

Did take my time and fine-tune the start and idle fuel so that the engine runs just as smoothly with the larger fuel pump as if it were a standard engine.

What I wasn't too happy with is the VNT turbo that my client got pressed into his hands. This one does what you need, we put a bigger compressor wheel in it, now it easily makes 2.5Bar turbo pressure and 350HP. If our turbo experts only opened their eyes then you know that the compressor wheels have improved in recent years with air mass displacement etc but have not gotten bigger in recent years. Another thing is that most VNT turbo designs are quite recent, so go ahead and improve on that! OK but what is the effect of putting a bigger compressor wheel on an existing VNT turbo??? Very simply the turbine has to deliver more torque to be able to turn the larger compressor wheel and for that you need more exhaust pressure to generate torque and with a VNT turbo this is also possible because there are adjustable vanes in the exhaust housing of the turbo that allow you to so the exhaust gas flow can squeeze causing it to blow harder on the blades of the turbine. The VNT mechanism is controlled via an electronic activator by the DSL1 ECU and you have quite a few options in this ECU to get turbo and exhaust pressure under control. Run make data log and view and adjust parameters in the DSL1 etc.
The OM606 is a hi revving engine, which means that they are quite sensitive to exhaust pressure. Too little turbo pressure and you have smoke, too much turbo pressure and with this pimped turbo also too high exhaust pressure and you also have smoke because the engine simply does not want to breathe. The advantage with an electronic activator for the VNT system is that you can see in which position it is, see picture (boostpw) where it is roughly open at 41%, 10% is fully closed and 90% is fully open to get an idea . The normal picture with a VNT turbo is more boost, more fuel and then you see that the activator opens the VNT vanes more because more fuel also gives more exhaust gas volume and therefore the balance between turbo and exhaust gas pressure remains fairly equal with only a peak in the exhaust gas pressure while spooling up the turbo that you close the VNT vanes for a little extra if you know how to hit the accelerator pedal well and therefore the turbo pressure flies up.

VNT turbo, they perform well are compact but little more complicated than conventional turbo so often some more control is needed to get the max out of your set-up so we mainly use a good aftermarket ECU systems to handle this and if possible a electronic activator as for good VNT position feedback and compact easy install.

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Prototype Bosch Super CP3 hi pressure pump finally ready for testing.

This CP3 is build to upgrade our D26E6 Truck Race engines from a B spec all the way up to a A+ spec and plan is to use it as a more efficient hi pressure fuelpump taking less power from the crank to operate and plan is that it will replace the CP9 pump that’s not very energy efficient. It’s simple with truck racing every bit of power that goes to the rear wheels not to engine auxiliaries like pumps will make a benefit to go faster. If the team can get the power on the tarmac that is. LOL

As for customers looking for a big hi pressure fuelpump. This type CP3 is the biggest in the CP3 family already flowing 381L/hour 500Bar fuel pressure @ 4500 shaft Rpm running over @ 98 efficiency
For the Super CP3 we hope to get 472L/hour 500Bar fuel pressure @ 4500Rpm and theoretically 480L/hour

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Baldur DID1 diesel ECU cylinder contribution explained.

How dos this work. Well the ECU or ECM calculated the time needed to complete one crank rotation as a base measurement. Cylinder contribution measurement is taken @ every combustion event. In this case a C series CAT engine 6 line with a crank offset of 120 degrees between combustion strokes. Is all cylinder contribution values are the same it tells you that all cylinders make the same power. A positive number indicates a cylinder making more power as it takes less time to complete the 120 crank degrees and a negative number indicating less power from this cylinder. Hhe trick is to get all cylinder contribution number as close to east other and for this we have the option to have individual injector maps in the DID1 ECU. One remark is if the timing holes or teeth are a but out on spacing it could effect the reading as well same goes for torsion on the crank if the timing sensor reads on the unloaded part of the crank or front side engine as on the rear of the engine there the load is transferred to the drive line so less sensitive on crank torsion and this is also that a lot of modern diesel engines have the crank timing sensor on the back as what we call the loaded side of the engine.

We do a lot of online support to our customers data logging assessment making changes after to the ECU or ECM settings getting what they need for there project and yes nice to get some live feedback on what it dos on performance. LOL. Not uncommon there are improvements or improvements needed after making more power but that’s part of the process often needing better stronger parts.

