New engine build Scania DC1601 for our semi truckpuller.

The V12 Detroit commonrail is game over, looks like the internals are to weak to take the combustion load from a commonrail system. I think the team that run this engine in there semi is going to look for a modern stronger engine.

Yesterday we had a bit of bad luck also blowing up a turbocharger in qualification. Interesting could be if there is something in the data that indicate that something is going to happen.
The only thing I could find is the discharge temp from the compressor stays low and than jump up just before blowing up.

We here able to replace the turbocharger just under 16 minutes as we here lucky that the turbine housing was not damaged and where able to complete qualification ending up 3 place after the pull off. We here fist to make a pull and we took the wrong side of the track not able to find good traction not gaining a lot of speed.

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[ame="http://www.youtube.com/watch?v=2parj4MY8wc"]Leende 2013 De Manne van Janne 2 semi truck puller pull off 3 place - YouTube[/ame]

[ame="http://www.youtube.com/watch?v=pC8gcjmHU_o"]Leende 2013 De Manne van Janne 2 finale run - YouTube[/ame]

[ame="http://www.youtube.com/watch?v=6WG-_OyRNiU"]Leende 2013 De Manne van Janne 2 kwalificatie turbo kappot - YouTube[/ame]
 
Yesterday we had the third competition event in Geffen and it did not go as planned.
The max total weight of the truck cannot be over 9500Kg but I can happen that the measurement taken are way out of calibration and on this event the weight of the truck was over 9800Kg so all team have to lose between 250 and 300Kg.
The bad thing about our puller is very heavy on the frond due to the massive engine block and the way the engine is original fitted in the truck (we cannot shift the engine more to the back as this is not permitted) so we had to lose all balancing weight that is located on the back and we know even adding like 50Kg makes a lot of difference so loosing 300Kg+ is catastrophic as proven in run 3 when we did not have a full pull. For the next this happens we probably take to cover of the intercooler water tank and get rid of 200Kg+ water from the front of the truck and maybe fit a water spay installation on it to get some extra cooling.

A good example of what happens with your discharge temp while running your compressor outside it’s comfort zone (Air temp L)
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Oeps! strong engine weak chassis. :doh:
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Small walk around the new workshop.
[ame="http://www.youtube.com/watch?v=QR8vyXtrHC0"]Rondje werkplaats De Manne van Janne 2 - YouTube[/ame]
 
tall boy said:
I can use some help on a 92 series V12 Detroit 2 stroke. It’s bending the con rods and I got the funny feeling they are very soft not able to handle the torque very well.

Any info on these connecting rods and a solution or part manufacture that build upgraded ones will help.
Click to expand...

It's quite rare to bend conrods with power, usually it's the rpm or too advanced timing. Old 14 litre Scania conrods started to stretch and after that bend at over 4500 rpm, it was some modified class tractor puller. After they heat treated/hardened them they were able to take over 5500 rpm. I tried to ask what they exactly did to them and where but never got answer. I have heard other pullers doing it also, maybe someone can tell you how it's done.
 
Leiffi said:
It's quite rare to bend conrods with power, usually it's the rpm or too advanced timing. Old 14 litre Scania conrods started to stretch and after that bend at over 4500 rpm, it was some modified class tractor puller. After they heat treated/hardened them they were able to take over 5500 rpm. I tried to ask what they exactly did to them and where but never got answer. I have heard other pullers doing it also, maybe someone can tell you how it's done.
Click to expand...

Well this engine got a hole in it now so need to find out any more about these conrods.
 
Small update. We just get back from Denmark and we test the BW S482X3 and I must say so far it looks very promising but we where not able to get the whole picture as the engine did not want to go under 2500Rpm so no data on low RPM as the engine did bounce up in RPM when we get into the compressor flow map.

What did we get over the HX60 80mm billed with the BW S400X3. about 10.000Rpm les turbine speed, same boost level and backpressure AFR went from low 13 to mid 14AFR, faster EGT build-up.
This little turbine wheel seems to flow like crazy but it takes a bit more effort on low turbine speed to get the boost up and it kicks or sounds in like some one changer running modes on the ECU.

[ame="http://www.youtube.com/watch?v=h57Xy5p77TM"]Denmark 2013 MVJ2 demorun kortere ketting. - YouTube[/ame]

[ame="http://www.youtube.com/watch?v=VHCDVnMhuMI"]Denmark 2013 MVJ2 run 2 - YouTube[/ame]

[ame="http://www.youtube.com/watch?v=0pNWSUBiQUo"]Truckpulling de Manne van Janne2 Scania V8 Øster Bjerregrav,Randers (Denmark) 2013 pull2 - YouTube[/ame]
 
We got all the data from the S400X3 now but it did come with a price as we ended up with only 5 place in the last championship even taking a gear that proven to be to hi to make it to the next round.

