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Scania confirms its commitment to the SCR with the new generation of V8 engines

Automotive News

The renewal of Scania’s commitment to its 16 l and 8-cylinder V engines is evident in the incorporation of a total of 17 technological innovations.

Scania is clear that the future of the technology applied to diesel trucks goes through the elimination of the EGR system to go only to engines that incorporate the SCR system of gas after-treatment. This was stated on 24 October at the headquarters of the brand in Spain Daniel Pérez, responsible for Long Distance Product, during the presentation in our country of the new generation of V8 engines, already on sale since last month. September and whose first units will be delivered in the national market throughout this month of November.

The manager of the Swedish brand said that the strategy is to stop using the EGR system to comply with the emission regulations, once it is no longer necessary after the evolution of the SCR system developed by the Scandinavian manufacturer, whose new V8 range is concrete in three new platforms, with 520 hp (2,700 Nm), 580 (3,000 Nm) and 650 hp (this last power step, with 3,300 Nm, is new in the offer), as well as with an improved platform, the top range with 730 hp (3,500 Nm) and still maintains the combination of EGR with SCR, although everything points to a future engine can reach 730 hp only with SCR. 17 technological developments The renewal of Scania’s commitment to its 16-liter displacement and eight-cylinder V engines is evident in the incorporation of a total of 17 technological innovations. Among the results is a weight reduction of 80 kilos compared to the previous V8, an improvement in efficiency of between 7 and 10% in the first three power levels and 5% in the case of the top of the range, as well such as obtaining a higher maximum torque figure at a lower rpm. On a commercial level, the V8 range has traditionally occupied 30% of the brand’s registrations in Spain. In recent times this percentage dropped to 10% and with the arrival of the new engines the company’s goal is to recover that 30% of the total units sold.730 hp with SCR and EGR

More in detail, in the three new platforms the EGR system disappears and also the turbo of variable geometry (replaced by one of fixed geometry). At the top of the range, with 730 hp, both the variable geometry turbo and the combination of EGR and SCR are maintained.

To achieve the reduction of consumption compared to the previous V8, internal changes that imply greater compression, greater cylinder pressure, less reduction, etc. contributes with a reduction of consumption of between 1.5-2%. For their part, they explain in the brand, the change of the EGR / SCR to the SCR alone and a turbo of fixed geometry provides greater efficiency and maintains the exhaust temperatures, so that the requirements of elevated temperature are reduced and this contributes approximately 1 ,5 %.

At the same time, the new after-treatment system offers AdBlue vaporization performance, improved after-treatment and lower pressure loss, allowing a reduction of around 1.5%, while the new disengageable auxiliary system contributes 1.5 2% for customers with normal driving patterns, detailed in Scania.

Finally, “customers also get the benefits of all the aerodynamic changes initially included with the new generation of trucks” of the brand, which contributes approximately 2% for normal long-haul customers.

The new generation of engines is based on the same engine block and base configuration as its predecessor “but that’s where the similarities end”, they recognize in the manufacturer. The most significant change is that the exhaust manifolds now go separately up to the turbo and the side of the turbine is fed directly from the two directions from the banks of the respective cylinder. The system is known as the FGT Rotated Twin Scroll turbo.

The fact that three of the engines (the 730 version is the exception) using selective catalytic reduction (SCR) for after-treatment of the exhaust gases means that the V8 engines now have a turbo unit with fixed geometry that is stronger and lighter than a variable turbo. The turbo is now mounted directly on the engine block, between the banks of the cylinder, which provides a stable operating environment “vibration-proof”.

02/11/2017 TODO TRANSPORTE (Translation Soft)

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