[ame="http://www.youtube.com/watch?v=WQeZ4hnEXc0"]Baldur DID1 diesel ECU cylinder contribution explained - YouTube[/ame]
 
Also done some work on one of our CAT ECM we sell. This CAT C15 spools to turbos so fast we had to come up with something more advance to control engine power even holding it back on power for now until the rest can handle the engine power.

[ame="http://www.youtube.com/watch?v=4VTM_MAT-Wc"]CAT C15 running on of our CAT ECM part 1 - YouTube[/ame]
[ame="http://www.youtube.com/watch?v=-f83HeKE7ww"]CAT C15 running on of our CAT ECM - YouTube[/ame]
 
Volvo van Dijk Ny Titan truck puller alphen final run 2nd place

Looks like the Volvo van van Dijk is a bit more awake again. Last week the larger injectors went back into this Volvo D16K common rail engine and it now seems to run much better at high revs. Still waiting to see how and what, diesel engines are a bit more difficult to determine what does what, it smokes more, also see that there is less oxygen in the exhaust gases, and measured via a lambda probe, but in theory we are not to inject more fuel. It is also not the case that you can open these injectors fully on the test bench, A there is no test system that can give more than 1cc per injection at 2800Bar fuel pressure and B the measuring cell that measures the amount of fuel that will not survive this.
The camshaft also remains an issue, it is not original and we have already done some things to limit the valve overlap, I prefer not to see any valve overlap at all, we do not want to lose some inlet air that goes into the exhaust and that is not handy with a inlet retricktor. Anyway, we're going in the right direction again and keep looking for power.

[ame="http://www.youtube.com/watch?v=GD-nXXtFDl8"]Volvo van Dijk Ny Titan truckpuller alphen 2021 run 1 - YouTube[/ame]
[ame="http://www.youtube.com/watch?v=nT1pfGuhRK4"]Volvo van Dijk Ny Titan truckpuller alphen 2021 finale run 2e plaats - YouTube[/ame]
 
This is also truck motor sport from last to first place on the end of the day have my name mentioned by Flying Ryan as they call him mentioning the conversations we had in the past sorting out the problems with his engine mainly due to fuel contamination.
All sound so easy chance filters and problem solved, nope main problem is the bio part of the fuel makes things stick inside the fuelpump taking the fuel pressure down, not a lot but it makes a big difference in power but is hard to spot in the data coming from the data logger and it’s not consistent as well so you really have to look hard. Its also not like I take the fuel system apart as this engine runs a big CP9 fuelpump and not a lot of companies are able to service these as well. The perfect performance on this type of engine putting out massive power is really narrow on what it needs on fuel delivery.
Also they has clutch slip as well masking up problems as well with the engine. Also here goes the same as well what works well for other teams will not always work on this engine as it produces way more toque so yes the correct pressure plate for the clutch will hold the power but we know there are margins in production of these plates that the will not have the proper clamp load. But yes that’s motor sport. Low weight max performance.

[ame="http://www.youtube.com/watch?v=FF1NMEjk5RA"]BARC LIVE | Race Show | Snetterton | September 18 2021 - YouTube[/ame]
 
What is your opinion about that belgian diesel ECM that all the fastest in Quebec runs except those who have money for Bosch Motorsport ?
 
Leiffi said:
What is your opinion about that belgian diesel ECM that all the fastest in Quebec runs except those who have money for Bosch Motorsport ?
Click to expand...

Over the years we grow a CAT and Detroit community in US and Canada using my ECM systems and they are perfectly happy with it and relative easy to set-up even for a redneck.
And yes if you have a stupid amount of money you can go Bosch. It all about options. LOL

Coming weekend FIA truck race Le Mans and have been asked by there organisation to find a solution for the low budged teams to clear out smoke and so on and some are using the same ECM thing as you mention. Most cases it’s an combination of local support and hardware that set the standard for things and result is to many smoke OK less fuel slower lap time or disqualification. Again there are options there but it’s all about spending your money well.
Think the plan from FIA organisation will be run HVO fuel no smoke and if not no game a on track. And yes it can be done and perfect example is a 60 series Detroit running on HVO fuel almost as fast as on what we cal professional build race engine and this with just the combination of standard parts.
 
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