New engine build Scania DC1601 for our semi truckpuller.

Happy new year all.

The Dakar 2022 Pre prologue is done for Team Dakar Speed. I see it as the last general test for what is yet to come. Hard driving through a pile of dust to make up for some places and we succeeded from 23rd to 12th place to start the rally tomorrow.

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Day 3 of the Dakar Rally 2022. The team is getting up to speed hitting a 9e place on the rally stage today and 12e place overall in Truck class. This is top sport and if your not on top of the game your losing time.

Team Dakar Speed is a amateur team as they build the truck them selves were all other top teams have factory support or a large teams of professionals work all year on the rally trucks.
So what is the difference? For the most parts time spend on running the rally trucks and maintaining them. The professional teams knowing all systems having the routine and this is not possible with a amateur team so how can you make this work the best?
The key is keep it simple. I’m a professional engine builder and with a bit more time spend I can up engine performance and this can complicate things as more monitoring is needed for example. The team dos not have a expert on reading engine data and there focus should be get the truck ready for the next day best possible so key is to find the balance between performance and engine parts used where less is more. The good things is the Scania XPI is a very good and efficient engine and as for this year there are upgrades to the fuel system planed for truck racing and if we have this data we can implement these on the rally engines as well but as always we need to test them and for this rally truck build the coolers could be the limiting factor. We still could go up in coolant temp even up to 110 degrees C but than coolant pressure should be monitored a lot more as this shows coolant flow or coolant flow drop due to pump cavitation.

Some impression on what this rally is.
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Jump nearly go wrong Dakar Speed Rally 2022 day 4 of rally

We done it on day 4 of the Dakar Rally. From 9e place to 5e for most of the special stage but a leaking tyre throw them back to 7e place on the last part stage time for the Semi Trucks.
Overall they now in 8 piston and goal is to end this rally on a top 5 spot but this rally is very long and loads of things still can go wrong. Also take in mind this is professional motor sport with loads of teams having factory support and we are part of mixing in this game. Smile.

[ame="http://www.youtube.com/watch?v=45fSO9N5AR0"]Jump nearly go wrong Dakar Speed Rally 2022 day 4 of rally - YouTube[/ame]
 
[ame="http://www.youtube.com/watch?v=LvO4rd6uDpU"]Dakar in Netherlands - Dakar Portraits - Stage 4 - #Dakar2022 - YouTube[/ame]
 
Still holding 9e place after half the Dakar Rally so I’m happy. Tomorrow the team has a rest day, well one day to do all maintenance needed on the truck.

Surfing the sand dunes.
[ame="http://www.youtube.com/watch?v=GQAY3fLUCNk"]Scania Dakar Speed Stage 5 2022 - YouTube[/ame]
 
To bad game over for Dakar Speed Rally 2020 after this crash. Crew is OK and they dit finch the yesterday stage on a 28e place even but the FIA safety officials concluded the role bar behind the cab needs to be replaced and the team did not have the given time to do this.

Next up is the evaluation. Engine seems to perform well but as always there is always room for improvements.

[ame="http://www.youtube.com/watch?v=-3d0VcptX2A"]Crash Dakar Speed Dakar Rally 2022 - YouTube[/ame]
 
I get some question about lambda in relation to EGT. The best project we have for this to come to a conclusion is the modern Euro6 Volvo D16 common rail motor based on the 750Hp truck engine. On this fuel set-up we have plenty of fuel and we are able to smoke and run the engine from lambda 1 to over or lower than 0.88 lambda. The outcome is that these modern engines make the best power around lambda 1 and this will get the EGT up as well. The lower we go on lambda power and EGT drops as well and so dos EMP and boost pressure.
Now here is the thing if you build an engine that dos not work close to perfect all of they above can be different so take that in mind. A other very important thing is fuel injection pressure. Last year we had big problems on a race engine with fuel contamination throwing the whole fuel system off balance. No smoke no power loads of boost pressure but bit down on fuel pressure. Trick is for making big clean power is that fuel in on time getting that massive thermal spike going in the combustion chamber. If the fuel injection is extended to far due to bad constructed injector with slow injector closing time due to bad nozzle to valve balance or to low fuel pressure your combustion is more dedicated to the exhaust system shooting up EGT making good boost but less power. We use all steel pistons in all race semi truck race engines. Correct me if I’m wrong but I do not think a alloy piston will last long running full power @ around lambda 1 as things in the combustion chamber will get very hot and also last year we had a prototype steel pistons fail due to cracks and eventually on of the piston blowing a hole in the piston dome due to this. Modern diesel engines well build lean toward petrol engines if it comes to lambda numbers.