The BW S400 is a far better turbochargers than the Holset we used in the past.
The compressor flowmap used in matchbot is the real thing as I dialled in all the data from my log file like RPM boost and a load more other data.
The BW 1.25A/R TH outflows a 32cm2 from Holset so we are a bit short on boost on the low end but we know the hi pressure injectors we going to use for the next event will give about 0,5Bar or 7 PSI more boost on a Holset with the same amount of fuel so I got good hope we will see some more boost next time but change is we going to need the 1.10A/R TH for faster boost response and not having to use the clutch to create boost @ the start of a pull.
Also the compressor dos not bark off while dropping off boost @ low RPM.
Best of all is that BorgWarner and some companies close to BorgWarner have been very help full and responsive with giving information and it looks like we are now able to build customised turbochargers al do for our engine it looks like the minor changes we made to the S400 work for now. I’m real happy that we can now step up thing in performance.

[ame="http://www.youtube.com/watch?v=CG8w4QQZjhM"]Nederhemert 2013 MVJ2 run 1 - YouTube[/ame]

[ame="http://www.youtube.com/watch?v=2G5d2SSqNSs"]Nederhemert 2013 MVJ2 finale 5 de plaats - YouTube[/ame]
 
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Yesterday I had a great conversation with a turbo expert and I was able to go over a lot of log file data trying to recover why some of our Holset turbo failed in the past.

The Holset billed wheels we used in the past are billed and not forced billed so the only benefit you will have for a short time is that the blades will flex a bit more but after and X amount of runs the alloy changes and become more brittle. It also looks like the alloy used on some billed compressor wheels is softer than the cast wheel relieving tension on the shaft assembly making it possible to rotate the compressor wheel on the shaft throwing the shaft assembly out of balance.

The most common course that we seen so many turbo damage seems to be the pressure differential @ low RPM where the boost pressure goes up and the back pressure drops a lot putting a lot of stress on the trust bearing on the compressor side and to finish it all off hitting the surge line hammering out what left on lubrication oil and friction creating a lot of heat in the shaft. On the last turbo failure we could clearly see that the back of the compressor wheel had melted and that the shaft had rotated in the trust bearing ring. After measuring a couple of broken turbine shaft it indicates that most of them snap or break around where the trust bearing is located. I think the solution to avoid these problems is to inspect and replace the trust bearing more often but is this a good solution?

What we have seen on the data log from the BorgWarner turbo with a hi flow turbine wheel is that on the hi end the pressure differential is a bit less compared to the Holset turbo but while dropping in RPM pressure differential dos not drop that hard.

HX60 low flow tubinewheel 1.5 Bar (21.7 PSI) boost to exhaust pressure
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S400 hi flow tubinewheel 0,8Bar (11.6 PSI) boost to exhaust pressure.
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I hope this is use full to some? have fun.
 
That thrust issue, is exactly why we switched to a ball bearing charger.
 
We have done it this time ending up in first place.

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Last week we changed to the hi pressure injectors hoping that it will make the extra power needed. The last time we tested these injector we blow up a HX60 like a hand grenade more than a year ago.
Last week the driver had to work the clutch hard to get some decent boost and yesterday the truck went like never before still making close to 4 bar or 60SPI boost dropping it’s EFR from a 16 to a mid 14 ending up with a EGT of exactly 951c centigrade on both cylinders banks.

So next Job is to get some more air into the engine, I think I go for one step smaller in A/R on the turbine housing as I’m dropping off boost 150RPM short of the surge line.

[ame="http://www.youtube.com/watch?v=4ks65efkD-M"]Made 2013 MVJ2 Scania V8 semi truckpuller pulloff first place winner - YouTube[/ame]

[ame="http://www.youtube.com/watch?v=wwXKC6nAnO0&feature=c4-overview&list=UU_jjKaFaf1oxSijxIhaMgIA"]Made 2013 MVJ2 Scania V8 semi truckpuller super final - YouTube[/ame]

[ame="http://www.youtube.com/watch?v=Owk3Pf2sdhc&feature=c4-overview&list=UU_jjKaFaf1oxSijxIhaMgIA"]Made 2013 MVJ2 Scania V8 final - YouTube[/ame]

[ame="http://www.youtube.com/watch?v=K58fBT99-Ew&feature=c4-overview&list=UU_jjKaFaf1oxSijxIhaMgIA"]Made 2013 MVJ2 Scania V8 run 1 fastest track time 10.87 seconds 100 meter - YouTube[/ame]
 
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Last event for the championship did not go as planed as we did not get any boost in the pull off ending up almost last losing the second place in the championship.

