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Old 05-13-2016, 04:39 AM   #621
tall boy

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All in a days Work.

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Old 05-14-2016, 07:56 AM   #622
tall boy

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Yesterday I have been to the Super pull in Stroe with a very good clay track so a load of grip.


Volvo Ny Titan. Well what can I say looks effort less. To bad I did not film the other competitors as they where climbing way to hi swinging left and right off the track so to bad no pulloff this time as we where the only ones having a FP.


Also on there way 2x 13L Scania XPI for rally use and plan is to use the injector fuelpump and pistons from the 1150Hp marine V8 and a simple calculation from a 16.4L to 12.7L makes 890Hp within in factory specifications so hoping we can run this engine @ 1000Hp on hi ambient temp specifications.


Also on there way 2x 13L Scania XPI for rally use and plan is to use the injector fuelpump and pistons from the 1150Hp marine V8 and a simple calculation from a 16.4L to 12.7L makes 890Hp within in factory specifications so hoping we can run this engine @ 1000Hp on hi ambient temp specifications.

Last edited by tall boy; 05-14-2016 at 07:59 AM.
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Old 05-15-2016, 03:39 PM   #623
tall boy

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Demo in Denmark.

MVJ2 first place

MVJ3 3e place
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Old 05-22-2016, 07:28 AM   #624
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Oud Gastel pulling event.

Very happy with the result. Second place for the new Torpedo Scania MVJ3 and 4e place for the MVJ2 truck. First run we struggle a bit to get the grip and balance into the MVJ2 truck but second run all was fine.

Also very happy with the S300SX-E twin turbo configuration on a Iveco 17.2L V8 engine.
In all hectic I did not film the winning run of this truck.

Volvo Ny Titan did not do that well with a 4 place. Driver was to nervous digging a trance from the start ending up with a run of only 26 meters. Power is a great thing is you can handle it.

On a other topic there was some discussion on the S500SX not being a great turbo compare to Garrett. Well maybe this proves how different thing can be as we got a whole semi sport class jumping over from HX60/80 or S400 to the S500SX has this turbo just gives a load more power and is able to keep boost in the low RPM range just having this big PRM operating range needed to run this sport class with intake retricktor.

To morrow I will be travelling to Canada to work on a C18 Cat engine for truck pulling and drag racing. Will be a great opportunity to explore what going on in Canada regarding semi trucks and motorsports.

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Old 05-22-2016, 11:14 AM   #625
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Some pictures of yesterday event.

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Old 06-04-2016, 09:56 AM   #626
tall boy

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Small video of my trip to Canada last week for TurboMs giving them training on our diesel ECU/ECM system.

Cat C18 is a nice engine but I do not like these big slow injector and now I know why they sound the same as a Buggyra Cat C13 race engine. Despite the injectors being not very accurate on valve closing time we did get the engine to idle very well like is was a stock engine.
Setting up launch control was fun. Two big bang out of the stack and @ 1500RPM I went up to 60 PSI easy. Did not attempt to go all the way up as there is no use trying to launch with this boost/power.
Launch system is relative easy in basic setting RPM and boost limit by injection ALS control and speed limit launch and still have the option for second torque mapping option after launch to maintain traction if needed by pressing a switch.

Also interesting is the low pressure turbo. Just one thing needed and to get this up to speed as this will take all the turbolag out of the system on this compound set-up so I thing we can spool a single over 5” inducer size compressor turbo to what ever boost we want making a big difference in class running only a ingle stage turbo.

As you know I’m not a great fan of low pressure quality injection poring black smoke way to easy but I must say ones you get past a boost pressure and fuel amount thing will start working a lot more as for slipping a big 3 plate race clutch with a 2 ton pressure plate on 1500Rpm so yes something was happening upfront.

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Old 06-07-2016, 02:01 PM   #627
tall boy

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First start of the B spec engine 13L Scania XPI engine. Still in build-up phase is the A spec engine where we still machining parts.

Setting the specs apart.
C spec stand for customer engine and this is what we run on race trucks.
B spec has different piston and injectors.
A spec has different camshaft low weight pitons and different injectors.

With the B & A spec we hope to build an engine that is able to run hi load for a longer time as for a C spec we only run 20 min and peak power on the circuit is only about 70% of this time as for the rest it’s breaking and cornering……….

Next up is to make the engine and motor management ready for the Taylor Dynamometer DS series. Love these big dyno’s as we got inertia due to the big rotors and very good control on power/RPM.

Also hope we can find some time to test the S472SX-E and see what it will bring on performance and efficiency. Got a S480SX3 ready for testing to set a reference on performance on the B spec engine so hope to make a ton of use full data.

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Old 06-07-2016, 02:55 PM   #628
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This thread makes me smile.

Tall Boy, you're a hero.
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Old 06-19-2016, 05:58 AM   #629
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Not a lot of time to post things.

Have been to Hungary this week for a 2 hour meeting with a Scania off road rally team as they also want to use the 13L XPI engines.

Next week on to Lithuania for the ECU installation on a Seat 1.9 TDI engine and when I’m back I want to make the preparations for testing the two new build Scania 13L XPI engines as last week the machine shop get the last parts ready and the team can assemble the last engine to completion.

With the pullers we having some difficulty MVJ3 truck the clutch is not holding the torque and the MVJ2 damaged the rear axle yesterday so no pull off this time.

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Old 06-22-2016, 02:29 PM   #630
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Spend some days in Lithuania installing and testing a diesel ECU system on this SEAT offroad Rally Car with a 2.0L PD TDI engine.

Last Dakar Rally they had major problems with the standard ECU and turbo so it was time for upgrade having more control on things not having a limp home modes but power reduction if things get to hot and getting a warning if things go wrong from the AIM G-Dach display that we use for engine information. A simple thing as not having fuel pressure can take hours before you know why the engine is not performing or just stopping and able to see al senor values on the engine makes it a lot easier to trouble shoot things.