Below some pictures for the FIA 63mm air inlet restrictor plate. If you get this 63mm inlet restrictor hole working well your looking @ about 1100Hp power output so a bit of engineering needed on these parts.
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[ame="http://www.youtube.com/watch?v=-Oo7Y5SJLYc"]Viewing a data log in BG Calibrator - YouTube[/ame]

Without data no gain on performance you could say. Modern engines are complicated and so many things have to work perfect together to get the max out of your engine.
This software can do a lot more than only read data from a Baldur ECU. It can also read CSV files and I can handle a load of it even live if needed during testing. It’s software like this that gives us the edge to wining races and that why we use it. Best of all it free and get your sample here BG calibrator

Other note and think about this. If an ECU manufacturer charge you extra for better data acquisition software what are they thinking? Your stupid and we are smart and we can help you getting smart? I think it’s they opposite if you build the best and work with the best teams you have to stay the best and how can a ECU manufacturer know what you need if you build limits in the software in order to gain more profit from your product. Clearly always a step behind doing this as they simply will be your limit on things so move on and find something better that you can build into something that you need. Baldur ECU is clearly on the same page as we are and in the software we can make our own calculations on what we need on data and you as a customer will benefit from that as well.
 
Testing a Truck Race engine ready for the race circuit.

Some of the specifications.

12.4L displacement. Power output in this engine configuration 1160Hp 5300Nm @ 1350RPM onwards but with a bigger fuelpump and turbo we can easy make >1250Hp 6000Nm with same spool-up form turbo as this engine configuration manly due to more modern turbo used.
Than we have the FIA European engine spec with a 63mm inlet restrictor 1120Hp 5300Nm or 1120Hp 6000Nm more low end power as max power is limited by inlet restrictor size,
Fuelpump on this engine is a CP3 hi flow limiting Nm but with a adaptor plate we can fit a lager CP9 fuelpump and have the fuel to make 6000Nm. With the engine development we went for a modular design so we can always upgrade or even downgrade the engine in performance by changing parts.

[ame="http://www.youtube.com/watch?v=XLCExy31BIA"]Testing a Truck Race engine ready for the race circuit. - YouTube[/ame]
 
This also top sport with no excuse and the picture shows that these Race engines run on there limits.

Reliability what about it? We build race engine that last less than 20.000Km between a overhaul where a other engine type do easy over 150.000Km. Is the engine type that dos less Km less reliability? Not really it only needs a different maintenance interval to keep it up and running.
So what is the story? All truck race engines we build are based on normal engines used for commercial road transport and on a normal rated performance level run a normal service live and it’s only when you up the performance level things will chance. Low engine weight and compact size means less material and space inside the engine bock simple means more sensitive to thermal stress and flexing where other engine types @ more weight and bigger size they are better up to the job running hi performance levels even running special original engine parts that support the performance level better.

Top sport is not all about budged is about the best for the type of motor sport you want to participate in. Some motor sport project are engine brand related and if this engine has more weight and size we simply have to get smarter by making it more efficient as there is no excuse to top sport performance under performing. Know how and stay focus on all aspects to make improvement.

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2022 version of MVJ2 Semi Truckpuller. Load have changed saving a lot of weight with thinks like removing the original steering box going to a all hydraulic electrical steering system and load of other things as well.
[ame="http://www.youtube.com/watch?v=StDxZNV0aU0"]MVJ2 truckpuller 2022 version lower weight - YouTube[/ame]

First test pull after all modifications done.
[ame="http://www.youtube.com/watch?v=3qspK-uOmL0"]MVJ2 truckpuller 2022 version Firts testrun - YouTube[/ame]

This a is DAF truck Called Daffy and it has a Cummins QSX 15L Commonrail engine it it.
Last year we get a bout 1100 to 1200Hp out of it and this year we fitted 30% bigger injectors and a bigger fuelpump as well and both parts are drop ins as well so your able to install them on a original engine without modifications.
[ame="http://www.youtube.com/watch?v=iNWl_eDltjY"]Daffy Truck puller Cummins QSX 15L firts test run 2022 - YouTube[/ame]

As you know on most project we not going stupid on the amount of fuel injected but we aim for efficiency. We now run just under 3 Bar boost pressure and still able to gain over 30% more fuel pressure that will up the power a lot more. We had to stop testing due to that the turbo was leaking oil into the turbine housing.
[ame="http://www.youtube.com/watch?v=qtFHMBOT5ho"]Daffy Druckpuller Cummisn QSX 15L testrun 2022 - YouTube[/ame]
 
What a Truck Race weekend @ Brands Hatch this weekend.