Yesterday we did find the problem as one of the wastegate coupling came loose ending up having not a lot of exhaust pressure and as we discover even a small leak in combination with a hi flow turbines will make it impossible to gain boost. Well lessons learned on that part.

Yesterday we did have one demo pull as we needed a good feeling of performance and also a load of data as we did make some changes to the turbochargers. We asked the pulling sled for a mega final pulloff setting and selected a hi gear and low tyre pressure and went for hoping the engine will drop to staling RPM but we did not go any lower then 2323Rpm losing some traction on the end of the pull but it looks that we gained more power than we where thinking only adding 0,3bar more boost.

[ame="http://www.youtube.com/watch?v=zosUBID8nNo"]Manne van Janne Semi Truckpuller onboard fuel press and boost gauge - YouTube[/ame]

[ame="http://www.youtube.com/watch?v=8xeNDB7LlIM"]Manne van Janne Semi Truckpuller test run on BorgWarner S482X3 Hi Pressure mod - YouTube[/ame]
 
That's just mean. Pulling the sled like that with the right box all the way up!
 
A bit to many Euro 5 and seem to like a lot more fuel before it’s willing to smoke. Yesterday they had there madden run on the Nürburgring circuit.

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We run the engine on limited load 550Kw max @ 1800Rpm on the wheels. Due to cooling problems we did increase power as we not have a lot of airflow over the intercooler on the dyno. Over the last two days on the Nürburgring circuit we have been adding more fuel on low boost and the engine is still not smoking indication there is a lot more torque there. The race team indicated that more power is not needed at this point as they will lose drivability and traction. We are still in a evaluation face as this engine has alloy pistons (no steel crown pistons only used on the 480 and 520Hp models) making it possible to meld the piston easy and we are a bit careful as the turbocharger intent to go to hi in boost while increasing RPM to far.

Part of the datalog on todays race on the Nürburgring circuit.
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Small movie of one of the dyno runs increasing RPM soo how the turbo and temperatures reacts.
[ame="http://www.youtube.com/watch?v=beR7NKXoOL0&feature=c4-overview&list=UU_jjKaFaf1oxSijxIhaMgIA"]Volvo Race truck with D13A engine running on Adaptronic DI aftermarket ECU - YouTube[/ame]
 
We done it again first place.

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[ame="http://www.youtube.com/watch?v=RhjzU9DQHc8"]Merksplas 2013 Manne van Janne 2 Semi Truck puller first place - YouTube[/ame]

[ame="http://www.youtube.com/watch?v=3LC_E82NAkU"]Merksplas 2013 Manne van Janne 2 Semi Truck puller qualification - YouTube[/ame]

[ame="http://www.youtube.com/watch?v=V2xJIK47p3Q"]Merksplas 2013 Manne van Janne 2 Semi Truck puller final run - YouTube[/ame]
 
Man talking about taking every variable in to account ! That's impressive
 
Well compared to the low flow HX60 turbine you need to stay a bit longer on the clutch to get to about 8PSI with the BorgWarner hi flow turbine and than let go of the clutch and spoolup is so fast with these low inertia turbo that you have almost instant max power. I really like the final run when the truck throws it front wheels of the ground at the start.

As long all keeps performing like this it’s a real fun game.:lolly:
 
I have a question and I hope someone can confirm this. Over the last two event I noticed in the data logs that the engine get a load more torque @ a two lower RPM point, one of them can be explained by matchbot as the turbocharger get into it normal operation zone and exhaust pressure drops and boost goes up but even going lower in RPM there comes a point where the engine seems to get a lot more torque as it dos not want to go down in RPM any further and tings like AFR boost and exhaust pressure remain the same as fuel and timing.
One explanation could be the truck can not generate more traction reducing power takeoff from the engine but most of the time the RPM will go up and short after end of the pull.

If I only had a dyno to test this. :umno: No time

One of our competitors wreck an engine complete while running low RPM by braking 4 connecting rods and bending the remaining 6. Well it makes me thing wreck and engine attempting running low RPM or use a bigger turbocharger to get more hi end power.

BorgWarner MatchBot
 
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