Also it will save some weight as well as a load of wiring is no longer needed and added control on both coolant and intercooler fans will give better performance in hot conditions and the ECU know what speed the car is running lowering intake temp on low speed as having max power on lower intake temp if you have to move up a big dune for example.

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Old 07-02-2016, 04:36 PM   #631
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Testing Scania 13L XPI Rally Engine on the dyno.

So far we get this out of a 472SX-E on a bit over 3Bar boost pressure. EMP is not bad on over 1000Hp @ 1786RPM but we need a wastegate as I’m running a 1.25A/R and I do not deed this amount of boost to make even more power as the AFR is around 18.
One on one compared to the S476SX-3 this one dos better so far.

Did not go any lower than 1300Rpm and over 4.2Kn with testing as we had big problems with the drive shaft coming loos as we need some sort of damper fitted to the shaft to prevent it from retelling it self apart. Dyno can handle 2500Hp but to save time and money we will test low end when the engine is in the rally truck. Also limit on this engine will be the hi pressure fuel pump and maybe get 4.5Kn out of it on fuel per stroke.

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Old 07-06-2016, 10:23 AM   #632
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Old 07-16-2016, 06:34 AM   #633
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DakarSpeed Rally team.

MXG AIM data logger, a modern tool?

This data logger can do a lot more than only logging data. The technician has access to numerous engine and vehicle parameters of breake temperature to fuel pressure / temp etc ....
The error message Game Over is of course a joke, but does show that the display is capable of using LED indicator and a text message at the bottom of the screen that something is going on needs some attention from oil pressure alarm to low cooling water pressure for example, everything to prevent a problem that may arise, but this way you can keep up to perform at the edge.

For the operation of the display we have opted for a distance control by means of a push buttons on the control console in addition to the mechanic that the ease of operation from the data logging system.

WIFI. During the service of the Rally trucks is just an anthill around the rally trucks to get it ready in time for the next stage. How nice is it that you can read from the data logger at a distance where you do not get in the way of the service crew and aces your data in the data log and able to read quickly through the software what the min / max values have been from the previous stage to read out all sensor values, if there is a problem with the engine and so on. Overall a very powerfull diagnostic tool.

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Old 07-31-2016, 04:41 AM   #634
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Finally I got the MVJ semi truck engine up to spec.

It got more power/torque but now the next problem sticks up it ugly head. The clutch is not holding up and as it a centrifugal type it dumps torque to the rest of the drive train and the next moment when the engine moves up in RPM it grips up again making the rear of the truck bounce like crazy wrecking the final drives so yes we broke the read axle.

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Old 07-31-2016, 12:03 PM   #635
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That's some serious spool up. Retarded injection timing to spool?

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Guang-Zoo Turbo Systems
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Old 07-31-2016, 01:12 PM   #636
tall boy

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Quote:
Originally Posted by biggy238 View Post
That's some serious spool up. Retarded injection timing to spool?

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Yes controlled retard or post injections and it’s the same system we use on the US and Canadian Semi truck pullers ECU installations only difference is you can we set the RPM lower not to lose traction @ launch while running bobtail and on our pulling truck it’s set to 2900RPM. On it self our engines will only make about 6 PSI and with the launch system we set it to about 26 PSI but you can get it easy to about 60 PSI if you want but with the power that’s comes @ this boost level your eider breaking grip on the track if your lucky or something will snap so it’s better to have the RPM go down when dropping the clutch to fast to hard and make a new attempt as stopping on the track in the first 30 meter will allow this second pulling attempt.
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Old 08-17-2016, 10:17 AM   #637
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So finally I got one camshaft how I specified it and yes it took some time to develop as Scania did a good job making it complicated with the cam followers in a very odd angle. The other one (this engine got 2 camshafts) is not bad but looking @ the AFR numbers and smoke EGT and so on the cam profile dos not have the open en close ratio of the valve travel al do the duration is the same so it lacks some flow as it to asymmetrical in its lift.
Now we got everything in place we are planning to build billed cams manly for US and Canadian marked as there is demand for it. Scania cams is out of the question mainly as I do not want any of these profiles ending up with the competition or other customers/companies making copies of them as did happen with other stuff that did work a lot better as there own creations.

Also for the PDE Scania lovers. We are almost on the end of performance of this injection system as we got one set of cams under construction that hopefully can deliver fuel in les crank duration but reality is we easily surpass these numbers by converting to commonrail with less boost and now smoke so we are already engineering toward commonrail set-up mainly using OE parts. Also with PDE we maintain max torque over RPM so yes on hi RPM we make a lot of power but we can not produce more torque when the RPM goes down and we need more as we can not keep up with the 18,4L engines any more as we only have 16.4L but the older 15.6L produces the same power with the only difference that’s it jumps into the compressor surge line 200Rpm sooner as it runs the same turbochargers as the 16.4L and has a milder cam profile so it moves less air. With the pump cam we run now we only use 0,7cc per stroke effectively for making power and any thing more is used for making EGT/boost/drive pressure/flame cones on the stacks.

Still going strong on the 2x Scania XPI Dakar semi trucks. Hope next week we up for it to run the first one.

Our little machine in the workshop.
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Old 08-19-2016, 02:49 PM   #638
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First of the two XPI rally engines has come to live in the Scania Rally truck.

Oncoming week testing all circuits and installing a load more wiring.

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Old 08-20-2016, 08:37 AM   #639
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Old 08-27-2016, 04:14 AM   #640
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As for an example what you can do with a 1280DI ECU. Selectable speed limiter with up/down speed trim function in combination with a AIM MXG data logger.

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