First of all congratulations to John Powell running B division with his DAF having a Cummins ISX12 engine. Think he leads B division championship now. As last year on Brands Hatch he dropped a valve looking for better parts having good endless conversation with him coming out on top. Just great. Never give up.

Adam Bint. My local support hero helping me out online with some Gramlings after first time this year of race teams running there engines on track. Many thanks from me. Not the best of luck for him on track. Hope next race event he has more luck. He deserve it.

As for Division Truck Race. In total five D26E6 race engines out this year having podium places in every singe race even a podium lockout in race 4 with Stuart Oliver and newcomer to A division Bradley Smith and Ryan Smith having the lead after this race weekend in A division championship but yes still many race events to go and anything can still happen. That’s racing big stuff.

[ame="http://www.youtube.com/watch?v=52vYcnhSsM4"]BARC LIVE | Brands Hatch | April 17 2022 - YouTube[/ame]
 
Hi Ruud, I have a question about the pulling trucks, such as the MVJ2 above. At the start of the run, I've noticed many of the pulling trucks seem to pop and stumble, a bit like a 2 step. Same for the drag trucks that run at Onaway. The drivers will go through it and then give the start line a signal once they are good to go. What causes this? Is it a strategy in the ECU to light the turbo(s), or is it just a side effect of bigger injectors? Is it over fuelling enough to drown the combustion event? Is it intentional or something that just needs to be dealt with? Thanks for all your contributions here. Huge amount of high quality information you share openly.

Cheers.
 
Ben. said:
Hi Ruud, I have a question about the pulling trucks, such as the MVJ2 above. At the start of the run, I've noticed many of the pulling trucks seem to pop and stumble, a bit like a 2 step. Same for the drag trucks that run at Onaway. The drivers will go through it and then give the start line a signal once they are good to go. What causes this? Is it a strategy in the ECU to light the turbo(s), or is it just a side effect of bigger injectors? Is it over fuelling enough to drown the combustion event? Is it intentional or something that just needs to be dealt with? Thanks for all your contributions here. Huge amount of high quality information you share openly.

Cheers.
Click to expand...
The ECU is set to do this to spool the turbo's on to boost and kicks over to power mode when power is needed from the engine. so yes 2 step you can call it.
The CAT ECM we sell to US and Canada have the same thing in it but no all use it as these can run more RPM as we can as we are limited to 2900Rpm max in class.
 
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Last week testing the new Scania Race truck #PredatorMINNA @ Most race circuit.

Happy with the engine now able to use the power potential of this last Gen Scania 13L XPI Euro6 engine with our the new developed fuel system offering more fuel and stability to the fuel delivery having to put in some afford to get back drivability as the torque response from this engine is massive and we had to calm this down a bit as track conditions not always needs a power happy engine but yes that’s luxury I think.
Are we ready? Nope still loads of things to do and one of them is getting the same reading for some sensors so we can compare data to the previous generation engine we build.
Perfect dos not exist so we keep developing.

Also tested close loop Lambda control able to run Lambda 1 on full load all the time even when fuel smoke mapping is optimised so yes happy on that part as well.

[ame="http://www.youtube.com/watch?v=fxSmAJHh7U4"]Last week testing the new Scania Race truck #PredatorMINNA @ Most race circuit part 6 - YouTube[/ame]
[ame="http://www.youtube.com/watch?v=K4IYnWVTz20"]Last week testing the new Scania Race truck #PredatorMINNA @ Most race circuit part 5 - YouTube[/ame]
[ame="http://www.youtube.com/watch?v=PTsB7F8L5oE"]Last week testing the new Scania Race truck #PredatorMINNA @ Most race circuit part 4 - YouTube[/ame]
[ame="http://www.youtube.com/watch?v=4LBOwUq_o2I"]Last week testing the new Scania Race truck #PredatorMINNA @ Most race circuit part 3 - YouTube[/ame]
[ame="http://www.youtube.com/watch?v=hLLgT48aYjY"]Last week testing the new Scania Race truck #PredatorMINNA @ Most race circuit part 2 - YouTube[/ame]
[ame="http://www.youtube.com/watch?v=0MGyFPofH30"]Last week testing the new Scania Race truck #PredatorMINNA @ Most race circuit part 1 - YouTube[/ame]
 
If you target lambda 1 at full load, but request lower torque for power management, will it run leaner than lambda 1, or maintain lambda 1 and target lower boost? I'd imagine this would lower emap and result in better efficiency at those low power levels?
 
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